NASA TECHNICAL NOTE NASA TN 0-8093

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APOLLO EXPERIENCE REPORT -

DEVELOPMENT OF THE
EXTRAVEHICULAR MOBILITY UNIT

Charles C. Lutz, Hurley L. Stutesmun,

Muurice A. Carson, und Jumes W. McBdrron II
Lyndon B. Johnson Space Center
Hozcston, Texas 77058

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. NOVEMBER 1975

 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.
NASA TN D-8093

I 4. Title and Subtitle

APOLLO EXPERIENCE REPORT
DEVELOPMENT OF THE EXTRAVEHICULAR MOBILITY IJNIT 6. Performing Organization Code
JSC-08597
7. A u t h o r b ) 8. Performing Organization Report No.
Charles C. Lutz, Harley L. Stutesman, JSC S-440
Maurice A. Carson, and J a m e s W. McBarron I1 10. Work U n i t No.
9. Performing Organization Name and Address
914-50-80-01-72
1
Lyndon B. Johnson Space Center 11. Contract or Grant No.
Houston, Texas 77058

13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address
National Aeronautics and Space Administration Technical Note
14. Sponsoring Agency Code
Washington, D. C. 20546

15. Supplementary Notes

16. Abstract

This report describes the development and performance history of the Apollo extravehicular
mobility unit and its major subsystems. The three major subsystems, the p r e s s u r e garment
assembly, the portable life-support system, and the oxygen purge system, are defined and
described in detail as is the evolutionary process that culminated in each major subsystem
component. Descriptions of ground- support equipment and the qualification testing p r o c e s s
f o r component hardware are also presented.

L
17. Key Words (Suggested by A u t h o r k ) ) 18. Distribution Statement
* Environmental Control System * Space Suit STAR Subject Category:
* P r e s s u r e Garment
1 2 (Astronautics, General)
' Life- Support System
' Protective Clothing
Oxygen Purge System
19. Security Classif. (of this report) 20. Securitv Classif. (of this mpe) 21. NO. of Paces 77 Price'
Unclassified Unclassified 78 $4.75
 APOLLO EXPERIENCEREPORT

EDITORIAL COMMITTEE

T h e material submitted for the Apollo Experience Reports

(a series of NASA Technical Notes) w a s reviewed and ap-
proved by a NASA Editorial Review Board at the Lyndon B.
Johnson Space Center consisting of the following members:
Scott H . Simpkinson (Chairman), Richard R. Baldwin,
J a m e s R. Bates, William M. Bland, J r . , Aleck C. Bond,
Robert P. Burt, Chris C. Critzos, John M. Eggleston,
E . M. Fields, Donald T. Gregory, Edward B. Hamblett, J r . ,
Kenneth F. Hecht, David N. Holman (Editor/Secretary),
and Carl R. Huss. The prime reviewer for this report
was Donald T. Gregory.
 CONTENTS

Section Page

SUMMARY ..................................... 1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

APOLLO EMU FLIGHT HISTORY . . . . . . . . . . . . . . . . . . . . . . . . 2

PRESSURE GARMENT ASSEMBLY ........................ 7

Apollo 11 PGA Configuration . . . . . . . . . . . . . . . . . . . . . . . . . 8

Evolution of the PGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Communications C a r r i e r Assembly . . . . . . . . . . . . . . . . . . . . . . 29

Bioinstrumentation System . . . . . . . . . . . . . . . . . . . . . . . . . . 30

DESCRIPTION OF THE PLSS AND THE OPS . . . . . . . . . . . . . . . . . . 34

Apollo 11 PLSS Configuration . . . . . . . . . . . . . . . . . . . . . . . . . 35

Apollo 11 OPS Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Apollo 15 PLSS and OPS Configurations . . . . . . . . . . . . . . . . . . . . 43

Evolution of the PLSS and OPS . . . . . . . . . . . . . . . . . . . . . . . . 45

QUALIFICATION TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

ThePGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

The PLSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

TheEMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

CREW SUPPORT EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Ventilators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Mockups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

Pad Emergency Air Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

CONCLUDING REMARKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

iii
 TABLES

Table Page

I APOLLO EMU EVA DATA. ....................... 6

I1 PRESSURE GARMENT ASSEMBLY CHARACTERISTICS . . . . . . . . 7

I11 PRESSURE RELIEF VALVE AND PURGE VALVE
CHARACTERISTICS . . . . . . . . . . . . . . .
.......... 18

IV LIQUID-COOLING GARMENT CHARACTERISTICS . . . . . . . . . . 18

V THERMAL AND OPTICAL PROPERTIES OF THE LEVA . . . . . . . 20

VI PORTABLE LIFE-SUPPORT SYSTEM CONFIGURATIONS. . . . . . . 46

VI1 SPECIFICATION REQUIREMENTS FOR THE PORTABLE

LIFE-SUPPORT SYSTEM . . . . . . . . . . . . . . . . . ..... 47

FIGURES

Figure Page

1 Apollo 11 to 14 EMU ........................... 2

2 Apollo 11 PLSS oxygen supply p r e s s u r e profile f o r the

commander . . . . . . . . . . . . . . . . . . . . . . . ....... 4
3 Apollo 11 PLSS battery current profile f o r the commander ...... 4
4 Apollo 11 PLSS sublimator gas outlet temperature profile f o r
the commander. . . . . . . . . . . . . . . . . . . . . . . . . . ... 4
5 Apollo 11 PLSS LCG inlet temperature profile f o r the
commander .............................. 4
6 Apollo 11 PLSS feedwater p r e s s u r e profile f o r the commander . . . . 4
7 Apollo 11 PLSS LCG water delta temperature profile for the
commander ..............................
8 Intravehicular p r e s s u r e garment assembly . . . . . . . . . . . . . . .
9 Extravehicular p r e s s u r e garment assembly . . . . . . . . . . . . . .

10 Extravehicular t o r s o limb suit assembly . . . . . . . . . . . . . . . .

iv
Figure Page
11 Torso limb suit assembly liner ..................... 9

12 Ventilation system and ventilation flow diagram of the EV TLSA ... 11

13 Intravehicular torso limb suit assembly . . . . . . . . . . . . . . . . 11

14 P r e s s u r e helmet and helmet attaching neckring . . . . . . . . . . . . 11

15 P r e s s u r e gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

16 Material c r o s s section f o r EV glove . . . . . . . . . . . . . . . . . . 13

17 Intravehicular cover layer ....................... 13

18 Lunar integrated thermal micrometeoroid garment . . . . . . . . . . 14

19 Material c r o s s section fcr ITMG (Apollo 10 to 14 missions) ..... 14

20 Gas connectors ............................. 15

21 Liquid-cooling garment multiple water connector

(a) Front view ............................. 15
(b) Rearview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
22 The PGA electrical harness . . . . . . . . . . . . . . . . . . . . . . . 15

23 Neck dam with lanyard . . . . . . . . . . . . . . . . . . . . . . . . . 15

24 Apollo 9 to 12 single-flow purge valve

(a) Purge mode ............................. 17
(b) Unactivated ............................. 17

25 Apollo 14 to 17 dual-flow purge valve ................. 17

26 Liquid-cooling garment and coolant system . . . . . . . . . . . . . . . 17
27 Lunar boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

28 Lunar extravehicular visor assembly (Apollo 13 to 17) . . . . . . . . . 21

29 Constant wear garment . . . . . . . . . . . . . . . . . . . . . . . . . 21

30 Waste management systems

(a) Fecal containment subsystem ................... 21
(b) Urine collection and transfer assembly .............. 21

V
Figure Page

31 Communications carrier ........................ 29

32 Bioinstrumentation system . . . . . . . . . . . . . . . . . . . . . . 31

33 Portable life- support system

(a) Component assembly ....................... 34

(b) Schematic diagram ........................ 35

34 Oxygen ventilating circuit schematic . . . . . . . . . . . . . . . . . 36

35 Diagram of the p r i m a r y oxygen subsystem . . . . . . . . . . . . . . 37

36 Liquid transport loop schematic . . . . . . . . . . . . . . . . . . . . 38

37 Schematic of the PLSS feedwater loop . . . . . . . . . . . . . . . . . 40

38 Extravehicular communications system f o r EVC 1 .......... 40

39 Extravehicular communications system f o r EVC 2 . . . . . . . . . . 41

40 Remote control unit . . . . . . . . . . . . . . . . . . . . . . . . . . 42

41 Oxygen purge system components . . . . . . . . . . . . . . . . . . . 42

42 Oxygen purge system

(a) Purge mode . . . ......................... 43

(b) Schematic diagram ......................... 44

43 Early Apollo PLSS expendables duration (Apollo 9 to 1 4

missions) .............................. 45

44 Extended Apollo PLSS expendables duration (Apollo 1 5 t o

17 missions) . . . . . . . . . . . . . . . . . . . . . . .
..... 45

45 Sectional view of the sublimator .................... 49

46 The LiOH cartridge

(a) Canister and reservoir assembly................. 51
(b) Canister flow diagram ....................... 51
(c) Cartridge . . . . . . ....................... 51

47 Extravehicular communications system pictorial

diagram : dual- dual . . . . . . . . . . . . . . ........... 57

vi
Figure Page

48 Extravehicular communications system pictorial diagram :

dual- secondary ............................ 58

49 Extravehicular communications system pictorial diagram :

secondary- p rimary .......................... 59

50 Portable oxygen ventilator . . . . . . . . . . . . . . . . . . . . . . . 67

51 Cryogenic pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

52 Pad emergency air pack . . . . . . . . . . . . . . . . . . . . . . . . . 68

vii
 ACRONYMS

AM amplitude modulated

BSLSS buddy secondary life-support system

CDR commander

CM command module

CMP command module pilot

CSM command and service module

CWG constant wear garment

ECG electrocardiograph

ECS environmental control system

EM1 electromagnetic interference

EMU extravehicular mobility unit

EOS emergency oxygen system

EV extravehicular

EVA extravehicular activity

EVC extravehicular communicator

EVCS extravehicular communications system

EVVA extravehicular visor assembly

FCS fecal containment subsystem

FM frequency modulated

IT MG integrated thermal micrometeoroid garment

IV intravehicular

IVC L intravehicular cover layer

JSC Lyndon B. Johnson Space Center

LCG liquid- cooling. garment

viii
 LEVA lunar extravehicular visor assembly

LM lunar module

LMP lunar module pilot

LOX liquid oxygen

I
LRV lunar roving vehicle

MCC Mission Control C e n t e r .

MSC Manned Spacecraft Center

OPS oxygen purge system

I PCV p r e s s u r e control valve

PEAP pad emergency air pack

PGA p r e s s u r e garment assembly

PLSS port able life - support system

POV portable oxygen ventilator

PTT push to talk

PVC polyvinyl chloride

RCU remote control unit

ssc space suit communications

SI Systzme International d'Unit&

T LSA torso limb suit assembly

T/R t r a n s mi t t e r / r ec eive r

I UCTA urine collection and transfer assembly

vco voltage-controlled oscillator

vox voice-operated transmitter

WMS waste management system

ZPN impedance pneumograph

 APOLLO EXPERIENCE REPORT

DEVELOPMENT OF THE EXTRAVEHICULAR MOB1LlTY UNIT

By Charles C. Lutz, Harley L. Stutesman, M a u r i c e A. Carson,

and James W . McBarron II
Lyndon B. Johnson Space Center

SUMMARY

The extravehicular mobility unit was developed to provide the Apollo crewman
with a life-support system that would enable him to perform useful work tasks in the
free-space environment o r on the lunar surface. The system could function independ-
ently f o r periods of up to 8 hours, o r it could operate with the environmental control
systems of the command module o r the lunar module to provide life support during
planned o r contingency cabin depressurization. Technology f r o m the Gemini Program
w a s incorporated wherever possible in the design of the Apollo extravehicular mobil-
ity unit. The evolution of the extravehicular mobility unit and the development and
testing programs for the major subsystems of the unit are discussed i n this report.
Operating parameters and the in-flight performance of the unit a r e also discussed.

INTRODUCTION

This report t r a c e s the history of the Apollo extravehicular mobility unit (EMU)
worn by crewmen on the lunar surface. The EMU consists of three major subsystems,
the p r e s s u r e garment assembly (PGA), the portable life-support system (PLSS), and
the oxygen purge system (OPS). The configuration of these subsystems as used on the
Apollo 11 mission is described i n detail in t h i s report. The emlutionary process that
culminated i n the EMU configuration is also presented, and each major subsystem o r
component is described from its initial concept to i t s present design, with particular
emphasis on the reasons f o r the changes. Also included i n this report a r e a discus-
sion of the major test programs conducted to qualify the system f o r flight usage and a
summary of the actual in-flight performance. ~

A s a n aid to the r e a d e r , where necessary the original units of meas,ure have

been converted to the equivalent value in the Syst;me International d'Unites (SI). The
SI units a r e written first, and the original units a r e written parenthetically thereafter.
 APOLLO EMU FLIGHT H I STORY Oxygen purge system

PLSS support straps

The following information pertains to
the in-flight usage of the PGA, the PLSS,
and the OPS. The importance of the three
major subsystems of the EMU (fig. 1) in-
creased with the complexity of each suc-
ceeding flight and the demands of each Lunar module restraint
and tether attachments
extravehicular activity (EVA) period. Integrated thermal
micrometeoroid garment
The Apollo 7 to 10 missions were Urine
planned to demonstrate the capability of all collection
flight hardware to operate in space before
the actual lunar landing. Because extra-
vehicular activities were not scheduled for
the Apollo 7 and 8 flights, the only subsys-
tem of the EMU onboard the spacecraft was
the PGA. The primary purposes for using
the PGA on these flights were to s e r v e as a Figure 1.- Apollo 11 to 14 EMU.
backup to the command module (CM) pres-
s u r e and the environmental control system
(ECS) and to protect the crewmen from
noise, vibration, et cetera, during launch and reentry. The performance of the PGA
was satisfactory, and each flightcrew reported that PGA ventilation was adequate dur-
ing the orbital phase of these missions. Doffing and donning were found to be much
e a s i e r at zero g than at one g and created no problems for the crewmen.

A s a result of knowledge gained during the Apollo 7 flight and because of some
problems encountered, a few minor design changes were made in the PGA before the
Apollo 8 mission. Because of head colds and sinus problems, the Apollo 7 crewmen
decided to make the Earth reentry with helmets and gloves removed to provide a means
of clearing the sinus and inner-ear cavities (Valsalva maneuver). Because it w a s
desirable to have the complete PGA donned during this critical phase of the flight, a
device was incorporated on Apollo 8 and subsequent flight helmets to allow the Valsalva
maneuver to be accomplished without removal of the helmet or use of the hands. Be-
cause the Apollo 8 mission objective w a s to circle the Moon and return to Earth and
because no EVA was required, all three crewmen wore the intravehicular (IV) config-
uration of the PGA.

The first use of the complete EMU under flight conditions w a s accomplished dur-
ing the Apollo 9 mission. The objective of this mission was to check out and test the
lunar module (LM) ascent and descent stages, including the main and attitude propul-
sion systems; the ECS; and the LM/CM undocking/docking procedures. The Apollo 9
mission was also important for EVA evaluation because some of the LM-to-CM contin-
gency transfer procedures were to be performed. The lunar module pilot (LMP) i n the
EMU configuration opened the side hatch of the LM and egressed to simulate the contin-
gency transfer, a simulation that lasted f o r approximately 40 minutes. During the LMP

2
EVA, the command module pilot (CMP), while connected to the CM ECS, opened the CM
side hatch and maneuvered partially inandout of the hatch several times, retrieving thermal
samples and taking photographs. Both crewmen reported that they were comfortable
and that they experienced no visual problems with the extravehicular visor assembly
(EVVA). The CMP wore one extravehicular (EV) glove and one IV p r e s s u r e glove; the
IV p r e s s u r e glove (worn for sample retrieval) became warm but not uncomfortable.

The LMP ingressed the LM after completion of the EVA and doffed the PLSS,
the OPS, and the EVVA with no problems. At that time, the PLSS w a s recharged i n
the LM cabin for possible contingency reuse and for demonstration of the feasibility of
this operation under actual flight conditions. The recharge w a s completed with no
problems.

Each Apollo 9 crewman wore his PGA f o r approximately 52 hours; most of this
time was spent i n the helmet-and-glove-off o r ventilation mode. For approximately
2
47 minutes of the flight, the PGA's were pressurized to 26 kN/m (3.75 psia).

The Apollo 10 mission was similar to the Apollo 7 and 8 missions in that the EMU
was not used for EV activities, and the PGA was used only as a backup to the CM ECS.
The performance of the PGA was satisfactory.

The Apollo 11 mission was the first mission on which the EMU was exposed to
the lunar environment, for which it had been designed and tested. All aspects of EMU
operation demonstrated during testing and on previous flights were proved on the lunar
surface. Typical telemetry data received from the lunar surface a r e presented i n
figures 2 to 7. An evaluation of EMU performance f o r the Apollo 11 mission follows.

No significant problems were noted at LM egress. Both crewmen stated that they
were comfortable while waiting for the cabin to depressurize, even though the'liquid-
cooling garment (LCG) inlet temperature exceeded 305 K (90' F) before PLSS sublimator
startup. No thermal changes were noted at egress. The crew stated that the PLSS/OPS
was thermally quite comfortable and that the mass w a s not objectionable.

The maximum range traversed on the lunar surface was approximately 60 meters.
One crewman commented that the t r a v e r s e left him a little tired. However, this fa-
tigue occurred toward the end of the EVA, and the crewman had not rested before the
EVA.

Mobility and balance i n the EMU were sufficient to allow stable movement while
performing lunar surface tasks. The LMP demonstrated the capability to.walk, run,
change direction while running, and stop movement without difficulty. No thermal
problems occurred during the EVA; however, the commander's hands sweated inside
the EV gloves. Because the commander (CDR) did not wear comfort gloves, his hands
tended to slip inside the EV gloves; consequently, t h e r e was a loss i n his dexterity and
ability to handle objects.

3
 305
8280 -
.- (1200) To maximum
,O 6900-
"E clml
5 5520 5
Start egress
e (6001
--I

2
n
0
J 14aU
UI
2760- L i t pressure
integrity check Start ingress n Start cabin
repressu r - ::(50)
2
L t a r t egress
~~;~essJ
L t a r t
cabin
repressuri-
ization zation
278 I I I I
0 140)-1 0 1 2 3
I I 1 1 I
Elapsedtime. h r
O-1 0 1 2 3 4
Elapsed time, hr
Figure 5.- Apollo 11 PLSS LCG inlet
Figure 2.- Apollo 11 PLSS oxygen sup- temperature profile f o r the com-
ply pressure profile f o r the com- mander.
m ande r .
41 !depressurization
Start cabin

8 r

4 6
r F a n P o i m p onioxygen on
Fan off1 pumD off ._ (51
P
-
CL
u) c Hatch openistart
sublimator r
< 5-
e
2 4-
2.
rr Start cabin depressurization
Hatch open
Start cabin repressurization

1-
=Power on
I I I
0 1 2 3 4
Elapsed time. hr
1
3
Figure 3.- Apollo 11 PLSS battery cur- Elapsed time, hr
rent profile f o r the commander.
Figure 6. - Apollo 11 PLSS feedwater
p r e s s u r e profile f o r the com-
305 mander.

J $art egress - +
Start inaress-
The LCG cooling was adequate, al-
i294
E (701 I
I" Shut off
sublimator
though the recorded temperatures were
much higher (warmer) f o r the CDR than
f o r the LMP. This difference corre-
Start cabin lates with previous chamber experience,
repressurization which indicated that the CDR preferred
sublimator
2 283 to maintain a w a r m e r body temperature
.E (501
D than did the LMP. This parameter is
J controlled by the crewman to meet his
(401 -1 0 1 2 3
Elapsed time, hr
comfort requirements.
The Apollo 1 2 mission was the first
Figure 4.- Apollo 11 PLSS sublimator mission that had two EVA periods, Both
gas outlet temperature profile f o r the crewmen spent approximately 4 hours
commander.

