All language subtitles for Impossible Engineering s03e07 International Space Station.eng

Today
on "Impossible Engineering"...

The international space station,

the largest structure
ever built in space.

The engineering that's gone into
the international space station,

it is phenomenal.

To create a base
that's out of this world...

To see this amazing
invention fly

into the international
space station

is the most incredible thing
I could possibly hope for.

Engineers must turn

to revolutionary
innovations of the past...

Oh, my god,
it's actually flying!

To make the impossible possible.

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www.Vitac.Com

captions paid for by
discovery communications

space exploration is
entering a new era.

After decades of innovation,
aerospace engineers

are preparing to send
the first astronauts

to Mars and beyond.

And this giant leap
could provide the key

to colonizing the galaxy.

And central to making
this possible

is the International
Space Station.

The International Space
Station's hugely important

in the future of human space
flight and exploration.

We have to master
a number of things, though,

so we can go further into space.

For astronaut major Tim Peake,

his first visit
was career-defining.

I had a huge "wow" moment
when you look and see it

in all of its glory
in the sunlight.

It is a marvel
of human engineering.

Orbiting the planet
every 90 minutes,

the $100 billion cosmic
laboratory

is the largest human-made
object in space.

Measuring over 320 feet
end to end

and weighing around 450 tons,

it has the same habitable
space as a Boeing 747.

Powered by over 32,000
square feet of solar arrays

and producing its own air
and water,

the I.S.S. can host six
astronauts in a completely

unique working environment.

And the interplanetary
work being done here

has never been more crucial.

We're conducting research into
how humans and robots interact.

This is going to be
very important moving forward

for lunar missions
and for our martian missions.

So, five plants from the top.

We're also growing
food in space.

We're trying to learn
how can we make

a closed life-support cycle.

This is the kind of research
that's going to help us

with those future space
exploration missions.

But as research intensifies,

so too must the journeys
to the station.

And back on Earth,
private aerospace engineers

like John Curry must
overcome a specific problem.

The space shuttle
was retired in 2011.

And when we lost
the space-shuttle capability,

we lost a huge amount
of capability

to service the space station.

To make the journey,
astronauts must now travel

to Kazakhstan for a costly ride

aboard the Russian's
Soyuz rocket.

So NASA is turning to the
private-space-flight industry

for a more
cost-effective approach.

Re-usability of hardware
can play a really important role

in trying to reduce the cost

and improve access to space.

So, how do you build an
inexpensive reusable spacecraft?

To do this, engineers must look
to the pioneering

innovators of the past.

Space historian Amy Shira Teitel
is exploring Edwards air force

base deep in California's

Mojave desert to discover
the breakthrough engineering

that seemingly defies
the laws of physics.

Oh, wow.

Okay, this is awesome.

Nicknamed "the flying bathtub,"

the M2-F1 was a prototype plane
built in 1963.

If you look at, it doesn't look
like it should be able to fly.

But in reality,
it actually pioneered

a whole new way of flying.

American engineer Dale Reed
designed this unusual aircraft.

Because of the high cost
of disposable space capsules,

NASA wanted a reusable vehicle
that could land on a runway.

But the wings of
a traditional aircraft

would burn up
during reentry from space.

So engineers had to completely
rip up the aerodynamics handbook

and start again.

The shape of a conventional wing

is what gives
an aircraft its lift.

As air flows over
the curved top, it speeds up,

creating an area of low pressure

while airflow underneath
remains constant.

This pressure difference between
the two airflows produces lift.

But Reed got rid
of the wings altogether.

And in April 1963, he tested
a prototype that relied

on the turbulent airflow
underneath the body,

hoping to generate lift.

Now, because the M2-F1
didn't have any motor,

he had to find
an alternate power source...

A Pontiac Catalina.

The plan was to tow
the lifting body behind the car

to see if it would
actually generate lift.

So even though the vehicle
itself doesn't have wings,

Reed hoped that because the body
is shaped like a wing,

it would fly under
the same principles.

During the original test,

the Catalina towed the M2-F1
across a dry lake bed.

All right, we're rolling.

And it's rolling,
and that's exciting.

It looks like it's trying
to nose up every so slightly.

Ooh!

Come on, come on!

It looks like it might
get off the ground.

It's flying!

Oh, my god,
it's actually flying!

I can't believe it actually
got off the ground.

As the M2-F1 reached
86 miles-per-hour,

it lifted off the ground.

Although only by a small amount,

Reed's theory stood up
to the test.

John Curry and his team

at the Sierra Nevada
corporation in Colorado

are taking Reed's concept
to a whole new level.

This design is one of the most
incredible pieces of engineering

I have ever been lucky enough
to be part of.

It is going to change the world
of space transportation.

The all-new dream chaser
is revolutionary.

This reusable lifting-body
spaceplane will carry both cargo

and up to seven crew
to the space station.

To make this epic journey,

it will launch on
an atlas V rocket.

Once in space,

it will make the two-day voyage
to the I.S.S.

Using it's own propulsion.

We use our thrusters
to get us there.

Nitrous and propane, 22 of them
that can both orient the vehicle

and can actually push
the vehicle through space.

Wonderful capability.

But the return trip
into the Earth's atmosphere

is where Reed's innovations
come into play.

When you start in space, you're
moving at 17,500 miles an hour.

As you go through
the atmosphere now,

the dream chaser then
is able to take

that 17,000 miles-per-hour

and absorb all that heat
that the atmosphere creates

onto this shape

and protect the cargo
and the crew inside the vehicle.

The wings here,
they're just on the edges

and they're just
providing the control

like sails on a sailship.

Whereas all the lift is being
provided by the body itself.

And in October 2013, that theory
is put into practice.

Engineers conduct a series
of drop tests high above

the California desert.

Three, two, one,
release release release.

When the dream chaser returns
from its first mission in 2020,

this new spaceplane
will touch down

using a unique nose skid
landing system.

The great thing about
the lifting-body design

is it does so well
at the high altitudes

and then also does well