4
 (12)
and the EMU's performed satisfactorily.
Because of the additional EVA, a re-
-- 110) -
5.6
charge of each PLSS was performed. Y Start cabin repressurization

No problems were noted during the Y

4.4 Shut off sublimator

The Apollo 15 mission also included an EVA during the return to Earth, i n which
the CMP egressed the CM to retrieve a film package f r o m outside the spacecraft. A
p r e s s u r e control valve (PCV) was used i n conjunction with a n umbilical supplying oxy-
gen f r o m the CM. The'OPS was used as a backup system and was worn behind the
CMP's helmet.

The Apollo 16 and 1 7 missions were virtually the same in scope a s the Apollo 15
mission, with three lunar surface EVA's and one CM EVA on each mission. The long-
est EVA of the Apollo P r o g r a m was the Apollo 17 second lunar surface EVA, which
lasted 7 hours 37 minutes. A summary of Apollo EMU EVA data is presented in
table I .

5
 TABLE 1. - APOLLO EMU EVA DATA

1 Mission Date Type of EVA Crewman

EVA time, hr:min

Standup Umbilical Free Cumulativea

~

Mar. 1969 Earth orbital 1:34

Apollo 11 July 1969 Lunar surface CDR __ __ 02:48 7:lO

LMP __ -_ 02:40

Apollo 12 Nov. 1969 Lunar surface (EVA 1) CDR -- -- 04:OO 22:42

LMP __ -_ 04:OO

Lunar surface (EVA 2) CDR __ __ 03:46

LMP _- -- 03:46

Apollo 14 Jan. 1971 Lunar surface (EVA 1) CDR -- __ 04:48 41:28

LMP -- __ 04:48

Lunar surface (EVA 2) CDR _- _- 04:35

LMP -- -- 04:35

July 1971 Lunar surface 1 CDR 1 00:33 I -- -- 80:27

Lunar surface (EVA 1) -- 06:33

06:33

Lunar surface (EVA 2) CDR 07:12

LMP 07:12

Lunar surface (EVA 3)

I E% 04: 50
04:50

Transearth CMP 00:38

1
LrMP 00:38

Apollo 1 6 Apr. 1972 Lunar surface (EVA 1) CDR __ 07:ll 123:41

LMP
I
07:ll
Lunar surface (EVA 2) CDR -- 07:23
LMP 07:23

Lunar surface (EVA 3) 1 CDR

LMP
05:40
05:40

Transearth CMP -- 01:23

LMP 01:23 --
Apollo 17 Dec. 1972 Lunar surface (EVA 1) CDR -- _- 07:12 17O:Ol
LMP -_ _- 07:12

I Lunar surface (EVA 2) 1 CDR

LMP
07:37
07:37

T E%1 :: I-
~~

Lunar surface (EVA 3) -- 07:15

__ 07:15

Transearth 01:06

Totals I 04:27 I 03:07 162:27 --

aRepresents man- hours.

6
 PRESSURE GARMENT ASSEMBLY

The PGA is an anthropomorphic protective assembly that encloses the crewman

in a pressurized environment and permits performance of mission tasks in a vacuum
ambient p r e s s u r e condition. The PGA is worn by the crewman during I V spacecraft
operations and during EV free-space operations and lunar surface explorations.

The PGA is designed to be worn for a contingency CM transearth return of 115

2
*
hours at a regulated pressure of 26 1 . 7 kN/m (3.75 f 0.25 psid) i n conjunction
with either the constant wear garment (CWG) or the LCG. The operating character-
istics of the P G A are listed in table 11. A detailed description of the A7L PGA's used
for the Apollo 11 lunar landing and surface exploration mission follows.

TABLE 11. - PRESSURE GARMENT ASSEMBLY CHARACTERISTICS

I Value I
Characteristic
I-- --I ~~
I PGA with ITMGa 1
1
PGA with IV cover l a y e r I
I

Weight, kg (lb) .......................... 19.69 (43.42) 15. 48 (34. 13)

Operational temperature limitations,

K("F) . . . . . . . . . . . . . . . . . ........ 4394 (t250) b244 to t 339 (-20 to t 150)
2
Leak r a t e at 25. 5 kN/m (3. 7 psid)
m a . , s$c/min (lb/hr) . . . . . . ............... 180.00 (0.0315) 180.00 (0.0315)
2
Operating p r e s s u r e , kN/m (psid) . . . . . . . . . . . 26 z 1. 7 (3. 75 I 0. 25) 26 + 1 . 7 (3. 75 . 0. 25)
2
Structural p r e s s u r e , kN/m (psid) . . . . . . . . . . . . . . . . 41 (6. 00) 41 (6.00)

Proof p r e s s u r e , kN/m 2 (psid) . . . . . . . . . . . . . . . . 55 (8. 00) 55 (8.00)

2
Wlrst p r e s s u r e , kN/m (psid) . . . . . . . . . . . . . . . . . . 69 (10.00) 69 (10.00)

P r e s s u r e drop, kN/m2 (in. of H20)

3 2
At 0.34 m /min (12 acfm), 24 kN/m
(3. 5 psia), 283 K (50" F), with inlet d i v e r t e r valve
open (Iv position) . . . . . . . . . . . . . . . . . . . . . 1.17 (4.70) 1. 17 (4. 70)
3 2
At 0.17 m /min (6 acfm), 27 kN/m
(3.9 psia), 298 K (77" F), with inlet
d i v e r t e r valve closed (EV position) ........... 0.45 (1.80) Not applicable
2
P r e s s u r e gage range, kN/m (psid) ............... 17 to 4 1 (2. 5 to 6.0) 17 to 41 (2. 5 to 6.0)

aIntegrated t h e r m a l micrometeoroid garment.

bSpacecraft wall.

7
 Apollo 11PGA Configuration
Two configurations of the PGA were worn on the Apollo 11 mission. The A7L IV
PGA shown i n figure 8 was worn by the CMP. The A7L EV PGA shown i n figure 9 was
worn by the CDR and the LMP. The two configurations were similar except that the
A7L IV PGA w a s equipped with a lighter weight and l e s s bulky IV cover layer (IVCL)
and did not include the hardware and controls necessary for EV use.

Each A7L PGA (IV and EV) consisted basically of a torso limb suit assembly
(TLSA) with an integrated protective cover layer, a pressure helmet, p r e s s u r e gloves,
controls, instrumentation, and communication equipment. Additional equipment con-
sisting of a lunar extravehicular visor assembly (LEVA) and lunar boots w a s provided
to complete the EV PGA.

The TLSA. - The TLSA is that part of the PGA that covers the crewman's entire
body except his head and hands. The TLSA's for both PGA configurations a r e basically
the same, but some differences exist primarily because of different mission require-
ments. The A7L EV PGA TLSA will be described fully, and only the differences will
be discussed for the A7T, I V PGA configuration.

The EV TLSA: The EV TLSA is shown i n figure 10. The torso portion of the
TLSA is custom sized and the limb portions are graduated i n s i z e and adjustable to
accommodate individual crewman limb lengths. A pressure sealing and restraint slide
fastener closure permits crewman entry into the TLSA. A lock assembly is secured to
the restraint assembly to captivate the p r e s s u r e sealing slider and prevent inadvertent
opening.

The pressure-containing bladder of the TLSA is a neoprene-coated nylon fabric.

Directly over the bladder outer surface is a nylon restraint layer that controls the con-
formal shape and provides structural support to the bladder. Dipped-rubber convoluted
joints of near-constant volume a r e located at the shoulders, elbows, wrists, hips,
knees, and ankles to permit joint movement with a minimum expenditure of energy.
Restraint cables o r cords with reinforced attachment points a r e provided to sustain
axial limb loads during pressurized modes of operation and to prevent ballooning of
the convoluted joints. A biomedical injection patch is built into the right thigh portion
of the TLSA to permit a crewman to self-administer a hypodermic injection without
jeopardizing the gas retention quality of the PGA.

The TLSA has an a r m bearing to enhance a r m rotational movements above the

elbow. The PGA boot, which is connected to the TLSA, is sized to the individual crew-
man's foot and has an ankle convolute designed to permit ankle extension and flexion
movements. A metal heel clip is provided to attach the boot to the CM couch footpan
for leg restraint during launch and reentry.

The innermost layer of the TLSA is a nylon liner (fig. 11) provided for comfort
and to facilitate donning. A s e r i e s of noncollapsible ducts is attached on the inner
surface of the neoprene-coated nylon bladder and s e r v e s as p a r t of the ventilation
system.

8
 Pressure helmet elmet attaching neckring

Multiple water connector

Electrical connector
Gas connector (in
Gas connector (out1

Gas connector (inlet)

LM restraint s connector (outlet)
and tether attachments
ressure relief valw
attachment bracket
Urine transfer fitti
Clove attaching disconnect

Biomedical injection

CM couch restraint
-4iLk
Figure 10. - Extravehicular torso limb
suit assembly.
Figure 8. - Intravehicular pressure
garment assembly. Communications lead
snap flap

omrnunications carrier nap

Communications ssembly
lead passthrough

Biomedical lead
passthrough-

Urine transfer hose

passthrough
Urine cdlectian

and biomedical
injection access flap

Slide
fastener
1
Figure 11. - Torso limb suit assembly
liner.

-
Figure 9. Extravehicular pressure
garment assembly.

9
 The ventilation system provides for two modes of operation, EV and IV. In the
EV mode, all inlet gas flow is directed to the helmet for respiration and helmet
defogging. The gas flow then travels over the body to the extremities, where return
ducting routes the flow to the suit outlet. In the IV mode, the gas flow is split, with
p a r t of the gas flow going into a torso duct and directly over the body and the remaining
gas going to the helmet. The ventilation system and ventilation flow paths for the EV
TLSA a r e shown in figure 12. Metal brackets a r e provided a t the upper buckle and
lower pulley of the torso tiedown system f o r attachment of the PLSS restraint straps.
The LM restraint tether attachments are located on each side of the PGA torso a t the
hip area.

The IV TLSA: The IV configuration of the TLSA (fig. 13) is basically the s a m e
as that for the EV TLSA. The IV TLSA incorporates Zn a r m assembly with a net
restraint elbow joint because the added mobility provided by the a r m bearing is not
necessary for IV operations. The I V ventilation system requires only one set of inlet
and outlet gas connectors with only one torso vent duct, instead of two a s used in the
EV configuration.

The left a r m of the IV TLSA does not incorporate provision for a p r e s s u r e relief
v a l t e because p r e s s u r e relief capability is provided in the CM ECS. Other components
not included i n the IV TLSA a r e the LCG multiple water connector and the LM restraint
tether and PLSS attachment brackets.

P r e s s u r e helmet assembly. - The p r e s s u r e helmet is a detachable, transparent

closure with provisions for feeding and drinking and for attachment of the LEVA. The
helmet is made by a special heat-forming process f r o m high-optical-quality poly-
carbonate plastic. The helmet and the ring that attaches i t to the TLSA are shown i n
figure 14. The helmet contains a feedport that allows insertion of a probe for
administering water and contingency food to a crewman wearing the complete PGA in
either the pressurized o r unpressurized condition. A synthetic elastomer-foam vent
pad bonded to the r e a r of the helmet shell provides a headrest and acts as a ventilation
flow manifold directing gas flow to the oral-nasal area. This flow causes an efficient
exhaust of carbon dioxide (C02) f r o m the nasal area to the TLSA through the torso
neck opening.

P r e s s u r e gloves. - The p r e s s u r e glove is a flexible, gas-retaining device that

attaches and locks to the TLSA through a quick-disconnect coupling. T h e r e a r e two
basic types of p r e s s u r e gloves, the IV p r e s s u r e glove used only f o r IV operations with
the PGA and the EV glove used during EVA'S.

The IV glove assembly: The IV glove (fig. 15) is used f o r IV activities only.
Under normal conditions, the gloves are donned only when the suit is pressurized. The
IV glove consists primarily of a bladder molded f r o m a cast of the crewman's hand.
Dexterity of the bladder is increased by built-in relief projections located over the
knuckle areas. A convoluted section is incorporated i n the w r i s t area to provide omni-
directional mobility of the wrist. The convoluted section is restrained by a system of
sliding cables secured to the w r i s t disconnect. The glove side w r i s t disconnect is the
male portion of the wrist disconnect assembly and h a s a sealed bearing that permits
360" glove rotation. The fingerless glove is a restraint assembly that is cemented
onto the bladder at the wrist area and encloses the entire hand except the fingers and

10
 Note:
The I V PGA has
Helmet e n t duct
Vent s p a c e r 7 r Recess channel

and left gas

connectors

-
Typical cross section d duct LBcmt vent pad

Figure 12. - Ventilation system and

ventilation flow diagram of the EV
Lock subassembly
TLSA.
Lock stop
Helmet attaching neckring
(suit haln

Figure 14. - P r e s s u r e helmet and helmet

attaching neckring.

Wristlet

Ev pressure glove

Figure 13. - Intravehicular torso limb

I V pressure glove Comfort glove
suit assembly.
Figure 15. - P r e s s u r e gloves.

11
thumb. A palm restraint strap is used to minimize the ballooning effect created under
pressurized conditions and to enhance grip control. The convolute covers protect the
bladder and the convolute restraint system. The sliding cable- type convolute restraint
system accepts the axial load a c r o s s the convolute.

The EV glove assembly: The EV glove (fig. 15) is a protective hand cover that
interfaces with the TLSA before crewman e g r e s s f o r EV operations. The glove consists
of a modified IV p r e s s u r e glove covered by a n EV glove shell. The shell covers the
entire hand and has an integral cuff, o r gauntlet, that extends above the w r i s t disconnect
on the a r m a s far as the PGA p r e s s u r e gage o r the p r e s s u r e relief valve. The EV
glove shell, a multilayered assembly, provides scuff, abrasion, and thermal protection
f o r the pressure glove. The material layup of the EV glove is described in figure 16.
A woven metal fabric (Chromel-R) is incorporated over the palm and fingers to provide
abrasion protection. The thumb and fingertip shells are made of high-strength,
silicone-rubber-coated nylon tricot for improved tactility and strength. A silicone
dispersion coating is applied to the palm, around the thumb, and to the inner side of
each finger to provide increased gripping characteristics. The outer cover is conformal
and does not appreciably lessen the flexibility of the inner glove. A flap is sewn onto
the back of the glove shell and provides a c c e s s to the palm restraint strap. The flap
is opened o r closed by engaging o r disengaging the hook-and-pile fastener (Velcro) tape
s t r i p s . The palm restraint s t r a p can be tightened as necessary to minimize the
ballooning effect of pressurization. The shell assembly is secured to the p r e s s u r e
glove a t the back and palm of the hand by Velcro tape and near the tip of each finger by
two anchor s t r a p s and neoprene adhesive.

Cotton wristlets are used to prevent a r m chafing caused by the PGA wrist dis-
connects when the TLSA is worn without the gloves. Comfort gloves constructed of
nylon tricot are provided for wear under either the IV gloves o r the EV gloves. The
comfort glove facilitates donning of the p r e s s u r e glove and a c t s a s a perspiration
absorption layer between the hand and the p r e s s u r e glove bladder.

Integrated protective cover l a y e r s . - Cover l a y e r s are integrated with the TLSA

to provide added protection to the crewman and to the PGA. The extent of this pro-
tection depends on the configuration of the PGA and on the environment to which i t will
be exposed. The I V P G A is provided with a n IVCL, and the EV PGA is provided with
a n integrated thermal micrometeoroid garment (ITMG).

The IVCL: The IVCL (fig. 17) is a three-layer overgarment designed to protect
the crewman and the TLSA from abrasion. The IVCL is conformal to the TLSA, with
mobility relief incorporated into the knee, elbow, shoulder, and hip areas. The cover
layer is composed of three layers: an inner layer of Nomex cloth and two outer l a y e r s
of nonflammable Teflon-coated-filament Beta cloth. Additional abrasion l a y e r s
(constructed of one thickness of Teflon-coated-filament Beta cloth) a r e added to the
exterior of the suit a t the knee, elbow, and shoulder areas. An abrasion pad, con-
structed of Nomex felt, is attached to the suit a t each shoulder. Additional scuff
protection is provided by Teflon cloth patches i n high abrasion areas.

Flap assemblies provide a c c e s s through the IVCL for the entrance closure, the
biomedical injection disk, and the urine collection and transfer assembly (UCTA)
connector. These flap assemblies have identical c r o s s sections to the main body of
the IVCL. The IVCL also includes a flashlight pocket on the upper right a r m section,

12
 Material

PGA glow
Aluminized Mylar'
(7 layers)
Nonwoven Dacron'
Function 1

-1
Pressure retention
Insulation film

Insulation spacer
Function 2

h
;ewyI
section
1 Function 3

Thermal.
micrometeoroid
protection
(6 layers)
Teflon-coated fila- Nonflammable shell
I pressure reten-
~ ~ i ~ 0 s 5
ment Beta cloth
Loop
Gauntlet tape-

PGA glove Pressure retention

Aluminized Mylar' lnsulationlilm/ Thermal
(7 layers)
Nonwoven Dacron'
(6laprs)
Insulation spacer 1 Z i i n 1 Thermal,
micrometeoroid
protection
Dressure reten-
tion cross
Silicone-rubber- Increased tactility
section
coated nylon shell
tricot

1 11
Thumbtip and fingertips

PGA glove Pressure retention

Aluminized Mylar' Insulation film 1a; ; ; ; ; Thermal,
17 layers)
micrometeoroid
Nonwoven Dacron' Insulation spacer section protection
(6 layers) Dressure reten.
tion cross
Chromel-R metal Nonflammable and
section
fabric abrasion and
heat resistant I
Palm. thumb, and fingers

'Alternating iayers of insulation and spacer. L ~ o o tape

p

Figure 16. - Material c r o s s section f o r Figure 17. - Intravehicular cover layer.

EV glove.

and a utility pocket on the upper left thigh section. All pocket assemblies are construc-
ted of an outer layer of Beta cloth over a n inner layer of Nomex fabric, and all a r e
held closed by flameproof Velcro on the flaps.

An IVCL boot cover assembly fits over the TLSA boot and is secured by loop tape
located around the top and the bottom of the boot. The IVCL boot cover assembly is
constructed of the same materials as the IVCL.

The ITMG: The ITMG (fig. 18) is a lightweight multilaminate assembly designed
to cover and conform to the contours of the TLSA. The layers of materials composing
the ITMG provide protection against the thermal and micrometeoroid hazards
encountered during the free-space and lunar excursions of an Apollo mission. The c r o s s
section of the ITMG materials is shown i n figure 19. For protection against abrasion,
an additional external layer of Teflon fabric is attached to the knee, waist, elbow,
and shoulder a r e a s , and a layer of Chromel-R is added on the back under the PLSS,

Pockets a r e provided on the shoulder of each a r m and on the thigh of the left
leg. Three belt loops a r e secured at the bottom of each leg for holding the detachable
data list pocket and the rherklist 2nd -ccissws ~ c ) c ! E ~ E . Ar. acti:.e-dcsimeter p ~ e k e t
is located under the UCTA connector and biomedical injection a c c e s s flap.

13
Entrance tlosure
access flap Material ~~ Function 1 Function 2 Function 3
PLSS abrasion patches
Rubbe-coated nylon Inner liner
(ripstop1

Aluminized Mylar'
-l
Thermal radiation

c
( 5 layersl protection

Nonwouen Dacron" Thermal spacer Thermal.

Tether attachment cross micrometeoroid
(4 layersl
layer section protection

Bmt.
Aluminized Kapton
filmlEeta
marquisette laminate
(2 layersl
Thermal
radiation
protection J cross section

Teflon-coated Nonflammable and

filament Beta cloth abrasion protection
layer
To I'50 adjustment strap
Teflon cloth Nonflammable
Entrance closure abrasion
patches
UCTA and biomedical
injection access flap
'Alternating layers of insulation and spacer.

@ L D a t a list Figure 19. - Material c r o s s section f o r

wcket ITMG (Apollo 10 to 14 missions).
Figure 18. - Lunar integrated thermal
micrometeoroid garment.

Access flaps constructed of a thermal-resistant c r o s s section of materials are

held closed by a system of snap fasteners and fire-resistant Velcro tape. These
a c c e s s flaps cover the entrance closure and the UCTA connector and biomedical injec-
tion area. Thermal protective covers provide protection to the p r e s s u r e relief valve
and the PGA p r e s s u r e gage while permitting continuous monitoring of the suit pressure.

The ITMG boots cover the PGA boots except for the sole and heel. Each boot
assembly h a s the s a m e c r o s s section as the ITMG. A system of loop tape and lacing
cord secures the ITMG boots to the PGA boots.at the boot top and around the sole and
heel area. A zipper is provided a t the top of each boot f o r attachment to the leg of the
ITMG. A Teflon patch encircling the ankle is added to each ITMG boot assembly to
prevent abrasion caused by the lunar boot.

The PGA connectors, controls, and instrumentation. - The PGA contains various
connectors, controls, and instrumentation necessary (1) t o interface with the spacecraft
ECS, (2) to allow the crewman to make adjustments f o r comfort and safety, (3) to
allow the crewman to monitor system status, and (4) to interface with the PLSS and
OPS (EV PGA only). A l l the oxygen and p r e s s u r e integrity connectors have positive
redundant locking devices that permit safe connection and disconnection by a n unassisted
crewman in a vacuum.

Gas connector: Both PGA configurations are provided with a n inlet and a n outlet
gas connector (fig. 20) for interfacing with the ventilation loops of the ECS, the PLSS,
o r other life-supporting systems. The EV P G A , however, is provided with two s e t s :
two inlet connectors interconnected by a plenum chamber and two outlet connectors

14
 ,,:
: r r Z l - p i n connector
Electrical
Two positions - I V , horizontal harness
EV, vertical
61-oin

Biomedical N L/ 5
Outlet (red)

Figure 20.- Gas connectors.

Figure 22. - The PGA electrical harness

wus L G u i d e slot
water connector

Ring
(a) Front view.

Lanyard assembly

Figure 23. - Neck dam with lanyard,

V P l u g

(b) Rear view.

Figure 21. - Liquid-cooling garment

multiple water connector.

-..- -
interconnected the same way. This configuration is required to provide an uninterrupted
f l n x r r onrl ,. nr\n~tn...t
O'QQ
D-.- .. A*.-:.--.
mn,,mn....-
G s u ~U U
C I W A I U b a I A C
t..--.-t--
G
L-L----.-
~ B Z L W ~ ~ lue-support
~ ~~ L LLI LQ~I I J L ~ U II systems.
- . E -

15
 Multiple water connector: The multiple water connector (fig. 2 1 ) is a dual-
passage ball/lock assembly consisting of a receptacle, an LCG water connector, a PLSS
water connector, and a plug. The receptacle is mounted on the EV PGA and acts a s
the interface between the LCG connector and the PLSS water connector. A protective
internal plug provides PGA p r e s s u r e integrity after the LCG water connector has been
removed from the PGA multiple water receptacle.

The UCTA connector and hose installation: The UCTA connector and hose instal-
lation consists of a ball/lock connection and a sized length of hose. The connector is
flange mounted to the right leg thigh cone and is designed to receive the spacecraft
waste management umbilical. The hose assembly is attached to the inner connector
and extends to a male adapter that mates with the UCTA connector. The installation is
designed to convey waste from the UCTA to the spacecraft waste management system
(WMS).
Electrical harness and bioharness: The PGA electrical harness (fig. 22) has a
central 61-pin connector from which two branches extend. One branch is used to
connect the harness to the communications c a r r i e r , and the second, shorter branch is
connected to the bioharness. The communications branch includes a 21-pin connector,
and the bioinstrumentation branch has a 9-pin connector. Each branch is covered with
a Teflon fabric sheath and a Teflon fabric cover and is attached to each connector by a
metal clamp. The central 61-pin connector is designed to receive the ball/lock engage-
ment mechanism of the communications and bioinstrumentation umbilical of the space-
craft o r the PLSS.

Neck dam: A rubber neck dam (fig. 23) engages the helmet attaching ring to
prevent water from entering the suit during CM water egress. A restraining lanyard
that snaps onto the PGA is provided.
. The PGA controls consist of two-position ventilation-flow diverter valves located
on the inlet gas connectors, a p r e s s u r e relief valve, and a detachable, manually
activated purge valve (figs. 24 and 25) used for EV operation with the OPS. The
characteristics of the pressure relief valve and the purge valve a r e listed i n table 111.
2
'The PGA displays consist of a p r e s s u r e gage (14 to 41 kN/m (2.0 to 6.0 psid)) mounted
on the lower a r m .

The LCG. - The LCG is worn next to the skin under the PGA during LM activities
and EVA'S. The LCG (fig. 26) is made of nylon spandex knitted material and provides
for general comfort, perspiration absorption, and thermal transfer between the crew-
man's body and the cooling fluid in the garment. The garment provides a continuous
flow of temperature-controlled water through a network of polyvinyl chloride (PVC)
tubing stitched to the inside surface of the open-mesh fabric garment. A lightweight
nylon comfort liner separates the body f r o m the tubing network. Front closure is by
a slide fastener.
The LCG coolant water from the PLSS passes through the inlet passage of the
multiple water connector and circulates through the manifold and the tubing network.
The LCG can also be supplied with coolant water from the lunar module. The network
of tubing h a s a parallel flow path providing maximum surface coverage for optimum
cooling. Although the LCG has attached, custom-sized socks, the socks do not

16
 Lock tab 7 r Alinement tab

Inner housing -

Lock tab

(a) Purge mode.

Figure 26. - Liquid-cooling garment and

coolant system.
Outer housing
(b). Unactivated.
Liner and
Figure 24. - Apollo 9 to 12 single-flow insulation a s s e m b l y 7
purge valve.

etaining strap assembly

Pull pin- 1

Figure 27,- Lunar boot.

\
Orifice selector cap-

Figure 25.- Apollo 14 to 17 dual-flow

purge valve.

17
 TABLE 111. - PRESSURE RELIEF VALVE AND PURGE VALVE CHARACTERISTICS

1
I
I Value
Characteristics
I Pressure relief valve Purge valve I
Weight, kg (lb)................... Not applicable 0. 29 (0. 63)

Operational pressure limits, kN/m (psid) . . . .

2 55 (8.0) 55 (8.0)

Leak rate, scc/min

2
.....
At 26 i 1.7 kN/m

At 35 kN/m
2
(3.75 i 0.25 psid)

(5.0 psid) before cracking . . . .

Not applicable

4.0
4.0
Not applicable
I
2
At 32 kN/m (4.6 psid) after reseat ...... 4.0 Not applicable
2
Cracking pressure, kN/m (psid) ......... 35 to 40 (5.0 to 5.75) Not applicable

Flow rate, kg/hr (lb/hr)

2
At 40.3 kN/m (5.85 psia) ........... 5.53 (12.2) Not applicable

At 28 kN/m
2
(4.0 psia) ............. Not applicable 3. 62 (8.0) 1
TABLE IV.- LIQUID-COOLING GARMENT CHARACTERISTICS

..............
Weight (charged), kg (lb) 2.09 (4. 60)
2
Operating pressure, kN/m (psid) . . . . . . . . . 29 to 158 (4.20 to 23.0)
2
Structural pressure, kN/m (psid) . . . . . . . . 217 + 3 (31. 50 + 0.50)
2 * 3 (31.50 + 0.50)
Proof pressure, kN/m (psid) . . . . . . . . . . . 217
2
Wlrst pressure, kN/m (psid) . . . . . . . . . . . 328 (47. 50)
2
P r e s s u r e drop, kN/m (psi), at 1.8 kg/min
(4.0 lb/min) and 294 + 5. 5 K (70" + 10" F) a
inlet ... ................... 22 (3.2)

Leak rate, cm3/hr, at 131 kN/m 2 (19.0 psid)

and 280 K (45" F) ................ 0.058

%eluding both halves of connector,

18
incorporate the cooling tubes. The coolant water is warmed by heat transfer from the
crewman's body. The warm water returns to the PLSS through the outlet channel of
the multiple water connector. The LCG can remove heat a t a maximum r a t e of 586
watts (2000 Btu/hr). Characteristics of the LCG a r e given i n table IV.

Lunar boots. - The lunar boots (fig. 27) provide thermal and abrasive protection
for the PGA boots during lunar surface operations. The lunar boots are donned by
inserting and positioning the PGA boots with the donning s t r a p s (located a t the top
rear of each lunar boot) and engaging the snap strap. A s t r a p that extends a c r o s s the
instep f r o m each heel is also latched to provide a more s e c u r e fastening. The latch- .
ing mechanism of the s t r a p can be activated by a crewmember wearing EV gloves.

Except for the sole, the outer layer of a lunar boot is fabricated from metal
Chromel-R woven fabric; the tongue area, from Teflon-coated Beta cloth. Ribs pro-
ject f r o m the bottom of the silicone rubber sole to increase thermal insulation quali-
ties, to provide lateral rigidity, and to provide traction on the lunar surface.

The inner layers (from the Chromel-R fabric inward) consist of two layers of
aluminized polymide (Kapton) followed by five layers of aluminized perforated Mylar
separated by four layers of nonwoven Dacron followed by an inner liner of Teflon-
coated Beta cloth. Two layers of Nomex felt i n the sole provided additional thermal
insulation f r o m the lunar surface.

The LEVA. - The LEVA (fig. 28) furnishes visual, thermal, and mechanical
protection to the crewman's helmet and head. The LEVA is composed of a plastic
shell, three eyeshades (left, center, and right), and two visors. The outer visor,
o r Sun visor, is made of high-temperature polysulfone plastic. The inner visor, o r
protective v i s o r , is made of ultraviolet-stabilized polycarbonate plastic. The outer
visor f i l t e r s visible light and rejects a significant amount of ultraviolet and infrared
rays. The inner visor f i l t e r s ultraviolet rays, rejects infrared rays, and, in combi-
nation with the Sun visor and pressure helmet, f o r m s an effective thermal b a r r i e r .
The two v i s o r s i n combination with the helmet protect the crewmember from micro-
meteoroid damage and from damage that could result if he fell on the lunar surface.
A hard shell protects the Sun visor during nonuse periods. The eyeshades a r e adjusted
by the crewman to prevent glare from obscuring vision during EVA.

The Sun visor and eyeshades may be individually positioned anywhere between
"full up" and "full down, but the protective visor is used in the "full down" position
f o r EV operations. A crewman can attach o r detach the LEVA from his helmet without
the aid of tools. A latching mechanism allows the lower r i m of the LEVA to be tight-
ened and secured around the neck a r e a of the pressure helmet. The mechanism con-
s i s t s of an overcenter latch that locks on the lower r i m , draws the two sides together,
and holds them secure. The LEVA/PGA interface collar provides thermal and dust
protection f o r the neckring. The LEVA thermal and optical properties a r e listed in
table V.

.
The CWG - The CWG (fig. 29) is a cotton fabric undergarment worn next to the
skin during IV CM operation, The CWG provides general comfort and perspiration
absorption and holds the bioinstrumentation system. In the CM, the CWG is worn under
the PGA.

19
 TABLE v. - THERMAL AND OPTICAL PROPERTIXS
OF THE LEVA

Parameter Ultraviolet. Visible, Near infrared, Far infrared,

to 0 . 38 0. 38 to 0. 76 0. 76 to 3.0 from 3 . 0

~~~~

Reflectance
inside, p . . .. . . .. 0. 1 4 0.01 . 0.15 0.07

Reflectance
outside, p o .. . . .. .14 . 01 .15 .07

Transmittance, T .... .18 .92 .68 . 00

Emittance
inside, E . . ...... __ __ -- .93

Emittance
outside, F __ __ __ .93
0 ' " ' "

Impact 3 rot e ct ive vis0 r

Ref le ct ance
inside, p . . ...... 0. 13 0.07 0. 50 0.90

Reflectance
outside, p .07 .ll .37 .05
0 ' * . .. .
Transmittance, T . ... . 00 . 63 .37 . 00
Emittance
inside, E 1. ....... __ __ __ .10

Emittance
outside, E __ __ -- .95
0 ' " " '

Sun visor

Reflectance
inside, p . ...... . 0.08 0. 04 0. 66 0.94

Ref le ct anc e
outside, p .08 . 28 . 58 .06
0"""
Transmittance, T .... .01 .19 .12 . 00
Emittance
inside, E . ..... . . __ -- .06

Emittance
outside, E -- -- .94
0 ' " ' "

20
 Hinge renter
eyeshade

Latch and catch a s s e m b l y 1

Figure 28. - Lunar extravehicular visor (a) Fecal containment subsystem.

assembly (Apollo 13 to 17).

63

Bioinstrumentation belt attachment

Figure 29. - Constant wear garment. (b) Urine. collection and

transfer assembly.

Figure 30. - Waste management systems.

21
 Waste management provisions are provided by a f l y opening and a buttock port in
the CWG to allow urination and defecation to the CM WMS without removing the garment.
Snaps a r e provided to attach the biobelt, which contains the bioinstrumentation.

The WMS . - Management of body waste when the PGA is donned is accomplished
through the fecal containment subsystem (FCS) and the UCTA.

The FCS: The FCS (fig. 30(a)) consists of elastic underwear with an absorbent
liner around the buttock a r e a . This subsystem is worn under the LCG o r CWG t0 allow
emergency defecation when the P G A is pressurized, The FCS weighs 0.227 kilogram
(0.50 pound) and has a capacity of 1000 cubic centimeters of solids.

The UCTA : The UCTA (fig. 30(b)) provides for collection and intermediate storage
of a crewman's urine during lift-off, EVA, o r emergency modes when the spacecraft
3
WMS cannot be used. The UCTA will accept urine at r a t e s a s high as 30 c m /sec with
a maximum stored volume of 950 cubic centimeters. No manual adjustment o r opera-
tion by the crewman is required while the UCTA is collecting urine. P r e s s u r e relief
valves a r e incorporated in the urine collection bag to prevent exposure of the body to
2
p r e s s u r e differentials of *249 N/m (* 1 inch of water) between the collection bag and
the PGA. The valves open automatically as required to increase p r e s s u r e i n the col-
lection bag. A flapper check valve prevents r e v e r s e flow from the collection bag to
the urinal portion of the UCTA. The stored urine can be transferred through the suit
wall by hose, when feasible, to the CM o r LM during either pressurized o r depressur-
ized cabin operation.

The UCTA is worn over the CWG o r the LCG and is connected by hose to the
urine transfer connector on the PGA. This urine transfer connector is a quick-
disconnect fitting that is used for the transfer of urine from the UCTA to the space-
craft WMS. A UCTA transfer adapter is provided onboard the CM for use by the crew-
men to dump the UCTA's after the PGA's have been doffed.

Evolution of the PGA

The discussion of PGA evolution includes the A5L, A6L, A7L, and A7LB PGA
models.

The A5L PGA model. - The configuration of the PGA selected f o r use in the
Apollo Program resulted from a competitive evaluation of three different prototype
models in 1965. The PGA configuration selected was designated the AX5L PGA and
consisted of a TLSA, IV pressure gloves, and a bubble-shaped helmet. Improvements
and changes identified during the evaluation were incorporated, and the model was re-
designated the A5L PGA. Changes incorporated into the A5L PGA configuration in-
cluded use of a p r e s s u r e sealing closure (similar to that of the G-4C model Gemini
space suit) with reinforcement gussets added at each end, use of Velcro to attach the
inner liner to permit easy removal for cleaning, addition of lace sizing adjustments
a t the elbow and knee joints, and repositioning of the neckring to provide the c o r r e c t
crewman eye-to-heart angle required for launch acceleration. Antichafing o r anti-
abrasion patches also were added on various convolutes and a r e a s of the p r e s s u r e
bladder at high-wear points.

22
 The A5L PGA w a s used for design verification testing, crewmember evaluations,
and spacecraft systems configuration reviews. U s e of the A5L PGA i n these programs
resulted in additional changes and improvements, which were incorporated into the
A6L PGA model.

The A6L PGA model .- The A6L PGA was originally intended to be the crew train-
ing and flight configuration model. Changes and improvements resulting from testing
and crew evaluation of the A5L PGA that were incorporated i n the A6L PGA included
addition of a mobility joint at the ankles to provide for easier donning and doffing of the
boots, lengthening of the p r e s s u r e sealing closure in the front lower torso to increase
e a s e of donning and closing of the closure, replacement of the neckring with a more
reliable and positive locking type that had retractable latches instead of the single-
piston-ring type used in the A5L design, and redesign of electrical connectors and wrist
disconnects to provide easier-to-operate and more positive locking features.

Most of these changes were made to improve crew operation of the PGA; however,
one significant change was made as a result of a cable failure that occurred during
low-pressure chamber testing of the EMU. The cable break in the crotch a r e a occurred
during a step-up/step-down exercise to simulate high metabolic loads. The friction
and loading imposed on the cable, which passed through Teflon guides while restraining
the axial force induced by thigh convolute motion, caused the cable to break. These
Teflon guides cracked and caused excessive wear on the cable, which eventually broke.
The crotch/thigh restraint system was redesigned to incorporate a pulley on the inside
of each leg i n lieu of the Teflon guides, a change that enabled a more erect standing
posture and increased ease in moving this joint area.

Another problem a r e a uncovered during testing and use of the A6L PGA was
ballooning of the boot sole when the PGA was pressurized, causing standing instability
of the crewman and an interference with the spacecraft couch foot restraint. This
problem was solved by reinforcing the boot sole with a lightweight internal aluminum
honeycomb t r u s s core.

New mission requirements also resulted i n changes to the A6L PGA configuration.
These changes included removing the relief valve from the upper leg and redesigning i t
so that it could be pluggeci into a gas connector. This relief valve was required only for
PLSS operation to prevent PGA overpressurization that would result if the PLSS high-
p r e s s u r e oxygen regulator failed. Because both the CM and LM spacecraft ECS's had
overpressure protective devices, a PGA relief valve w a s not desired when the PGA w a s
connected to them. Also, a differential-type pressure gage replaced the previously
used ambient-reference-type gage to permit both sea-level and low-ambient-pressure
readouts. A requirement to permit the crewman to self-administer a medical injection
while wearing the PGA was met by the additon of a self-sealing patch on the right thigh.

During the time when qualification testing of the A6L PGA incorporating the
above changes was underway, the Apollo spacecraft 204 accident at the NASA
John F. Kennedy Space Center occurred. A s a result of this accident, a major
redesign of the PGA incorporated nonflammable materials and protective features
wherever possible.

23
 Thermal micrometeorite protective cover layer: The need for a n outer PGA
cover layer was established early i n the development program. Puncture and abrasion
protection for the basic TLSA p r e s s u r e and restraint layers and thermal and micro-
meteorite protection during EVA'S on the lunar surface o r i n free space were required.
The initial A6L cover layer design consisted of a separate jacket and a pair of t r o u s e r s
made from multilayer thermal insulating materials like those of the Gemini G-4C space
suit. The materials c r o s s section consisted of alternate layers of perforated aluminized
Mylar film, marquisette, and nonwoven Dacron sandwiched between a high-
temperature-resistant outer layer of Nomex fabric and a n inner layer of neoprene-
coated ripstop nylon fabric. The separate jacket and t r o u s e r s were to be donned and
doffed over the basic PGA during flight.

To provide complete flammability protection a t all times i n the mission when the
PGA was worn, the separate jacket and t r o u s e r s design was changed to a n integrated
cover layer design approach, which led to the ITMG. After extensive materials evalua-
tions and testing, the materials c r o s s section was changed to u s e a nonflammable outer
layer of Teflon-coated Beta cloth. The multilayer thermal insulating materials were
changed to seven layers of gridded Kapton film separated by six l a y e r s of Beta m a r -
quisette and a n inner layer of neoprene-coated ripstop nylon. Flaps were added to
cover all exposed areas of the PGA such as the p r e s s u r e sealing closure and the
hardware-to-softgoods interfaces. Nonflammable Velcro fastener material was used
to keep these flaps closed. A patch of Chromel-R woven stainless steel cloth was added
on the back of the cover layer to provide higher abrasion resistance at the PLSS con-
tact surface. This design was found satisfactory and was selected for u s e on the
Apollo 7 mission. The EV gloves and lunar boot materials were also changed to
incorporate nonflammable materials selected f o r the ITMG.

Electrical harnesses : The A6L PGA electrical harnesses initially used the s a m e
construction techniques that were used f o r the Gemini space suit. Individual w i r e s
were molded i n a flat belt of silicone rubber. The wiring between the electrical con-
nectors was covered with nylon cloth.

An exhaustive study and development program was initiated to determine and

subsequently eliminate any possible ignition sources i n the PGA. The harness was
required to operate i n a high-oxygen environment and i n proximity to the cotton CWG
material without posing any hazard of self-ignition o r of igniting the cotton material
under any combination of failure conditions, both in the PGA and i n the Apollo space-
craft. Failures of this type included a short circuit of the current-limiting r e s i s t o r s
i n the spacecraft wiring in conjunction with a fault of the two power w i r e s i n the PGA
electrical harness.

A method was developed f o r constructing the entire harness by braiding twisted

shielded pairs. This procedure produced a h a r n e s s with excellent flexibility in two
axes, as opposed to the one-axis flexibility of the silicone belt, and with a tensile
strength greater than the sum of the tensile strengths of the individual wire conductors.
To further increase the durability, the primary conductors were constructed of
Copperply, a cdpper-plated steel material with approximately 30 percent of the con-
ductivity of copper. The superior strength of this material permitted the u s e of a
smaller wire size, which increased the flexibility and retained the required tensile
strength. At the s a m e time, the higher electrical resistance of this wire, because of
the small size and higher resistivity, caused fusion at far lower c u r r e n t s during

24
electrical overload, permitting the use of a minimum-weight cover material.
Teflon-coated Beta cloth was initially used as the protective cover but was subsequently
replaced by T- 162 Teflon cloth when the Teflon-coated Beta cloth proved susceptible
to wear and frequent patching o r replacement.

Other changes made to the PGA included replacement of the polyurethane boot sole
material with a l e s s flammable silicone material and finally with a nonflammable molded
Fluorel rubber, replacement of polycarbonate plastic actuation tabs on connectors and
disconnects with aluminum tabs, addition of redundant locking features to all p r e s s u r e
integrity connectors and to the p r e s s u r e sealing closure, covering of the polyurethane
foam vent pad i n the helmet with metal foil and a hydroformed aluminum cover, and
addition of a Fluorel rubber coating to the I V pressure glove bladder.

While the redesign to incorporate nonflammable materials was being accom-

plished, the crewmen selected to fly the f i r s t orbital mission, Apollo 7, were provided
with modified A6L training PGA's. During training in the C M simulator, the Apollo 7
crewmen experienced difficulty i n operating controls required to safely reenter the
Earth atmosphere in a contingency mode with the spacecraft decompressed. This
problem was caused by the excessive upper arm and shoulder widths of the PGA's
resulting i n interference when all three crewmen were lying side by side in the couches.
To alleviate this problem, the a r m s of the PGA's were changed to replace the a r m
rotational bearings with a newly designed elbow convolute having a nylon net restraint.
Arm mobility was reduced as a result of this change, but because the initial Apollo
missions did not require EVA or a high degree of pressurized PGA mobility, a r m
mobility was found acceptable.

During this period, problems with materials and molding techniques were encoun-
tered in the manufacture of the bubble-shaped helmet. Special molding techniques
using temperature and p r e s s u r e were developed to ensure an even thickness throughout
the shell of the helmet and to provide good optical characteristics. Only the highest
grade polycarbonate raw materials available were used; however, a high rejection
r a t e resulted because of dirt inclusion. Also, the attachment of the polycarbonate shell
to the helmet-half neckring by adhesive bonding was made stronger and more impact
resitant by the addition of machined, bayonet-type mating grooves that provided a
mechanical interface. To allow drinking water and food probes to be inserted into the
helmet without losing pressurization, an aluminum feedport was added on the left side.
A purge valve that also plugged into this feedport was evaluated but was found to be too
difficult to operate because of visibility and arm reach limitations. For this reason,
and to alleviate the need for a complex interface with the EVVA, the purge valve was
redesigned to plug into an outlet gas connector, which w a s satisfactory.

Long sleeves were incorporated i n the LCG to increase metabolic heat removal
capacity and to provide lower a r m cooling. A zipper was added i n the crotch a r e a to
provide an opening for body waste management. Also, noncollapsible silicone rubber
r i s e r tubes were provided between the LCG manifold and the LCG multiple water
connector, and aluminum fittings were incorporated at the LCG manifold and r i s e r
tube junctions. These changes were effected to prevent collapsing of the r i s e r tubes,
which would result i n blockage and loss of cooling. Because of the extensive nature of
these redesigns, the resultant PGA model was designated the A7L P G A .

25
 .
The A7L PGA model - The A7L PGA represented the final design model for the
Apollo 7 to 14 missions. Changes and improvements resulting from qualification
testing and crew evaluation during the initial orbital flights were incorporated into the
Apollo 11 configuration previously described in this report. Significant improvements
o r changes to the A7L PGA made between the Apollo 7 and 14 missions a r e described
in the following sections.

The IV PGA for the CMP: To save weight and reduce the bulkiness of the PGA
worn by the CMP, who was not required to perform EVA, an IV version of the
A7L EV PGA w a s developed. This IV PGA consisted basically of an EV PGA with
features removed that were not required. The ITMG w a s replaced by a lighter weight
cover layer; one set of gas connectors, the LCG water connector, and the PLSS inter-
facing attachment features were omitted f r o m the IV design. Because the Apollo 8 mis-
sion did not require EVA capability, all three crewmen were provided an IV PGA.
The CMP for the Apollo 9 to 14 missions w a s provided with the IV PGA.

The EVVA: The EVVA used on the Apollo 9 mission was designed to attenuate
light and heat energy, to protect the p r e s s u r e helmet from accidental impact, and to
provide a nearly unobstructed and undistorted field of vision. Light seals, located along
the lower r i m of the protective visor and the upper r i m of the Sun visor, were used to
prevent any leakage of light o r ultraviolet r a y s between the two visor assemblies and
the shell assembly. A collar constructed from ITMG materials was attached around
the base of the EVVA to provide thermal and micrometeoroid protection for the EVVA/
PGA interface area. Thermal insulation for the helmet was contained under the EVVA
shell. The visor assemblies, the pivot mechanisms, the collar assembly, and the
latching mechanism were attached to a polycarbonate shell assembly.

The protective visor, a transparent, ultraviolet-stabilized polycarbonate shield,

provided impact protection to the P G A helmet and thermal insulation during dark/cold
environmental operations. The Sun visor provided ultraviolet absorption and was
coated to provide light attenuation and to minimize heat leak into the helmet. Both
visors were made of polycarbonate plastic and were molded by techniques used f o r the
p r e s s u r e helmet shell. Each visor could be positioned up or down as required by the
crewman. The pivot mechanisms, located on each side of the EVVA shell, were support
and pivot devices for the protective visor and the Sun visor. An attachment and lock
mechanism allowed the lower r i m of the EVVA to be tightened around the bottom of the
p r e s s u r e helmet for positive retention.

The LEVA: The LEVA used for the Apollo 11 to 17 missions incorporated
improvements required as a result of thermal qualification testing and of an increase i n
the anticipated lunar surface temperature environment. These changes included the
following improvements.

1. Increased protection from ultraviolet radiation and greater thermal stability

was accomplished by replacing the polycarbonate Sun visor with a polysulphone Sun
visor that had a higher temperature limit and greater ultraviolet absorption.

2. Increased protection w a s provided for thermal-optical coatings on the visors.

The EVVA Sun-visor coating, required to reduce the environmental temperatures of
the plastic to acceptable values, was vacuum deposited on the visor outer surface and

26
basically unprotected. Accidental coating removal during handling and use, regard-
less of the c a r e taken, resulted in the need to coat the inner surface of the LEVA Sun
visor instead of the outer surface.

3. Increased protection for the visors was provided by enlarging the shell to
allow the visors to ride inside rather than outside as on the EVVA.

4. The addition of sunshades (on each side) improved visibility f o r normal

operations on the lunar surface. These sunshades were constructed of fiberglass
and coated on the outer surfaces with white paint and on the inner surfaces with
black enamel. The sunshades were attached to the visor pivot mechanism and could be
lowered independently of the Sun visor and of each other to prevent light penetration of
the side-viewing a r e a s , thereby reducing low-angle solar glare.

The LEVA worn on the Apollo 11 mission was improved f o r the Apollo 12 mission
and incorporated the following changes.

1. Improved clearances throughout the assembly (visor/visor , visor/shell,

visor /helmet)

2. Improved Sun-visor optics using a high-grade polysulphone material

3. Improved remote control unit (RCU) visibility by optimizing the tab locations,
tab shelf distances, light seals, and thermal collar to enhance this critical interface

4. Improved pivot mechanisms that allowed more precise torque adjustment for
visor actuating force

5, Improved sunshade design for ease of operation of the blinders with the Sun
visor i n the raised position, which w a s needed for looking into shadows at right angles
to the Sun

The LEVA w a s modified for the Apollo 14 to 17 missions to incorporate a center

eyeshade, recommended by the Apollo 12 crew. This center eyeshade consisted of an
integral hinged-door mechanism positioned by the action of a ratchet device. The
eyeshade reduced glare when walking toward the Sun during low-Sun-angle conditions.
This configuration was satisfactorily used on all subsequent Apollo missions.

Arm mobility: After the a r m bearings were omitted from the A7L PGA's before
the Apollo 7 mission, development w a s implemented to provide the increased a r m and
shoulder mobility that was necessary for lunar surface work tasks. This development
resulted i n the design of a low-profile a r m bearing that minimized CM couch interface
problems. This design was evaluated by the Apollo 11 EVA crewmen and found to be a
considerable improvement over the existent flight configuration. The low-profile a r m
bearings were incorporated into the A7L EV P G A and successfully used on the Apollo 11
and subsequent missions.

Materials durability : The gridded Kapton film used i n the multilayer thermal
insulation of the ITMG had very low t e a r strength. Also, during manufacturing, the
Beta marquisette spacer material caused numerous problems i n handling: cutting;
shaping, and edgelocking. To solve these problems, the materials c r o s s section was

27
modified for the A7L EV PGA's used on the Apollo 10 to 14 missions to incorporate two
layers of Kapton film laminated to Beta marquisette and five l a y e r s of perforated Mylar
film interspersed with four Dacron spacer layers. The laminated Kapton and Beta
marquisette eliminated the handling problems, and the Mylar film, a stronger material
than the Kapton, increased durability. The two l a y e r s of the Kapton film were retained
f o r flame impingement protection. To improve abrasion resistance, external scuff
patches of Teflon fabric were attached to the knee, waist, elbow, and shoulder areas.
Mobility relief was designed into the knee, elbow, shoulder, and waist areas to reduce
restrictions.

The redesigned ITMG satisfactorily accomplished the design objectives and was
successfully used during the Apollo 11, 12, and 14 lunar surface EVA's.

Dual-flow purge valve: Before the Apollo 14 mission, the purge valve, used i n
conjunction with the OPS to provide f o r an open-loop-type EMU pressurization and
ventilation, was redesigned to provide two positions for flow. A lower flow mode with
a 1.8-kg/hr ( 4 lb/hr) rate was added to increase the operating time of the OPS when
used i n conjunction with the BSLSS, described later in this report.

The A7LB PGA model. - Additional requirements for the Apollo 15 to 17 missions
resulted in redesign of both the A7L EV PGA and IV PGA configurations. These
additional requirements included an increase in the number of lunar surface EVA
periods to three and a n increase in the time of each EVA to 8 hours. The LRV became
available f o r these missions, which added the requirement for waist mobility to enable
crewmen to get on, drive, and get off the vehicle. Also, the CMP was required to
perform an EVA during the return to Earth to retrieve film packages f r o m a c a m e r a
located i n the service module of the Apollo spacecraft. Significant changes incorporated
into the A'ILB PGA's and the problems encountered a r e described in the following
paragraphs.

The A7LB PGA for the CMP: The configuration of the A7LB CMP P G A , selected
to provide a 1-hour EVA capability, was essentially the s a m e as the A7L EV PGA with
improvements resulting f r o m previous mission experiences; it was designed to main-
tain as much commonality as possible with the A7LB EV PGA's used by the CDR and the
LMP. Major changes included incorporation of more durable and abrasion-resistant
TLSA a r m s and legs, which were standardized for both PGA configurations; redesign
of the pressure relief valve with a flow capability of 5. 53 kilograms ( 1 2 . 2 pounds)
of oxygen per hour, which was the maximum flow of the CM ECS life-support umbilical;
replacement of the Teflon-coated Beta cloth outer layer of the ITMG with a more
abrasion-resistant woven Teflon fabric; and the addition of a PCV that plugged into a
gas connector to maintain p r e s s u r e in conjunction with the CM ECS umbilical.

The CMP was provided. EV gloves and used one OP the other crewmen's LEVA'S
that had been brought back f r o m the lunar surface. The Apollo 15 to 17 CMP's success-
fully completed EVA's and returned the film packages with no major problems.

The A7LB PGA for the CDR and the LMP: The A7LB EV P G A worn by the CDR
and the LMP for lunar surface exploration incorporated redesigns to permit waist
mobility not available in the A7L EV PGA. The A7LB EV PGA also had a reinforced
and more durable p r e s s u r e bladder.

28
 The waist convolute joint provided increased waist mobility in forward, backward,
and side-to-side directions. Incorporation of the waist convolute into the A7LB PGA
precluded the use of the A7L-type r e a r vertical entry closure, and hardware location
and donning problems precluded the use of a horizontal closure. Therefore, a new entry
closure was provided that extended from the upper right front side near the torso/neck
interface to under the right a r m , passed diagonally a c r o s s the back, and ended at the
lower left front side. Gas sealing was accomplished by a Talon omnienvironmental-
b a r r i e r (OEB)type pressure- seal closure located inside a load-carrying restraint
zipper .
The A7LB EV PGA also incorporated a neck convolute to provide both forward
and backward neck mobility. . This feature not only allowed variations i n head position
but also improved crewman visibility for LRV driving. A neck convolute restraint
cable system provided convolute adjustment capability to accommodate variations i n
crewman head and neck height. To increase the durability and abrasion resistance of
the p r e s s u r e bladder, a nylon-cloth scuff layer w a s bonded to the entire inner surface
of the nylon-coated neoprene bladder, the joint convolutes, and the boot bladder.

Other changes incorporated i n the A7LB EV PGA's were the addition of hinged
pulleys at the ends of the shoulder joint cable guides, which reduced torque; an increase
i n the diameter of the glove wrist disconnects to provide for easier donning and greater
wrist comfort; an improved glove bladder assembly to provide increased thumb dex-
terity, comfort, and hand-clenching capability; and a redesigned p r e s s u r e relief valve
incorpocating a manual override cap with an increased flow capability of 5.53 kg/hr
.
( 1 2 . 2 lb/hr)

Com m unicatio ns Carrier Asse mb Iy

The personal communications equip- r Earphone
ment f o r the suited mode of operations was
designed into the helmet f o r Mercury, Gem-
ini, and early prototype Apollo space suits.
With the advent of the AX5L bubble helmet, -

it became necessary to remove the commu-

nications equipment (microphones, ear-
phones, and related electrical harness)
f r o m the helmet and to affix the equipment
directly on the crewman's head. This de-
vice, originally intended to provide for
communications when the helmet was not
worn, w a s known as the communications
drivers molded in
c a r r i e r (fig. 31).

on common tab

Figure 31. - Communications c a r r i e r .

29
 The initial design of the communications c a r r i e r incorporated microphones and
earphones contained i n plastic earcups. The earcups were covered with nylon fabric
and suspended from a strap arrangement that held them on the head.

Through tests and training exercises, i t became apparent that the following basic
problems required correction.

1. The s t r a p arrangement did not hold the communications c a r r i e r adequately i n

position on the head.

2. The suppressor circuit produced unacceptable intelligibility.

3. The 30-decibel isolation provided by the polycarbonate earcups w a s not

sufficient. Testing showed that a level of approximately 50 to 60 decibels was ’

necessary.

4. The brittle plastic (diallyl phthalate) of the electrical connector was easily
damaged.

Because of these problems, a complete redesign w a s implemented. The effort

included the following major changes :

1. The strap-suspension system was changed to a skullcap, and the ear s e a l s

were changed f r o m plastic to deerskin-leather-covered foam inserts.

2. , The noise-suppressor configuration was eliminated.

3. The microphone and earphone modules were molded into silicone rubber
earcups.

4. The electrical connector was changed to an identical type made of

polycarbonate.

The only other change made was i n the procurement of new microphones and
earphones. The microphone power leads were shielded. Communications c a r r i e r s
with this shielding were required for PLSS operation because of the proximity to the
PLSS antkixia. Further attempts to improve the radiofrequency interference suscep-
tibility by double shielding the microphone wires were unsuccessful. The configuration
resulting from this redesign proved acceptable for all the Apollo missions.

Bioi nstru mentation System

The development of bioinstrumentation and related hardware w a s primarily
program or mission oriented and was directed toward fulfilling one o r more of the
following objectives: operational in-flight safety monitoring, in-flight medical experi-
ments, or safety monitoring during ground-based operations.

30
 The bioinstrumentation system (fig. 32) consists of one electrocardiograph (ECG)
signal conditioner, one impedance pneumograph (ZPN) signal conditioner, one direct
current (dc)/dc converter, one sternal electrode harness, and one axillary electrode
harness.

The ECG signal conditioner with associated electrodes is designed to provide in-
flight measurements of crewmembers' ECG activity and to develop a signal wave
ranging between 0 and 5 volts peak-to-peak, which is representative of crewman ECG
activity. The unit is provided with a device that permits preflight gain adjustments.

The Z P N signal conditioner and associated electrodes are designed for measure-
ment of a change i n the transthoracic impedance to a low-level current at a frequency
of approximately 50 kilohertz. Measurement is obtained from a pair of appropriately
placed electrodes that present a changing impedance to a signal conditioner, which in
turn develops signals (0 to 5 volts peak to peak) corresponding to the respiration r a t e

-
over a wide dynamic range of respiratory activity of the crewman o r test subject. This

Teflon-coated Beta cloth-

Teflon-jacketed wires in braided belt

Electrodes
(applied to crewman's chest) Cmmunications
carrier connector

ECG signal conditioner

dc-to-dc

-1 - ZPN signal conditioner

Figure 32. - Bioinstrumentation system.

31
unit is provided with controls that permit preflight adjustments of circuit gain to accom-
modate the characteristics of the individual.

The dc/dc power converter is a component of the bioinstrumentation system that

delivers the regulated positive 10-volt and negative 10-volt power to each signal con-
ditioner. The converter is powered from the unipolar nominal 16.8 volts available for
suit electronic equipment. The converter converts 16.8 volts to the isolated and
balanced bipolar supply required by the bioinstrumentation system. The design charac-
teristics incorporate features for reverse-polarity protection, for load-current limiting,
and f o r electrical isolation of the input and output ground systems. The ECG and ZPN
signal conditioners and the dc/dc converter are worn in a pocket attached to the CWG
or LCG.

The axillary electrode harness, a small cable used i n conjunction with the ZPN
signal conditioner, provides the interface between the crewman and the Z P N signal
conditioner. The sternal electrode harness, a small cable used i n conjunction with the
ECG signal conditioner, provides the electrical interface with the crewman and provides
a system ground electrode, which is a high-impedance ground used primarily to remove
the static charge on the test subject.

The system to be used inside the PGA was the result of various trade-off consid-
erations. Although comfort problems exist if the system is placed inside the suit, these
problems are more than offset by the improved signal-to-noise ratio obtained and the
electrical isolation provided by the signal conditioners that afford maximum protection
against accidental shock. Another reason f o r having the system located i n the space suit
is that the gain settings f o r each crewman are different, and having one centrally
located set of instrumentation would cause additional switching problems in the low-
level signal lines.

The system, as designed, has provided satisfactory and useful data for the space
program but has not been completely free of either mechanical o r electrical problems.
The following paragraphs briefly summarize the problems that were encountered and
their solutions.

The first problem encountered was one of determining whether o r not a fire hazard
existed inside the PGA. Considerable testing revealed that a spark produced by short
circuiting the output leads of the dc/dc converter would ignite cotton in an environment of
131 kN/mz (19 psia) oxygen. This ignition source was traced to energy storage in the
output capacitors in the dc/dc power converter and to the capability of the converter to
produce a high-current, short-duration pulse i n a short-circuit condition, even though
the output current is limited to 50 milliamperes i n a steady-state condition. This high-
current pulse and the associated ignition hazard were eliminated by the installation of
current-limiting r e s i s t o r s in the positive 10-volt and negative 10-volt output leads of
the dc/dc converter.

The next major problem occurred du.ring the f i r s t manned Apollo flight (Apollo 7)
when the single-pin disconnects i n both electrode h a r n e s s e s separated inside the PGA.
Data were lost until the suit was removed and the connection remade. Lead breakage
occurred at the connectors of the electrode harnesses, which added to the overall

32
 problem experienced on this flight. Also during the Apollo 7 mission, one of the
crewmen reported that he had a hot signal conditioner. On receiving this information,
the Mission Control Center (MCC) instructed the crewman to remove and stow the
biomedical hardware.

The solutions to these problems did not come quickly. First, the electrode
harness w a s redesigned to eliminate the pin disconnect that came loose during flight.
Later electrodes were wired as a permanent part of the harnesses, which were also
custom fitted to the crewman. A s e r i e s of meetings was held to review test results
on various materials and their application in the solution of the fatigue problem. A s
a result, the wire insulation was changed f r o m Teflon to PVC, and the strain relief
boot, from epoxy to silicone rubber. Subsequent qualification tests showed this
combination to be considerably better than the original concept.

An investigation of the hot-signal-conditioner problem revealed that the dc/dc

converter ran warm to the touch under normal operation and could be uncomfortably
hot if a short circuit of the s e r i e s voltage-dropping r e s i s t o r i n the spacecraft occurred
with resultant application of 30 volts to the dc/dc converter. The converter w a s not
redesigned, but crews were briefed before flight on what to expect under normal and
abnormal conditions. In addition, a temperature-recording label was affixed to each
signal conditioner.

A s a result of a continuing test effort, a sneak groundpath was discovered in the

electrode leads into the ECG signal conditioner. This problem was solved by increas-
ing the lead impedance with the addition of series current-limiting r e s i s t o r s to the
sternal electrode harness. A ground electrode was also added to reduce noise and
, artifact on the ECG data. Again, a series resistor was used to provide current
I limiting.
The ECG and Z P N electrodes a r e silver/silver-chloride-anodized disks in an
acrylic housing. The wiring is a highly flexible PVC-insulated cable with a silicone
rubber bend relief at the connector.

The electrodes a r e filled with electrolyte (paste) and attached to the crewman
with double-back adhesive tape. The electrode is then covered with a porous surgical
tape that permits normal skin respiration. The electrochemical activity that occurs
at the electrode surface is degraded if the anodization is damaged. This degradation
occurs after many usage cycles. The problem could be eliminated by replacing the
anodized disk with a pressed pellet of powdered silver and silver chloride. This change,
which provided a homogeneous electrode that would not be affected by surface damage,
was used in subsequent programs.

The attachment technique is limited by safety and comfort. The problem is to

maintain contact while minimizing discomfort and skin damage. Because an electrode
can be dislodged under a severe strain such as suit doffing and donning, a kit is pro-
vided f o r replacement of electrodes, if necessary, during unsuited periods.

33
 DESCRI PTlON OF THE PLSS AND THE OPS

To provide a suitable protective environment while outside the LM during both

lunar surface and free-space excursions, the crewman c a r r i e s on his back a compact
assembly of various environmental control devices, which, when joined together,
f o r m the PLSS (fig. 33). The PLSS supplies breathing oxygen; controls suit pressure;
reprocesses the recirculated oxygen by removing C02, odors, moisture, and some
t r a c e contaminant gases; controls temperature; provides warnings of certain system
malfunctions; and provides voice communications and data telemetry.

The OPS, an emergency oxygen supply, is manually actuated when needed to

supply breathing oxygen, .to control suit pressure, to remove contaminants, o r to cool

'Maximum dimensions

(a) Component assembly.

Figure 33. - Portable life-support system.

34
the crewman if these functions in the PLSS a r e impaired. A high oxygen flow is intro-
duced directly into the oral-nasal area by s u i t ducting and is dumped overboard through
a suit- mounted purge valve.
Multiple EVA'S were planned for each mission; therefore, provisions were
made for recharging o r replacing the PLSS expendables (oxygen, water, contaminant-
removal cartridges, and power supplies) from the LM. There was no requirement
t o recharge the OPS. The OPS was never used in an actual emergency during the
Apollo Program.

Apollo 11 PLSS Configuration

The Apollo 11 PLSS (part number SV706100-6) consists of equipment necessary
to support a crewman during EVA. The PLSS supplies oxygen to the PGA at a p r e s s u r e

-
ELECTRICALCONTROLSAND
I WRING
I 1 I ASSEMBLY

I
P rimry
fl oxygen

' I
0 Electrical cable
I ! I
- connectu
Electrical cable
t Spacecraft Interface

(b) Schematic diagram.

Figure 33. - Concluded.

35
 2
of 26.4 1 kN/m (3.85 + 0.15 psid) and cooling water to the LCG a t a minimum flow
rate of 1 . 7 2 kg/min ( 3 . 8 lb/min). The PLSS is composed of the oxygen ventilating
circuit, the primary oxygen subsystem, the liquid transport loop, the feedwater loop,
and the electrical subsystem.

The oxygen ventilating circuit (fig. 34) provides temperature, humidity, and con-
taminant control of the recirculating breathing oxygen. Oxygen from the circuit enters
3
the suit ventilation distribution system at a minimum flow of 0.156 m /min (5. 5 acfm)
and absorbs heat, moisture, and metabolic byproduct contaminants as it p a s s e s through
the suit adjacent to the crewman's body. The warm, moist, contaminated gas is then
returned to the PLSS where it is transported to the contaminant control package, which
consists of an activated charco.al bed that absorbs trace contaminant gases and an LiOH
bed that reacts with C 0 2 to f o r m lithium carbonate. Byproducts of this chemical re-
action, heat and moisture, a r e added to the heat and moisture already carried by the
recirculating gas stream. The gas s t r e a m then enters the heat exchanger (sublimator)
where the heat is given up, and the excess moisture in the s t r e a m is condensed. When
it leaves the heat exchanger, the entrained f r e e water is removed from the gas s t r e a m
by a n elbow wick-type water separator and transferred to the back side of the feedwater
reservoir bladder. The temperature of the gas leaving the sublimator is telemetered

c-

&hWyn
From primary oxygen
supply system
Ventilation flow sensor
E," / n

,
Contaminani
assembly
5 ubl imator
I Temperature

Figure 34. - Oxygen ventilating circuit schematic.

36
by the sublimator outlet gas temperature transducer. The s t r e a m then goes to a centri-
fugal fan driven by an electric motor and supplies the energy f o r overcoming the pres-
s u r e drop in the EMU system. A ventilation flow sensor provides an input signal to the
a l a r m module and to the RCU warning indicators when ventilation flow drops to between
3
0.113 and 0.150 m /min (4.0 and 5.3 acfm). After passing through a backflow check
valve, the cooled, dried, decontaminated gas is then returned to the suit f o r reuse.

The gaseous oxygen in the PLSS primary oxygen subsystem (fig. 35) regulates the
2
oxygen p r e s s u r e in the PLSS oxygen ventilating circuit to 26. 5 f 1 kN/m (3.85 * 0.15
psid). Fully ground charged, the primary oxygen bottle contains 0.472 kilogram (1.04
2
pounds) of usable oxygen at 7033 f 69 kN/m (1020 10 psia) and 294 K (70" F). This
amount supplies adequate makeup oxygen to satisfy a metabolic load of 352 watts

Ambient
pressure

Flow rate sensor

PGA pressure
, Lowressure transducer
\
\
oxygen From warn'ing switch
connector fan

~~~~~' H Switch E ,Green

Red
Yellow
Increasing
pressure pressure

37
(1200 Btu/hr) and a specified EMU leakage for 4 hours. High-pressure, corrosion-
resistant steel tubes and fittings connect the primary oxygen bottle to the oxygen regu-
lator assembly, The oxygen supply shutoff valve is actuated by an operating linkage
at the lower right front corner of the donned PLSS. The oxygen shutoff valve is closed
when the PLSS is not in use o r when the primary oxygen subsystem is being charged.

The flow of oxygen through the regulator assembly is limited to a maximum of

1.63 kg/hr (3. 6 lb/hr) with a full charge to protect the PGA against overpressurization
in the event of a failed-open regulator. A self-sealing, quick-disconnect f i l l connector
is used for recharging the primary oxygen subsystem. An oxygen flow sensor activates
an audible tone when the PLSS primary oxygen usage exceeds 0.295 kg/hr (0.65 ib/hr)
and is deactivated when oxygen makeup flow decreases to 0.23 kg/hr ( 0 . 5 lb/hr) o r less.
A primary oxygen p r e s s u r e transducer provides electrical signals to the oxygen quantity
display and to the telemetry system of the PLSS. Two additional p r e s s u r e transducers
in the primary oxygen subsystem monitor the PGA pressure. One transducer is used
f o r telemetry monitoring, and the other activates an audible warning tone when the PGA
2
pressure drops below 21 kN/m (3. 10 psid).

The liquid transport loop (fig. 36) is the primary means of thermal control of the
crewman. Water from the LCG enters the loop through the multiple water connector
and passes into a gas separator, where a 400-mesh semipermeable s c r e e n t r a p s any
f r e e gas in the water to avoid cavitation in the pump. Excess separated gas can be

TO To

h
w T
\A
sublimator sublimator

limiting

t
Flow I

To water connector
To A Steam to vacuum
shutoff valve Transport water circuit I Water
Feedwater circuit PU?P

L Water

Figure 36. - Liquid transport loop schematic.

38
bled through a manually operated gas bleed port. From the gas separator, the water
flows to the pump motor assembly, which creates a minimum pressure rise of
2
18. 5 kN/m (2. 68 psi). The pump forces water through the transport water loop at a
minimum flow rate of 1.72 kg/min ( 3 . 8 lb/min). In the sublimator, heat is transferred
by the heat exchanger fins from the liquid transport loop to the feedwater loop. After
passing through the sublimator, the cooled water circulates around the fan motor to
cool the motor electronics. A check valve located between the feedwater loop and the
liquid transport loop maintains a constant operating pressure on the pump. The coolant
flow rate through the sublimator is regulated by the PLSS water diverter valve, which,
in the minimum position, diverts the flow, allowing most of the water to bypass the
sublimator before returning to the LCG. In the maximum valve position, all transport
water flows through the sublimator; the intermediate position is a midpoint between the
two extremes. The temperature difference between the water entering and leaving the
water transport loop is sensed by a differential temperature transducer, and the out-
put signal is telemetered. The actual temperature of the water leaving the PLSS is
sensed by the LCG inlet temperature sensor and is carried on telemetry. The cooled
water is finally returned to the LCG through the multiple water connector.

The PLSS feedwater loop (fig. 37) is rechargeable, supplies expendable water to
the porous plate sublimator, and stores condensation removed by the water separator
in a reservoir. The reservoir is a bladder-type rechargeable tank that provides a
minimum of 3.81 kilograms (8.4 pounds) of expendable feedwater for sublimation.
Water from the water separator is stored between the reservoir housing and bladder.
The bladder contains a vent line for removal of entrapped gas to ensure a full charge.
A manually operated water shutoff and relief valve allows feedwater to flow to the sub-
limator and, when closed, acts as pressure- relief protection against feedwater reser-
voir overpressurization. The combination of stored drain water pressure and oxygen
ventilation loop pressure through the water shutoff valve pressurizes the feedwater
2
bladder to 23 kN/m ( 3 . 3 psid) minimum. A water f i l l connector and a water drain
connector allow access to both sides of the reservoir bladder to facilitate recharge
and drain. Because the reservoir contains a bladder, f i l l and drain operations a r e
2
performed simultaneously. Recharge time from a 276kN/m (40 psid) source is less
than 5 minutes. A pressure transducer provides system telemetry monitoring to
identify sublimator breakthrough and low feedwater reservoir level.

The electrical power subsystem provides dc power through the appropriate con-
nectors to the fan and motor assembly, the pump motor assembly, the communications
system, and the instrumentation. The power is supplied by a 16.8 rt 0.8 - V dc, 11-cell,
silver zinc alkaline battery with a minimum capability of 59. 8 kilocoulombs (21.4 A-h).

The extravehicular communications system (EVCS) provides voice communica-

tions and telemetry transmission of performance parameters. In detail, the capabili-
ties include duplex voice communications and emergency communications between the
spacecraft and the EV crewman, voice communications between the crewmembers,
duplex v o u e communications between Earth and one or both crewmen, pulse amplitude
modulation sampling of 30 channels at 1. 5 samples/sec, simultaneous telemetry from
two crewmembers, and audible alarm signaling in response t o emergency conditions.
The EVCS rnnsists of two R V communicators that a r e integrated with the PLSS. The

39
 Water drain
connector

ou Feedwater
Feedwater pressure reservoir
assembly Sight glass
Fedwa
Water fill
connector
Feedwater reserwir
Vent connector
Water drain connector
serwir bent connec
ater fill connector

relief valve
te r

orifice (Typical)

To shutoff To water
valye
Feedwater Transport
circuit water circuit

Figure 37. - Schematic of the PLSS feedwater loop.

Figure 38. - Extravehicular communications system for EVC 1.

40
first EV communicator (EVC 1) (fig. 38) consists of two amplitude-modulated (AM)
transmitters, two AM receivers, one frequency- modulated (FM) receiver, signal-
conditioning circuits, a telemetry system, a warning system, and other components
required f o r operation. The EVC 2 (fig. 39) is similar to the EVC 1 except that the
EVC 2 has an FM transmitter instead of an FM receiver. The composite signal of
voice and four s u b c a r r i e r s is relayed from the LM to the Earth by S-band, and the
S-band communications signals from Earth are relayed to both crewmen through the LM.

The RCU (fig. 40), mounted on the chest of the PGA, houses electrical controls
for the PLSS, the primary oxygen quantity indicator, and visual warning devices; the
RCU also s e r v e s as an anchor point f o r a camera bracket and f o r the OPS actuator
mechanism. The controls are the fan on/off switch, the pump on/off switch, the
push-to-talk switch (which can override the voice-operated switch normally used i n the
communications system), the communications system volume control, and the commu-
nications system mode selector switch. An audible warning signal is given to the crew-
man if certain parameters fall outside desired limits, and visual identification of the
problem and the required corrective action are given by small ''flags" o r indicators on
the RCU. The parameters covered are low feedwater pressure, low ventilation flow,
low PGA p r e s s u r e , and high oxygen flow. The required corrective actions are mission
abort and use of the OPS f o r purge flow o r makeup flow.

Both the PLSS and the RCU are enclosed in hard covers f o r structural protection

..
From
mode
control
From I regulators

control I t
To
transducers

Figure 39. - Extravehicular communications system for EVC 2.

41
 Pump
swltch

14 9cm
r ( 5 . i L 7 I n . l I

Figure 40.- Remote control unit.

' Checkout switch.
*Indicates component deleted on -3 OPS

Figure 41. - Oxygen purge system

components.

Apollo 11OPS Configuration

The OPS configuration (part number SV730101-2) used f o r the Apollo 11 mission
(figs. 41 and 42) provided the EMU with an oxygen supply and p r e s s u r e control f o r cer-
tain failure modes of the PLSS o r PGA during the EVA. In the normal EVA configura-
tion, the OPS is mounted on top of the PLSS and is used only during emergency opera-
tions. In the contingency EV configuration, the OPS is attached to the PGA front lower
torso and functions independently of the PLSS. The OPS is self- contained, independently
powered, and nonrechargeable. The OPS provides a minimum of 30 minutes of regu-
2
lated (25.5 ~f:2 kN/m ( 3 . 7 + 0.3 psid)) purge flow at a nominal flow of 3 . 6 3 kg/hr
3 3
(8 lb/hr) ( 0 . 1 7 6 m /min ( 6 . 2 ft /min)) to prevent excessive C 0 2 buildup and to provide
limited cooling.

The high-pressure oxygen supply consists of two interconnected, spherical, high-

pressure oxygen bottles (each with approximately 0 . 9 1 kilogram ( 2 pounds) of usable
oxygen at 40 540 f 3450 kN/m 2 (5880 f 500 psig)), an automatic temperature control
module, a p r e s s u r e regulator, a battery, a n oxygen connector, and the necessary
checkout instrumentation. The OPS provides the hard mount f o r the PLSS very-high-
frequency antenna.

42
 unit

(a) Purge mode.

Figure 42. - Oxygen purge system.

The OPS oxygen pressure regulator is a single-stage, variable-orifice regulator

2
that keeps the PGA inlet oxygen p r e s s u r e a t 25.5 4 2 kN/m ( 3 . 7 * 0.3 psid). The
regulator has an in-line electric heater and automatic temperature control module to
maintain the normal PGA inlet oxygen temperature between 272 and 300 K (30" and
80" F). P b w e r is supplied by a 27-volt battery. Both the regulator and the heater
have preoperational checkout systems. The OPS p r e s s u r e gage, used for both ground
fill and preoperational checkout, monitors the source p r e s s u r e of the interconnected
OPS oxygen bottles. The OPS regulator pressure gage verifies regulated flow through
a 0.032- to 0.163-kg/hr (0.07to 0.36 lb/hr) orifice mounted on the stowage plate. A
status check switch will, when actuated, illuminate a green light if the heating circuitry
is functioning acceptably. During OPS usage, the outflow of oxygen from the suit is
controlled by the suit-mounted oxygen purge valve (table I11 and figs. 24 and 25).

Apollo 15 PLSS and OPS Configurations

The SV706100-7 PLSS was used on the Apollo 15 to 17 missions. The PLSS had
been modified to support longer lunar surface missions (as long as 8 hours). The
extended capability was achieved by increasing the operating pressure level in the

43
 Vet--high-frequency
Ivhf) antenna

To PGA oxygen
J5
antenna
connector
- IPS pressure
egulator
OPS heater
116 W
OPS actuating CaMe

inlet (blue) 5.5 t 2 Wlm2 27 V dc pressure Cround-

l\i 2 support-
Pressure 25.5 kN/m 3.7 t 0.3 psidl
(3.70 psid)
Temperature 294 K 170' F)
I m
?quipmen1
fill

i
Flow rate 3.63 kglhr 18 Iblhr) 0 0 0
rn
Dewpoint 219 K (-65'F)
Operational lifetime M min

low rate
0.0510 0.14 kglhr
(0.1 to 0.3 Iblhr) I

Checkout
orifice
water
status
t Sensor
Stowage plate Q check bypass
with regulator
checkout orifice n
U
OPS
regulation OPS battery
pressure Battery Voltage rating: 27 V dc
9360 c Capacity: 2.52 x 16 J (70 W-hrl
gage (2.6 A - h r l Rating: M min

(b) Schematic diagram.

Figure 42. - Concluded.

high-pressure oxygen subsystem with a corresponding redesign of the subsystem

components, incorporating a n auxiliary water tank for storage of additional feedwater,
increasing the size of the power supply with the mounting provisions redesigned to
support the increased weight, and increasing the amount of LiOH by using revised
cartridge-packing techniques.

The SV730101-3 OPS was the r e s u l t of extensive qualification and manned t e s t

programs performed on the SV730101-2 OPS configuration. T h i s testing revealed that
oxygen flow, p r e s s u r e regulation, and crewman thermal comfort could be maintained
without the O P S heater. Thus, the heater, the temperature controller, the battery,
and all other electrical equipment on the OPS w e r e deleted.

A new item, the BSLSS, was added to the EMU f o r u s e if loss of cooling o c c u r r e d
i n the PLSS. The BSLSS consists of a p a i r of water umbilical hoses with a standard
connector on one end and a special divider connector a t the other end. A tether s t r a p ,
two snap hooks, and an insulation sheath complete the assembly. If one crewman's
PLSS water cooling capacity is impaired or lost, he disconnects the normal PLSS
water umbilical and connects the standard connector end of the BSLSS to h i s suit. The

44
other crewman, whose PLSS is still functioning normally, .disconnects his PLSS water
umbilical, attaches the divider connector to his PGA, and reconnects the PLSS water
umbilical to the other side of the divider connector. The transport water flow from the
functioning PLSS is now shared by the two crewmen. The tether hooks are attached to
the PGA LM restraint brackets so that the tether relieves the water hoses of any strain.

Evolution of the PLSS and OPS

Evolution of the PLSS and emergency oxygen provisions was marked by several
changes that resulted from a better appreciation of equipment capability, significant
changes in the state of the art of available equipment, revised mission performance
requirements, additional firesafety standards for materials in the presence of oxygen,
and improved knowledge of man's requirements and physical limitations. Implementa-
tion of these changes resulted in the Apollo 11 crewmembers using the eighth configura-
tion of the emergency oxygen supply system. The changes in requirements and config-
urations that have occurred are summarized i n tables VI and VI1 and in figures 43 and
44, and the rationale behind .the major design changes is presented in the following
paragraphs.

Liquid-cooled PLSS .- Revisions in the specified metabolic heat rejection rate had
the most influence on changing the physical makeup of the PLSS. The original require-
ment f o r metabolic heat rejection was an average rate of 273 watts (930 Btu/hr) and a
peak rate of 469 watts (1600 Btu/hr). Traditionally, personnel in aircraft have been
cooled by gas ventilation systems, which c a r r y heat from the generating source t o the
rejection device, through a rise in temperature of the ventilating gas (sensible means)
o r through an increase in the absolute humidity of the ventilating gas caused by evapora-
tion of available moisture (latent means). This approach was used on the Mercury,
Gemini, Apollo CM, and Apollo LM vehicles and was considered appropriate for the
original PLSS. A limitation of this approach is that the sensible capacity of the ventilat-
ing gas is quite small because of the limited flow caused by fan power considerations
and the small differential between the minimum practical heat exchanger outlet tem-
perature and t h e allowable maximum skin- surface temperature.
820
12800) r
Minimum 2u

-Feedwater on -Feedwater on
I I I I I I I I 1
2 3 4 5 6 7 8 9 10
N A mission time, h r EVA mission time, hr

Figure 43. - Early Apollo PLSS Figure 44.- Extended Apollo PLSS
expendables duration (Apollo 9 to 14 expendables duration (Apollo 15 to 17
missims). EiSSiQES).

45
 TABLE VI. - PORTABLE LIFE-SUPPORT SYSTEM CONFIGURATIONS

Hardware item P a r t number Configuration o r changes

Gas-cooled PLSS SV585200 Not applicable

Liquid- cooled PLSS SV594750 F i r s t prototype water-cooled system

SV706100-1 Revised envelope f o r vehicle stowage

Increased duration and heat rejection specification
Added inst rumentat ion
Incorporated cryoformed oxygen tank

SVTO6100-2 Altered complete PLSS electrical system

SV706100-3 Added water quantity sensor and other instrumentation

Relocated emergency oxygen system (EOS) from PGA to PLSS
Incorporated Whitaker pump
Incorporated space suit communications (SSC)

SV706100-4 Enlarged water separator

Deleted water quantity sensor
Incorporated blade antenna

SV706100-5 Added backflow check valve t o vent loop

Deleted transport water accumulator
Added check valves to gas connectors
Made extensive material changes
Changed to high- reliability electronic components
Added further instrumentation
Changed from EOS to OPS
Incorporated RCU

SV706100-6 Replaced SSC with EVCS

Added instrumentation and controls
Incorporated visual warning flags

SV706100-7 Increased expendable duration

EOS SV585115 Two-stage regulator

Spherical tank

SV594200 One-stage regulator

Toroidal tank

OPS SV730101-1 One- stage regulator

Two large spherical tanks
Added heater, battery, and electronic controller

SV730101-2 Was compatible with SV706100-6 PLSS

SV730101-3 Deleted heater, battery, and electronic controller

Because studies indicated that the lunar surface EVA metabolic load might
average 352 watts (1200 Btu/hr) over a 4-hour span o r 469 watts (1600 Btu/hr) over a
3-hour span with peaks of 586 watts (2000 Btu/hr), it was apparent that the capacity of
the gas ventilation system would be exceeded. Therefore, the system was revised to
handle the above-average loads. In the present system, the ventilating gas still s e r v e s

46
 TABLE VII. - SPECIFICATION REQUIREMENTS FOR THE PORTABLE LIFE-SUPPORT SYSTEM

Liquid-cooled PLSS

Design requirements Gas- cooled PLSS aSV706100- 5

and
bSV706100-6

Average metabolic load, W (Btu/hr) ............ 212 (930) 469 (1600) 469 (1600)
Peak metabolic load, W (Btu/hr). . . . . . . . . . . . . . 469 (1600) 586 (2000) 586 (2000)

Maximum heat leak in, W (Btu/hr). . . . . . . . . . . . . 13 (250) 13 (250) 88 (300)

Maximum heat leak out, W (Btu/hr) . . . . . . . . . . . . 7 3 (250) 13 (250) 103 (350)

Maximum C 0 2 partial pressure, N/m2 (mmHg). . . . . . '1013 (7.6) 1999 (15) 1999 (15)

PGA p r e s s u r e , kN/m (psia) . . . . . . . . . . . . . . . .

2
24 and 35 ( 3 . 5 and 5.0) 26. 5 (3. 85) 26. 5 (3.85)

Ventilation flow, m 3/min (ft3/min) . . . . . . . . . . . . 0. 51 (18) 0 . 1 6 (5.5) 0. 16 (5. 5)

Minimum duration, h r , at 272 W (930 Btu/hr). . . . . . . 4 (d) (e)

2
Oxygen charge p r e s s u r e at 294 K (70" F), kN/m .... 6550 (950) 7030 (1020) 9720 (1410)

Battery capacity, J (W-hr) . . . . . . . . . . . . . . . . . 1.04 X lo6 (290) 1.00 X lo6 (279) 1. 29 X lo6 (360)
Emergency oxygen:

Minimum duration, min .. .... .. . . ... . .. . f5 g30 g30

Maximum flow, kg/hr (lb/hr) . . . . . . . . . . . . . . f0.91 (2) g3. 6 (8) g3. 6 (8)

PGA pressure, kN/m2 (psia) . . . . . . . . . . . . . . f23. 8 (3. 45) g25. 5 (3. 7) g25. 5 (3. 7)

aeonfiguration used on Apollo 9 and 10 missions.

bConfiguration used on Apollo 11 and 14 missions.
'Configuration used on Apollo 15 to 17 missions.
dRefer to figure 43.
eRefer t o figure 44.
'EOS.
gaps.

to transport a limited amount of heat, but a water loop is introduced solely for trans-
porting metabolic heat sensibly rather than latently. A special undergarment, the LCG,
was devised to form, in effect, a plastic tubing heat exchanger. The LCG is worn
against the crewman's body surface, and water is recirculated at 1 . 8 kg/min (4 lb/min)
through a network of tubing distributed over the body surface roughly in proportion to
the body mass, f r o m the wrist and ankle of the limbs to the neck on the upper torso.
Heat is transferred from the crewman's skin through the tubing wall into the water,
which c a r r i e s the heat to the sublimator in the PLSS. The large sensible capacity of
water p e r m i t s the 1.8 kg/min (4 lb/min) to carry the maximum design load of 586
watts (2000 Btu/hr) with a temperature r i s e of only 4. 6 K (8.3" F). The temperature
of the crewman's skin can be held sufficiently low to inhibit sweating.

47
 Conceptual changes. - A'number of other changes were made to the original con-
cepts as certain items were found to be unnecessary o r impractical. Typical of these
changes were those to the emergency power supply and to the antenna f o r the space
suit communications (SSC) unit.

A s originally conceptualized, the emergency power supply was a battery to be

used to power the communications system in the event of failure o r premature deple-
tion of the main power supply. Analysis of the reliability of the silver zinc alkaline
battery once it had been activated showed the emergency power supply to be unneces-
sary. The added complexity of the system caused by the addition of the redundant
power supply did not warrant the change.

The initial design of an antenna f o r voice communications and data telemetry

called for a toroidal antenna that was to be embedded into the helmet. During the
design of the suit/helmet interface, the electrical interconnection between the antenna
and the communications unit was found to be extremely difficult to make because of
alinement problems. The difficulty was compounded by the requirement f o r a
5-second helmet donning period. Accordingly, the antenna was relocated to the top of
the PLSS. At the same time, the antenna was changed from a toroidal shape to a
monopole blade. When the OPS was added to the system, the antenna was subsequently
placed on top of the OPS.

Incorporation of the sublimator. - In the initial gas-cooled concept of the PLSS,

cooling was achieved by the ventilation gas carrying heat from the point of generation
to the heat rejection device, which was a plate-fin, wick-filled water boiler. All the
water required f o r rejecting heat to space by boiling was carried in the wick r e s e r -
voir. The temperature at which boiling occurred was controlled by a back-pressure
valve placed in the steam duct leading overboard to space vacuum. This valve was
actuated by the expansion and contraction of a small quantity of a special wax and
metal particle mixture that exhibited a very high rate of volume change with tempera-
ture. The valve was adjusted so that the temperature at which boiling occurred was
maintained in the 275- to 283-K (35" to 50" F) range. If the rate of heat rejection
increased, the rate of steam production would increase and cause a r i s e in p r e s s u r e
and consequently elevate the boiling temperature. The temperature- sensitive valve
would then respond by opening. The reverse would be true for a reduction in heat
,
rejection rate.

With the change to higher metabolic loads and the water-cooled concept, it was
decided to change from the water boiler concept to the sublimator to take advantage of
its improved performance. Developmental work on this new type of space heat exchang-
er had shown improvements over the water boiler of approximately 3 0 percent in heat
rejection per 0. 45 kilogram (1 pound) of equipment and approximately 40 percent in
heat rejection p e r unit of volume. A s designed f o r the PLSS, the sublimator (fig. 45)
contains flow paths f o r both the ventilating gas and the transport water. Adjacent to
the plates that form the walls of these passages a r e sintered nickel plates having
micrometer-size pores. One side of the porous plate is exposed to vacuum; the cavity
between the other side of the porous plate and the transport fluid passage plate is filled
with water under slight pressure. The slight pressurization is derived f r o m the in-
ternal suit pressure. This "feedwater" is c a r r i e d in a reservoir in sufficient quantity
to satisfy all heat rejection requirements. As the feedwater exudes through the pores
of the sintered plate, it freezes on the vacuum side and forms, in effect, a seal against

48
 Water transport
cooling pas- 7 r Separation sheet

Oxygen cooling passage

L O x yOxygen
g e n outlet header
oxygen out

/
- Steam to vacuumJ

Figure 45. - Sectional view of the sublimator.

feedwater loss. Heat transferred from the gas path o r from the transport water path .
is carried through fins and through the feedwater to the porous metal plate. The rate
of sublimation of the ice formed on the porous plate is a direct function of the amount
of heat carried to the sublimator by the transport fluids. Entirely self- regulating, this
system requires no valving to control the amount of feedwater admitted to the sub-
limator section, nor does it require a temperature- sensitive o r pressure-sensitive
valve to maintain a controlled p r e s s u r e in the boiling chamber f o r temperature control.

.
Oxygen supply bottle - The original high-pressure oxygen tanks used on the first
PLSS, built in 1963, were constructed of heat-treated AISI 4130 alloy steel with a pro-
tective coating of electroless nickel to prevent corrosion. Considerable difficulty was
encountered in obtaining a satisfactory protective coating on the inside tank surface.
Inspection techniques were quite difficult, and, because of the lack of assurance of a
satisfactory continuous coating of electroless nickel, frequent inspection was neces-
s a r y to ensure that no degradation of the inner surface occurred in the presence of
small amounts of moisture and pure oxygen.

While these problems were being experienced, a development program was in

p r o g r e s s on a manufacturing process that showed considerable promise of achieving
excellent high- strength characteristics in a material having inherently high corrosion
resistance in the presence of pure oxygen. Consequently, a subcontract was awarded
f o r the development of a tank f o r the PLSS. Basically, the manufacturing process in-
volves stretch forming a semifinished tank of a special grade of AISI 301 stainless
steel t o a finish die by pressurizing the tank with liquid nitrogen. The resultant "work
hardening" of the material at a very low temperature gives excellent unaged physical
properties; f o r example, the ultimate tensile strength for design p u r p ~ s e sis

49
 7 2 7 2
165 x 10 N/m (240 ksi) compared to approximately 124 X 10 N/m (180 ksi) for the
heat-treated AIS1 4130 steel. The high ultimate tensile strength enabled the fabrica-
tion of a thinner walled vessel, which weighed much less than the original oxygen
bottle. Thus, all PLSS oxygen bottles have been fabricated by this process.
Fan and motor assembly development. - The original fan and motor assembly
consisted of a centrifugal fan with backward-curved blades rotating in a vaneless
diffuser housing driven by an alternating-current motor using a static inverter. This
approach was selected because of a requirement for brushless operation, and it was
judged that an alternating- current motor using a static inverter for conversion of the
dc power supplied by the battery represented the most feasible approach because no
brushless dc motor of the size range required existed. During prototype testing, the
control electronics proved successful; however, fabrication of the dynamic portion of
the motor was unsuccessful., No successful fabrication technique could be found, and
schedule delays were encountered. A brushless motor using a chopped dc voltage input
was being developed at that time, and a decision was made to change to this approach.
This second concept was successfully developed and is currently used on the PLSS.
Initial development of the chopped dc motor was performed by a subcontractor. Prob-
lems of poor quality control and inadequate delivery schedules on the part of this vendor
were encountered. Accordingly, the program was assumed by the prime contractor,
and the problems were resolved. The initial motors fabricated to this design had an
e r r a t i c starting characteristic; on starting, the motor might rotate either clockwise
o r counterclockwise. This problem was resolved by complete .redesign of the starter
circuit.
During initial system level testing, a significant gas temperature r i s e occurred
across the fan as a result of the gas absorbing the heat generated by the motor elec-
tronics. Because the temperature r i s e w a s excessive for the specification gas loop
operation, the fan motor housing was redesigned to incorporate a flow path for water
from the water transport loop. This technique proved successful; a negligible tempera-
ture rise occurred in the ventilation circuit, and the heat was removed by the water.
The LiOH cartridges. - A bed of LiOH granules was used for removing C 0 2 from
the oxygen stream. This technique was chosen because it offered advantages in absorp-
tion capacity, low heat of reaction, speed of reaction, and weight over other C 0 2 re-
moval methods. In the initial units, the granular LiOH could abrade when a unit was
subjected to vibration, and the dust generated was very caustic and irritating to the
eyes, the nose, and the throat. Consequently, the design was changed by compressing
the granules tighter within the container so that relative motion was inhibited. In ad-
dition, the packing procedure was changed s o that the granules were alternately loaded
and vibrated lightly to settle them until the unit was properly filled. A foam material
was used to compress the granules.

Several types of LiOH were tested during the development program. Because of
I
the quantity of C 0 2 with which it could react, an LiOH monohydrate was chosen because
it contained the necessary water of hydration to permit CO removal from the ventila-
2
tion circuit immediately on startup. This particular type of LiOH, however, was found
to be temperature and vacuum sensitive. Exposure to vacuum withdraws the water of
hydration and thereby slows down the reaction capability. Exposure to temperature
changes causes the water of hydration to cycle in and out of the LiOH and results in

I 50
a glazing of the LiOH surface that reduces
the capability of the LiOH to react with
C02. To ensure that the LiOH was not
unknowingly exposed to vacuum o r to temp-
e r a t u r e extremes, strictly controlled stor-
age was required and temperature- sensitive
decals were placed on the LiOH cartridge
and on the cartridge container assembly
(fig. 46) to indicate any high- temperature .. .
exposure. .::.....;
',cc";.:
.

Water pump. - The initial concepts

for pumping the coolant flow were based on
centrifugal pumping principles. The basic
.,..
difficulty was that the efficiency of a cen- . ......_ .A:;

trifugal machine for the small flow and low

head requirement was unacceptably low.
When it was determined that a small dia-
phragm pump was being developed, a con-
tract was placed to develop a model that
would meet PLSS requirements. This de- (a) Canister and reservoir assembly.
velopment was aimed a t minimizing the
amount of power consumed so that the bat-
tery, which is one of the heavier and bulkier
components, could be reduced in both size
and weight. The pump includes two small
diaphragms a t the end of a walking beam
supported by a torsion rod. Inlet and outlet
valves are provided for each diaphragm
chamber. Part of the walking beam struc-
ture is a magnetic armature that can be
moved in either direction by an electromag-
netic field to effect displacement of the
diaphragms by the walking beam. The elec-
tromagnetic field polarity can be reversed Oxygen -4
by an electronic control at a frequency (b) Canister flow diagram.
chosen to be nearly coincident with the
natural frequency of the spring m a s s system
supported by the torsion bars. By properly
tuning the driving frequency to that of the
resonance of the system, a significant re-
duction in electrical input power is achieved
for a given pumping load. This pump re-
quires approximately 10 watts of input pow-
er to pump 1.8 kg/min (4 lb/min) with a
2
head p r e s s u r e of 39 kN/m (5.65 psi). - .
Equivalent performance by a centrifugal (c) Cartridge.
machine required 30 watts of input power. Figure 46. - The LiOH cartridge.

51
 During an unmanned system performance test, the fan generated transient pulses
on the power line and caused open-circuit failures in the pump. To prevent these pulses
from entering the pump, a high-speed switching diode was incorporated into the pump
electronics, and the fan power lead was connected to the battery side of the electro-
magnetic interference (EMI) filter.
Water separator. - Water separation from the ventilation loop is performed by an
elbow separator that centrifuges entrained moisture from the recirculating gas and
transfers the moisture through a wick to the storage portion of the feedwater reservoir.
The design of the water separator had been based on a continuous entrained moisture
level. The initial manned tests determined that the moisture tended to puddle in the
sublimator as it condensed. A s the test subject moved, slugs of water would be dis-
charged from the sublimator. These slugs exceeded the storage capability of the
water separator, and water was discharged. To correct this problem, the total wick-
ing volume was increased.

Feedwater system. - The original expendable water system had undergone

several conceptual changes. The water supply system on the LM, which is used to
recharge the PLSS on the lunar surface, is nitrogen saturated. A positive displace-
ment feed system was needed for the LM because the feed system must operate in a
zero-g environment. The method selected was a nitrogen-pressurized bladder. Nitro-
gen saturation of the water occurs because the bladder material separating the water
from the nitrogen is permeable to nitrogen. When this water was used to recharge
the PLSS on the lunar surface, a bubble of nitrogen would form at the top of the bladder
in the feedwater reservoir, and the bladder would not be fully recharged. To prevent
this occurrence, a standpipe was added to the reservoir, and a sight glass was added
between the reservoir and the vent connector. When water is charged into the PLSS,
flow is continued until water is observed in the vent-line sight glass.

The original PLSS concept included an expendable water quantity sensor to pro-
vide telemetered data on the remaining supply of water. This sensor was substantially
beyond the state of the art, and resolution of the resultant problems had s o slowed
development of this item that further effort was terminated and the sensor was omitted
from the PLSS.

The feedwater pressure transducer was added when the expendable water quantity
sensor was deleted, and the vacated telemetry channel was used f o r feedwater pres-
sure transducer data. The transducer provides data on water depletion and on sub-
limator performance degradation resulting from breakthrough o r loss of feedwater
pressure. A problem was experienced with water freezing in the feedwater p r e s s u r e
transducer during deactivation. Because of the orientation and plumbing of the trans-
ducer, exposure to vacuum during deactivation resulted in freezing of some water with-
in the transducer and subsequent damage to the sensing element. This problem was
resolved by putting a flow-limiting orifice into the transducer inlet, thereby reducing
the boil-off rate and preventing freezing.
Emergency system. - Three emergency oxygen systems were developed o r quali-
fied during the program. The first two configurations were both called the emergency
oxygen system (EOS) and performed identical functions. The EOS supplied oxygen to
the crewman in the event of a failed-open PGA relief valve, excessive suit leakage,

52
o r any failure causing low PGA p r e s s u r e o r insufficient ventilation flow. The EOS was
an open system that provided oxygen to the PGA ventilating system. Instead of recircu-
lating as it did in the PLSS, the oxygen exhausted to the ambient environment through
a purge valve mounted on the PGA torso subassembly. The purge valve was actuated
by the crewman after actuation of the EOS. A sufficient quantity of oxygen was con-
tained i n the EOS to maintain PGA p r e s s u r e at 25.5 kN/m 2 (3. 7 psia) for 5 minutes
with a failed- open PGA relief valve.

Major components of the EOS were a supply-oxygen reservoir, a lanyard-type

actuating mechanism, a two-stage regulator, a fill valve, a reservoir pressure- sensing
gage, a PGA purge valve, and a quick- disconnect coupling. The supply- oxygen reser-
2
voir was charged with oxygen to 51 710 kN/m (7500 psia). The quick-disconnect cou-
pling mated with the multiple gas connector on the PGA. Both EOS units provided for a
5-minute emergency flow at 0.91 kg/hr (2 lb/hr), but a later configuration, which used
a single- stage p r e s s u r e regulator nested in a toroidal tank rather than a two- stage
regulator in a spherical tank, reduced the volume to one-third and the weight to two-
thirds of the original configuration.

In mid- 1967, mission requirements were reviewed and revised to establish the
need f o r additional emergency oxygen to permit EV excursions to greater distances
from the LM. The OPS that was designed for the new requirement performs the same
function as the EOS; however, the OPS provides a minimum of 30 minutes of flow at
3. 63 kg/hr (8 lb/hr) (for increased metabolic heat rejection) and an extension of the
safe EVA range. The fill valve, regulator, and pressure gage designs were direct
derivations from the EOS. The EOS was sealed by a rupture disk that was punctured
by an actuation system to allow the release of the gas when needed. This concept was
omitted from the OPS in favor of a multicycle shutoff valve as field experience with
the EOS revealed that training and preflight acceptance testing were excessively limited
by the one-cycle feature of the EOS.

When design of the OPS was initiated, analytical studies of the adiabatic cooling
of the gas from the oxygen bottle indicated that the gas could freeze in the regulator.
This potential problem, coupled with the requirement for an outlet gas temperature
between 272 and 300 K (30" and 80" F), led to the incorporation of an electric heater
with an automatic temperature controller. Initial feasibility t e s t s confirmed that freez-
ing was possible. Only after extensive qualification testing was it demonstrated that
the OPS could be operated successfully without the heater, and the heater and associ-
ated components were subsequently deleted.

With the addition of the OPS to the life-support system, a backflow check valve
had to be added to the PLSS. The changes made to the PLSS and the suit at that time
would have permitted gas from the OPS to flow in r e v e r s e through the PLSS and then
out the suit purge valve and thus to bypass the suit flow path necessary for life-support
and cooling purposes. The backflow check valve is a low-pressure-drop reed valve
that effectively prevents reverse flow of oxygen.

Added instrumentation. - Throughout the course of the program, instrumentation

has been added to the PLSS to provide additional alarm systems f o r warning the crew-
man of off-nominal performance and to provide additional telemetry data f o r Earth
. I. uic ciie p ~ r i u-r- I- -I- l- a- - 1- -1 ~uLe AI-
moniwring I . p - -1
1 Llle
aa aIIu
n ruuu --A
AIIvIAacvI
x-.. c.Iu
+ha nPD,,,man
mnni+r\r.inrr
..-A-I.-. T>$c~!

53
of this instrumentation a r e the high oxygen flow sensor (detecting excessive oxygen
flow from the oxygen bottle), the primary oxygen subsystem p r e s s u r e transducer
(measuring p r e s s u r e in the oxygen bottle and thus the quantity of oxygen remaining),
the LCG inlet temperature transducer (measuring the temperature of the fluid leaving
the sublimator), and the CO sensor (measuring the partial p r e s s u r e of C 0 2 in the
2
ventilation loop).

Nonmetallic materials. - As a result of the Apollo spacecraft 204 accident, new

firesafetg criteria were established governing the use of all nonmetallic materials
exposed to oxygen o r otherwise used-in the life-support system. These new criteria
necessitated the partial redesign of the thermal cover and of some components in the
oxygen and electrical subsystems to eliminate certain undesirable materials o r to pre-
,vent their exposure to fire- inducing o r fire- supporting environments. .All materials to
be used in the life-support'system were proved to be eligible either by existing test
data or by specific combustion t e s t s on samples of the specific materials. Changes
were made to incorporate eligible materials.

The RCU. - The gas- cooled PLSS had the controls mounted on the front of the
PGA. The first water-cooled PLSS had the electrical controls (fan and pump switches,
volume control, and mode selector switch) located in the lower left corner on the
front of the PLSS; the mechanical controls were (and are) on the right-hand side. Dur-
ing the system redesign after the Apollo spacecraft 204 accident, these electrical con-
t r o l s were removed from the PLSS and installed in a box (called the RCU) to be mount-
ed on the chest of the suit f o r operating convenience. The oxygen quantity indicator
also was installed in the RCU. This allowed the crewman greater access to the con-
t r o l s and greater ability to view continuously the oxygen pressure, the mode selector
switch position, and the fan switch position. The RCU was stowed separately from the
PLSS and connected to it electrically after being mounted on the PGA chest area by two
upper hooks that attached to the PLSS s t r a p s and a lower hook that attached to the
D-ring of the suit. Aluminum tape was added to exposed nonmetallic surfaces f o r f i r e
protection, and the electrical cable was covered with a Beta-cloth sheath. The OPS
actuator was mounted on the side of the RCU. Switch guards were added to prevent
accidental switching of the fan or pump.

For the Apollo 11 mission, the RCU was further refined to incorporate warning
indicators (flags), a new mode selector switch, and a new dual volume control (one
f o r receiving through the LM transmitter, the other f o r receiving the other EV crew-
man) that were compatible with the EVCS. Also, the upper mounting hooks were modi-
fied to provide positive locking. The OPS actuator release handle was repositioned to
preclude inadvertent release, and a camera-mounting bracket was added at crew
request to allow "hands free" camera aiming and generally t o simplify photography.
This bracket was partly detachable to allow unaffected stowage of the RCU and to aid
in ingress and egress. Another addition to the Apollo 11 PLSS was the push-to-talk
switch that allows the crewman to bypass the voice-operated relay of the EVCS. This
switch is a three-position, double-pole, double- throw toggle switch with a center "off I'
position. One position is maintained momentarily (spring loaded to return to the center
"offff position when released); the other position is an ('on'' position (that is, not
momentarily). Five warning indicators were incorporated in the RCU to provide the
crewman with a visual warning of a failure in the EMU. In the event of a failure, the
face of the associated indicator will expose a black surface with white lettering. In the
normal mode, a clear white surface is visible. The lettering on the indicator surface

54
assigns a specific course of action that must be taken to solve the problem (P for purge,
A for abort, 0 for OPS makeup). The indicator will remain in the energized position
until the failure has been resolved; only then will it return to the deenergized position
(white face). Beta lights were incorporated into the face of the RCU to provide illumi-
nation of the warning indicators and the oxygen quantity indicator. Beta lights a r e
sealed glass capsules, internally coated with a phosphor and filled with a radioactive
gas (tritium). The radioactive decay particles a r e absorbed by the phosphor to pro-
duce a blue light in the visible spectrum.

Transport water loop. - The initial design of the pump (centrifugal) required a
2
relatively high pressure (approximately 131 kN/m (19 psia)) to prevent cavitation. To
accomplish this pressurization, it was necessary to provide an accumulator in the
transport loop. In addition, the accumulator, a spring-loaded-piston device that held
approximately 0.45 kilogram (1pound) of water, provided for any systems leakages.

Extensive testing during the pump development program demonstrated that the
pump could be operated at low pressures. The transport loop was then redesigned
without the accumulator. With the loop operating essentially at suit pressure, it was
possible to connect the feedwater loop to the transport water loop with a check valve.
This change provided continuous transport loop recharge capability and eliminated the
need f o r a f i l l connector for the transport loop. The net effects of this change were a
significant reduction in system weight, a reduction in operational complexity, and an
increase in system reliability.

Main power supply. - The design requirements for the LM specified that the on-
board electrical power was to be provided by fuel cells; therefore, the battery for the
PLSS was designed to be rechargeable from the LM for the second and any subsequent
EVA'S. However, the LM fuel cell was eliminated because of performance, reliability,
cost, and availability considerations, and LM onboard electrical power was provided by
batteries. . Because it was no longer possible to recharge the PLSS battery from the LM
supply, the battery was changed from a rechargeable to a nonrechargeable configuration.
Batteries were carried on the LM for each EVA. This change permitted the incorpora-
tion of a safety feature on the battery. The rechargeable configuration of the battery
had a male electrical connector, which had the potential for fire hazard o r for internal
damage to the battery because of inadvertent shorting of the pins by tools or other
means. A s a result of the change to a nonrechargeable configuration, a female electri-
cal connector that removed the potential hazard could be incorporated.

Ventilation flow sensor. - Several methods to sense flow in the ventilation circuit
were evaluated. The initial approaches concentrated on sensing fan performance be-
cause fan performance was the primary key to gas flow. The two simplest techniques
were the measurement of fan rotational speed and the measurement of a pressure rise
across the fan. Both these techniques were dropped because they would not effectively
reflect a blockage or disconnection in the ventilation system. The technique that was
chosen was the insertion of a low-pressure-drop venturi tube into the line downstream
from the fan outlet and the measurement of the resultant pressure drop. The sensing of
the pressure drop was accomplished by the measurement of changes in capacitance be-
tween two parallel plates that moved in response to pressure changes. The initial

55
units were determined t o be sensitive to ambient temperature changes and t o the entrap-
ment of moisture between the parallel plates, which changed the capacitance character-
istics. The temperature sensitivity was resolved by a minor modification to the elec-
t r i c a l circuitry. The sensitivity to moisture could not be resolved without a complete
redesign of the measurement concept. Because the basic concept of the unit was fully
adequate, the problem was resolved by instituting a requirement f o r a thermal-vacuum
drying of the sensor after any usage in a humid environment.

.
High- reliability electronics - In accordance with Apollo Program policies, all
resistors, diodes, capacitors, transistors, and similar electrical and electronic
hardware were designed f o r high reliability. However, early in the program, it be-
came apparent that high-reliability test and initial nonflight units could not be obtained
on a satisfactory cost o r schedule basis because of the extensive test programs and
component burn- in requirements of the high- reliability specification. Some simple,
readily available electrical components had delivery schedules of as long as 9 months
after ordering when high- reliability requirements were imposed. Therefore, the deci-
sion was made to use low-reliability components f o r the initial test programs and to
phase high- reliability components into the system as they became available. This
technique resulted in significant improvements in the schedule f o r completion of the
initial program testing.

Communications system. - The initial communications system, the SSC system,

was a hermetically sealed case containing electronic components f o r communications
and f o r telemetry of physiological and suit environmental data. The SSC capabilities
included a primary duplex voice communications system between the two crewmen
(using the LM onboard transceiver station as a relay station), a secondary duplex voice
communications system between the two crewmen, provision f o r telemetry transmis-
sion of seven channels of physiological and suit environmental data, an audio tone sys-
tem to warn the crewmember of dangerous suit environmental conditions, and voltage
regulation for the external transducers. .

The original liquid-cooled PLSS was designed on the basis of one EV crewman at
a time, and the SSC system design reflected this requirement. Early in 1967, the re-
quirement f o r two simultaneous EV crewmen was established. For a dual EVA, the
SSC system provided f o r voice communications of both crewmen and f o r telemetry
transmission of either crewman but not for telemetry transmissions of both crewmen
simultaneously. In addition, EVA would have been limited to line of sight between the
LM and the crewmen to maintain communications with Earth. Consequently, a new
communications system, the EVCS (figs. 47 to 49), was designed and incorporated into
the PLSS. The EVCS provides the following additional capabilities : continuous teleme-
t r y data relayed to Earth simultaneously from both crewmen; 19 additional telemetry
channels; line-of- sight limitation for EV exploration eliminated f o r one crewman (with
the other crewman's communications system serving a s a relay station to the LM); and
g r e a t e r output power to increase the operating range from the LM.

Gas separator. - The LCG waterflow passages a r e constructed of flexible plastic

tubing. The LCG is charged and then stored for some time before use. Because the
flexible plastic tubing is slightly permeable to both air and water, some of the water in
the LCG is displaced with air during this storage period. When the LCG is connected to
the PLSS at the reduced p r e s s u r e level 20.6 kN/m 2 (3 psi), the quantity of air present

56
 N A 1 N A 2 and

LM vhf

CSM

EVA vhf antenna CSM and MSFN

EVA 1 NC 2 EVC 1

-
switch position switch position
Off Off
EVA 2 Dual -Dual
Primary Primary
anten-na LM Secondary Secondary

-
CSM command and service module
MSFN = Manned Space Flight Network

Figure 47. - Extravehicular communications system pictorial diagram : dual- dual.

in the LCG is sufficient to cause performance degradation of the pump and, in the worst
cases, cavitation. Gas may also be introduced into the system during feedwater
recharging from the L M water system. To prevent damage to the pump, a gas separa-
tor was added to the water transport loop, and a procedural change w a s initiated to seal
the charged LCG in an evacuated plastic bag before stowage.

.
Hose delamination - The hoses used in the oxygen and water umbilicals a r e com-
posed of laminated silicone rubber with an integral w i r e stiffener to prevent kinking.
These hoses are then encased in a multilayer sheath to minimize heat leak.

On some of the early PLSS units, excessive pressure drop was experienced in the
oxygen ventilation circuit. Investigation showed the problem to be a partial blockage
of the hoses caused by delamination of the inner wall of the hose when exposed to a
negative pressure differential. The delamination was determined to be the result of
inadequate manufacturing process control on the part of the hose manufacturer. The
corrective action included the imposition of stricter cleanliness and quality control
requirements on the suDplier and the addition of a screening test (flexing of the hose
followed by X-ray inspection under negative pressure) to the nose produciivri accept-
ance test.

57
 CSM

Figure 48. - Extravehicular communications system pictorial diagram:

dual-secondary.

Terminal boxes. - Electrical discontinuities and cracks i n the solder joints

between the current terminals and the printed circuitry were detected i n some of the
PLSS terminal boxes. Investigation showed that the solder being used was brittle and
susceptible to cracking. Corrective action included reworking all printed circuit/
terminal pin solder junctions by applying convex solder caps using SN 60 or SN 63
solder. This solder had a lower melting point, w a s less brittle, and thus w a s less
susceptible to cracking. Additional heat sinking of a r e a s to be soldered and more com-
plete checkout procedures were also added, and these proved to be successful.

The OPS seals. - The OPS design w a s initiated after the Apollo spacecraft 204
f i r e and, consequently, reflected the firesafety c r i t e r i a f r o m the conceptual stage
onward. Firesafety c r i t e r i a specified that the necessary O-ring seals were to be made
f r o m Viton A with Vespel backup rings. Investigation of repeated O-ring failures
showed that gas saturation of the Viton A was causing swelling, blistering, splitting,
and extruding of the s e a l s used on the high-pressure side of the regulator. Therefore,
the Viton A material w a s replaced by silicone rubber, and the Vespel material was
replaced by Kel-F material. Seal performance has been satisfactory since then.

58
 CSM

* Note: During S-band mice uplink,

LM retransmission on T i inhibits
reception on R1
#CC mice
!%.8MHz -
EVA^

EVA2mice R~
b &?7 Transmission procedurally time shared 296.8 MHZ
-
T1

259.7 MHz
-
R2
EVA 1and
EVA vhf antenna voice data
-
259.7 MHz
12
-
R3

2
-
EVC 1
:h position switch position
311 Off
Dual
Primary
Secondary - -Dual
Primary
Secondary

Figure 49. - Extravehicular communications system pictorial diagram :

secondary -primary.

QUAL1 FI CATION TEST1 NG

Qualification of Apollo EMU hardware was based on formal t e s t s and previous

mission usage of similar items. Because the configuration of EMU i t e m s changed as
mission applications evolved, testing accomplished by using an earlier configuration
than that scheduled f o r the mission served a s a baseline reference for additional
incremental o r delta qualification. Where changes i n configuration were minor, pre-
vious test experience justified qualification by similarity. If changes were significant
enough to invalidate qualification by similarity, additional testing was accomplished
to verify that the current configuration was qualified for the intended mission
application.

The requirements for the various qualification test exposures were derived from
a detailed analysis of mission operations and of spacecraft- and mission-induced
environments, from mission thermal analysis, and from detailed evaluations of
EMU/spac ecraft/c r ew interface requirements . The f o rmal qualification t e s t s subse-
quently performed can be grouped into one of three categories: life-cycle testing,
design- limit testing, o r nominal- mission testing .

59
 Life-cycle testing was based on a factor of two t i m e s the maximum number of
operations anticipated f o r flight i t e m s throughout the crew training, ground t e s t , and
operational phases of the anticipated mission. Most cycling was accomplished i n the
normal operating mode of the equipment being tested. A l l cycles performed w e r e
accomplished a t the maximum amplitude of movement expected during mission and
support usage. T h i s activity included operation of all equipment, c l o s u r e s , connectors,
and controls. The method used f o r conducting cycling tests was to exercise each
flexible and manual aspect of the equipment repeatedly to the limits established f o r each
mission. Periodic checks, operating torque, f o r c e to connect and disconnect, and
structural integrity w e r e conducted throughout the testing p r o g r a m .

Design-limit testing consisted of exposure to each mission-profile environment

(singly applied), followed by a performance-record t e s t to check minimum functional
performance. In general, operation of the t e s t i t e m was not required during exposure.
The environmental exposure t e s t s were basically the s a m e f o r the PLSS, the OPS, and
the PGA, although the values of specific p a r a m e t e r s (length of t e s t , temperature,
p r e s s u r e , vibration spectra, etc. ) varied depending on the component o r subsystem
being tested. Exposures to the following environments w e r e conducted.

1. High-temperature and low-temperature thermal soaking to simulate space-

c r a f t temperature excursions and stowage and shipment environments

2. Salt fog exposure to demonstrate the capability to endure long-term exposure

to the corrosive effects of perspiration and s a l t air

3 . Acceleration t e s t s to simulate the g-level extremes encountered during launch,

ascent, and descent

4. Shock t e s t s to simulate accidental IV and EV impacts, lunar landing, and

emergency Earth- landing shocks

5. Static load t e s t s to simulate abnormal static loading (such as a crewman

standing on the PLSS) that might be encountered during the mission

Where applicable, electrical insulation resistance, electrical continuity, exami-

nation of product, and minimum functional performance checks w e r e conducted after
exposure to the environments described previously to verify equipment durability and
operability. Nominal-mission testing involved actual performance verification of the
major subsystems of the EMU under simulated mission-profile environmental condi-
tions. A description of the nominal-mission tests that w e r e performed on the P G A ,
the PLSS, and the EMU during f o r m a l qualification testing is presented i n the following
paragraphs.

The PGA
The space-suit garments and associated hardware w e r e subjected to design-
limit environmental exposure f o r qualification f o r manned flight. The t e s t s conducted
a r e described as follows.

60
 Oxygen and humidity exposure. - All items were placed i n a thermovacuum
chamber and subjected to the following environmental conditions.

1. Temperature: 330 +5'6

-0
K (135" +_':: for 115 hours

2. P r e s s u r e : 137 Ti kN/m2 (19.9 ::* )

psia f o r 24 hours

36 -o
+3 kN/m2 (5.2

3. Gas (oxygen): 95 f '5 percent by weight

4. Relative humidity: 95 * 5 percent

A t test completion, the items were examined f o r signs of degradation before the next
test series was begun.

.
Low-temperature environmental exposure - All items were placed in a low-
temperature environmental chamber and exposed to a chamber temperature of 230 K
(-45" F)f o r 8 hours. When the exposure was terminated, the test i t e m s were removed
and examined for degradation.

Salt fog environmental exposure. - The salt fog environmental exposure rest s e r i e s
consisted of exposing the equipment to the corrosive effects of salt fog (simulating the
effects of perspiration and s e a a i r ) for 48 hours at a temperature of 308 K (95" F) by
using a reservoir solution of 1 percent sodium chloride in distilled water. The items
were examined f o r degradation when the exposure was terminated.

.
Intravehicular impact environmental exposure - The vibration environmental
exposure test s e r i e s exposed the equipment to design-limit vibration spectra as defined
f o r the Apollo CM and LM during powered flight. The equipment w a s donned on a 15
percentile anthropomorphic dummy and placed i n a simulated CM crew couch. The
equipment was subjected to the design-limit vibration spectrum in the axial directions
at various couch positions. Vibrations input to the couch were measured by three
triaxially mounted accelerometers and recorded on magnetic tape. Vibration levels
included those possible in mission-abort conditions. The structural and leakage
integrity of all items was checked before and after each test.

Acceleration environmental exposure . - In the acceleration environmental

exposure test s e r i e s , the equipment was subjected to the design-limit acceleration
environment applicable to the CM and the L M during powered flight. The equipment
was donned on a 15 percentile anthropomorphic dummy constrained i n a simulated
spacecraft crew couch in the centrifuge facility. Acceleration levels reached a peak
of 20g * 0.3g. The test w a s performed unidirectionally, and the acceleration input was
measured by three triaxially mounted accelerometers and recorded on magnetic tape.
The structural and leakage integrity of all items was checked before and after each
test.

61

L
 Earth-landing impact environmental exposure. - During the Earth-landing impact
environmental exposure test s e r i e s , the equipment was subjected to design-limit Earth-
landing impact shock as defined for the Apollo CM. The equipment w a s placed on a
15 percentile anthropomorphic dummy and subjected to impacts producing acceleration
as high a s 35g. Acceleration was measured as previously described. The structural
and leakage integrity of all equipment w a s checked before and after each test.

Design-limit cycling of the space s u i t . - The design-limit cycling of the space-suit

test s e r i e s w a s conducted by suited test subjects cycling the suit at levels higher than
would be incurred by the crewmen during training and flight usage. These cycling tests
included donning and doffing all equipment; actuating all connections, zippers, et cetera;
and performing a s e r i e s of specific movements. The equipment was monitored continu-
ously throughout the test series. Structural and leakage capability, degradation,
et cetera, were recorded as 'a function of use cycles.

The PLSS
The PLSS w a s subjected to a total of 20 thermal-vacuum lunar mission profiles,
each lasting 3 o r 4 hours. Test conditions simulated lunar day, lunar night, and LM
cabin temperatures and p r e s s u r e s as well a s crewman heat loads and contaminant-
level inputs. The total PLSS functional performance w a s evaluated for the three possible
startup conditions: after a cold soak (116-K (-250" F) chamber wall temperature for
2 hours), after a hot soak (366-K (200" F) chamber wall temperature for 2 hours),
and at ambient conditions.

The EMI testing was conducted on the combined PLSS/OPS to evaluate suscepti-
bility to and generation of EMI. The program included investigation of radiated inter-
ference (broadband and narrow band), antenna- conducted interference, radiofrequency
radiated susceptibility, communications receiver front-end rejection, and receiver
intermodulation. During the tests, the PLSS transport-water and ventilating loops were
operative; the fan, pump, SSC mode selector switch, and OPS were cycled off and on
in various combinations to permit investigation of all possible modes of PLSS/OPS
operation. Deactivation and charging t e s t s verified the capability of the PLSS liquid
loop (both feedwater and transport water) and the primary oxygen subsystem to with-
stand charging/discharging and deactivation that might be encountered during preflight
testing and checkout and during the mission.

Phase I qualification testing of the model 5 PLSS, conducted during July and
August 1968, was performed i n three parts: EMI t e s t s were conducted on the model 5
PLSS and the OPS combined; salt fog and humidity t e s t s were conducted on the PLSS
branched-wire harness and RCU harness; and nominal-mission and design-limit testing
w a s performed on the model 5 PLSS. No serious anomalies were noted during the test.

Phase XI qualification testing of the model 5 PLSS was conducted from October 25,
1968, to January 10, 1969. A s e r i e s of performance and structural t e s t s w a s performed.
The performance t e s t s were unmanned lunar-mission-simulation thermal runs and
subsequent performance records, including SSC system evaluation. The structural
t e s t s consisted of nominal-mission PLSS and RCU vibration, thermal soaks, and
primary-oxygen-bottle burst tests. During testing, the Lexan feedwater vent indicator
cracked in the a r e a of the threaded insert. The indicator w a s subsequently redesigned

62
and successfully qualified. No other serious discrepancies a r o s e during testing, and
the model 5 PLSS successfully met all Phase I1 qualification test requirements.

Differential (delta) qualification testing of the model 6 PLSS was conducted from
January 30 to March 28, 1969. The testing was performed in three phases: EMI t e s t s
were conducted on the model 6 PLSS and OPS; environmental testing was performed on
the RCU; and the model 6 PLSS was subjected to endurance-qualification and design-
limit testing.

The qualification requirements for the model 6 PLSS were satisfied by the results
of the model 5 Phase I (Earth-orbital mission) and Phase 11 (lunar mission) qualification
test program (because of similarity of configuration) and by the model 6 delta qualifi-
cation test program. The configuration changes made between the model 5 PLSS and
the model 6 PLSS that necessitated the delta qualification testing were as follows.

1. The EVCS replaced the SSC .

2. The wiring harness had been modified to include additional-fnstrumentation

cables.

3. The terminal boxes had been redesigned to contain new or modified

components.

4. The RCU had been redesigned to contain the following new or modified com-
ponents: an EVCS mode-selector switch, a dual volume control, a push-to-talk
switch, five warning indicators, and a panel light.

5. The a l a r m control module had been modified.

6. The sublimator oxygen temperature transducer was used.

7. The PGA differential-pressure switch and transducer had been modified.

No serious discrepancies were encountered during delta qualification testing; when the
test program w a s completed, the model 6 PLSS was qualified for the lunar mission.

The formal qualification test program for the OPS was conducted from July to
November 1968. Testing was accomplished in two s e r i e s , with a separate OPS used
for each. The f i r s t s e r i e s w a s nominal-mission testing and the second was design-
limit testing. These two test s e r i e s were described in some detail e a r l i e r in this
section.

Anomalies that occurred during testing included failure of the OPS actuator to
activate the OPS and heater circuit and structural failure of the shaft and handle of the
hardcover locking pin. The actuator cable w a s readjusted under load conditions and
performed normally. The locking pin was redesigned to allow load distribution directly
i n line with the shaft. A delta qualification test was performed to verify adequacy of
the hardware changes.

63
 The delta qualification testing consisted of two nominal-mission t e s t s (one hot start
and one cold s t a r t ) , OPS actuator cycling, vibration and shock t e s t s , a high-humidity
exposure, and subsequent performance runs. On completion of the delta qualification
t e s t s , the OPS was qualified for lunar missions.

The EMU
The EMU qualification t e s t program was conducted a t various locations based on
facility availability and program schedule requirements. Garment i t e m s w e r e cycle
tested at the vendor's facility; some environmental t e s t s w e r e conducted a t the NASA
White Sands T e s t Facility i n New Mexico; and dynamic tests (vibration, shock, and
acceleration) w e r e accomplished a t the NASA Lyndon B. Johnson Space Center (JSC)
(formerly the Manned Spacecraft Center (MSC)). (End-item qualification t e s t s of the
PLSS and the OPS were conducted at the vendor's facility. ) The EMU s y s t e m EMI tests
w e r e conducted a t MSC. The EMU system Earth-orbital t e s t s w e r e performed i n the
vendor's thermal-vacuum facility. The lunar surface functional demonstration was
conducted i n the Space Environment Simulation Laboratory a t MSC.

Earth-orbital qualification tests. - The manned EMU Earth-orbital qualification

t e s t s were conducted to verify that the EMU could sustain a crewman working a t s y s t e m
specification work r a t e s while exposed to the environmental conditions of both a dayside
and a nightside Earth-orbital EVA. Verifying the ability of the crewman to accomplish
a contingency-mode EV transfer between vehicles was also a requirement of t h i s
simulation.

The t e s t environment differed somewhat f r o m the anticipated Earth-orbital

environment because of the test facility limitations. However, environmental conditions
w e r e developed to provide confidence i n the abiljty of the EMU to perform satisfactorily
during the Earth-orbital mission. The t e s t environmental conditions w e r e to subject
the EMU to the following thermal conditions i n a vacuum environment of less than
2
6.7 mN/m (9.65 x lo-' psia).

Hot-case conditions: The EMU was subjected to a total absorbed heat load of
*
1084 f 88 watts (3700 300 Btu/hr) f o r a period of a t l e a s t 3.0 hours. The heat load
w a s distributed such that the ratio of the load on the side facing the s o u r c e to that on
the opposite side was 2.4: 1. T h i s condition was imposed with the subject facing the
heat source for a t least 3 . 0 hours and facing away f r o m the heat source f o r a t least
3.0 hours.

Cold-case conditions: The EMU was subjected to a total absorbed heat load of
264 f 59 watts (900 f 200 Btu/hr) f o r a period of at l e a s t 3 . 0 hours. The heat load
was distributed s o that the ratio of the load on the side facing the s o u r c e of heat to that
on the opposite side was at least 3:l. This condition was imposed with the subject
facing away f r o m the heat source.

The EMU test performance requirements w e r e as follows.

1. Sufficient cooling shall be provided to accommodate a total metabolic expendi-

t u r e of 5064 kilojoules (4800 British thermal units) over a 3-hour period.

64
 2. Sufficient cooling shall b e provided f o r crewman metabolic work r a t e s of
586 watts (2000 Btu/hr) f o r periods of 15 minutes.

3. The crewman shall be protected f r o m thermal shock during periods of varying

t h e r m a l o r metabolic loads.

4. The crewman shall not be subcooled while working at metabolic work r a t e s of

117 watts (400 Btu/hr) f o r periods of as long as 20 minutes.

5. The local skin temperature shall not exceed 314 K (105" F), and the minimum
skin temperature shall not be less than 283 K (50" F). In emergency conditions, the
body may be allowed to absorb 129 watts (440 Btu/hr) o r to l o s e 97 watts (330 Btu/hr).

6. The temperature of the ventilating gas at the PGA inlet shall be within the
l i m i t s of 275 to 303 K (35" to 85" F), and the dewpoint shall be no g r e a t e r than 286 K
(55" F).

7. The CO, concentration i n the crewman oral-nasal area shall not exceed
A
2 2
1000 N/m (7.5 torr) during the first 2. 5 hours of operation, 1333 N/m (10.0 t o r r )
2
f o r 2.5 t o 3.0 hours of operation, o r 2000 N/m (15.0 t o r r ) beyond 3 hours of operation.

8. A sufficient oxygen supply shall be provided to maintain life for 30 minutes i n

a purge mode requiring an oxygen flow of 3.63 kg/hr ( 8 lb/hr). The purge mode shall
be configured to enable activation by an unassisted crewman during EV operation.

9. Antiglare protection and maintenance of normal vision shall be provided.

10. Satisfactory human factors (reach, mobility, etc. ) shall be provided.

On completion of the t e s t , the EMU was qualified for Earth-orbital missions.

Lunar surface demonstration . - A lunar surface functional demonstration was

conducted to qualify the EMU f o r normal mode use i n crewman life support during the
lunar exploration phase of the Apollo P r o g r a m . The lunar s u r f a c e environments,
lunar-stay duration, and crewman metabolic loads, a s defined i n the design reference
mission, w e r e simulated. The test was conducted i n a thermal-vacuum chamber that
w a s fitted with a means of exercising to obtain metabolic r a t e s while the t e s t crewman
w a s exposed to specific lunar environments. The following t e s t s were conducted.

1. A lunar-plain night t e s t was conducted to demonstrate the ability of the EMU

to support the crewman during a lunar-plain night o r while working in a shadow.

2. A lunar-plain day t e s t was conducted to demonstrate the capability of the EMU

to support the crewman properly during a lunar-plain day with a 33" Sun angle.

3 . L u n a r - c r a t e r day t e s t s w e r e conducted to demonstrate the capability of the

EMU to support the crewman properly during a lunar day i n a 10: 1 aspect-ratio spherical
c I A a L c A .vr:+h
....-+A- WAUA ~1,, 2 2 "
w v a c g ! ~zfid w i t h 2. 48" Sun angle.

65
 4. A cold-soak test was conducted to evaluate the ability of the EMU to
maintain body temperatures under worst- case cold conditions.

5. A hot-case test was conducted to define the performance envelope during the
lunar day in c r a t e r s with aspect ratios of lo:& 8:1, 6:1, and 5:l.
The following performance requirements were met.

1. The EMU will support tasks producing metabolic heat loads predicted for lunar
surface activities i n lunar surface environments.

2. The EMU can be operated by an Apollo crewman satisfactorily €or the duration
and sequence delineated by the Apollo design reference mission.

3. The thermal protection of the ITMG is adequate to maintain crewman comfort

and to maintain the skin temperature of the crewman's hands and feet between 289 and
316 K (60" and 110" F).

CREW SUPPORT EQUl PMENT

Ventilators
Ventilators a r e portable sources of cryogenic air o r oxygen used with suited
crewmen. They were used on Project Mercury and the Gemini Program to a l e s s e r
degree. The ventilators used i n the Apollo Program were used for three distinct
purposes.

The Apollo portable oxygen ventilator (POV) (fig. 50) is designed primarily to
maintain a crewman o r a test subject in a preoxygenated state before launch o r altitude
testing. Because of the decompression involved, nitrogen must be purged from the
subject to avoid the bends, and i t is imperative that the subject be maintained in a
100-percent-oxygen environment for several hours before decompression. The POV
is a hand-carried, self-contained, life-support unit capable of performing this function
while providing some degree of cooling. For training u s e when altitude will not exceed
3048 meters (10 000 feet), liquid air can be substituted for the liquid oxygen (LOX).
There is no change i n the requirements of the specification if liquid air is substituted
for LOX. The operation of the unit is relatively simple. The LOX o r the liquid air is
stored in a Dewar flask. A buildup valve allows some liquid to boil, maintaining the
2
p r e s s u r e at 1034 to 1103 kN/m (150 to 160 psig). Opening the supply valve allows this
p r e s s u r e to force liquid out the bottom of the Dewar flask into a heat exchanger. The
liquid boils and absorbs heat i n a s e r i e s of heat exchangers. A diverter valve a l t e r s
flow through a heat exchanger to regulate the gas temperature. The gas then is
routed to the diffusion pump and exhausted through an ejector into the suit loop. The
gas, having achieved a high velocity at the ejector, impinges on the gas in the suit
3
loop, providing the force for a ventilation flow of at least 0.28 m /min (10.0 scfm).
This ventilation flow passes through one of two 1.8-meter (6 foot) long umbilicals to
the suited subject. The ventilating flow provides oxygen for breathing and cooling and
also absorbs moisture emitted by the subject. The flow r e t u r n s through the other

66
umbilical. A PCV maintains a positive
2
p r e s s u r e of 2.5 kN/m
(10 inches of water
3
by dumping approximately 0.04 rn /min
(1. 5 cfm). The flow is cooled, dehumidi-
fied, and returned to the diffusion pump for
reuse.

The open- loop ventilator is s i m i l a r

in operation and function to the POV except
that it is used only with helmet and gloves
off f o r cooling purposes. The open-loop
ventilator u s e s liquid air rather than oxy-
gen and weighs 9. 53 kilograms (21 pounds)
when filled with 0.003 cubic m e t e r (3 liters)
of liquid air.

The cryogenic pack (fig. 51) is a

liquid-air ventilator housed in the same
envelope as the PLSS and worn on the back
f o r mission simulations. The cryogenic
pack p r e s s u r i z e s the suit to 17 to 25.5
2
kN/m (2.5 to 3.7 psi) and operates for 90
minutes on a full charge. The suit inter-
faces are the s a m e as f o r a n actual PLSS Figure 50. - Portable oxygen ventilator.
except that the cryogenic pack does not have
the water and communication connections.
The charged weight, with mockups of the
OPS and controls, is approximately 31.75
kilograms (70 pounds).

Mockups
Mockups of flight hardware were used
extensively in the development of the EMU
f o r the Apollo Program. Some examples of
the uses of mockups are spacecraft f i t
checks; one-g, 1/6-g, and zero-g vehicle
ingress and e g r e s s simulations; harness f i t -
tings; suit and EMU interface tests; crew
training; hardware evaluation; burn tests;
vehicle stowage reviews; evaluation of pro-
t otypes ; administrative demonst rations ; and Figure 51. - Cryogenic pack.
display purposes. Mockups were used for
these purposes because either the flight
hardware was not delivered o r the use of
flight hardware was impractical o r unnecessary. The weight and the stringent preflight
handling requirements of the flight units precluded the u s e of actual flight hardware i n
m-any ir,ct.r,ces.

67
 The most frequently used mockups w e r e PLSS and OPS controls mockups. The
weight of these units was approximately half that of the flight units. The units had
envelope dimensions and PGA interfaces identical to the PLSS and the OPS. Also,
all crewman and vehicle interfaces (i.e . , controls, connectors, and hardpoints) were
flight configured. Early i n the program, special mockup connectors were built, but
i
actual flight-type connectors were found to be better f o r training purposes. In addition,
the cost of building only one configuration connector (flight type) was less expensive
than building two configurations (flight and mockup).

Heavyweight mockups were made by weighting the control mockups. These

heavyweight mockups were used for reduced-gravity flights, hardware testing, and
crew training.

Three of the early configuration

PLSS's were made obsolete by major design
changes and were subsequently used f o r
training purposes and as display units.
Very early in the program, wooden mock-
ups of batteries and cartridges were used.
These were replaced with expended bat-
t e r i e s and obsolete cartridges when they
became available.

Pad Emergency Air Pack

The pad emergency air pack (PEAP)
(fig. 52) is a portable package designed to
supply breathing air during emergency
e g r e s s operations at the launch pad. The
surface is contoured to accommodate the
upper front part of the torso. The PEAP is
designed such that the operations required
to connect to the PGA and activate the sys-
tem a r e minimal and can be performed by
an unassisted crewman using either one o r
both gloved hands under adverse emergency
conditions (including impaired vision). The
PEAP provides an airflow into the PGA a t a
rate sufficient to maintain the C 0 2 level
within acceptable limits during the evacua-
tion period. The unit consists of an oxygen
supply capable of maintaining a gas flow of
0.12178 * 0.0023 kg/min (0.2685 0.005
lbm/min) at a temperature of 294 K (70" F)
2
and at a regulated p r e s s u r e of 563 kN/m
*
(81. 7 psia) for 4.25 0. 25 minutes. In-
ternal suit p r e s s u r e is maintained by a Figure 52. - Pad emergency air pack.
suit purge valve provided f o r installation

68
 in the PGA outlet gas con nctor . The purge valve acts as a p r e s s u r e controller to main-
2
tain a suit p r e s s u r e of 373 N/m (1. 5 inches ofwater) at the specified flow rate. The
valve is color coded red. A flexible supply umbilical with a male-type connector is
provided to mate with the PGAinlet gas connector recepticles . This connector is color
coded blue. The PEAP has an on/off - type valve located on the air pack to control
oxygen flow. Stowage points on the pack are used for stowing the supply umbilical and
the system purge valve.

CONCLUDING REMARKS

The extravehicular mobility unit was successfully used f o r the f i r s t time during
the Apollo 9 Earth-orbital mission. Performance of the hardware was excellent and it
was deemed fully acceptable f o r u s e on the Apollo 11 mission, the f i r s t lunar landing
mission .

On July 20, 1969, man took his f i r s t step onto the s u r f a c e of the Moon and collected
scientific data while his life was sustained by the extravehicular mobility unit. Through-
out the Apollo P r o g r a m , this unit was used to provide a habitable environment f o r 16
different crewmen on 7 different missions. It provided m o r e than 160 man-hours of
life- supporting environment on the Moon with no significant problems.

The value of the developmental approach used i n this program was demonstrated
by the successful u s e of the extravehicular mobility unit on the Apollo 11 mission and
all subsequent manned lunar landing missions.

Lyndon B. Johnson Space Center

National Aeronautics and Space Administration
Houston, Texas, March 27, 1975
9 14- 50-80-01-72

NASA-Langley, 1975 s- 440 69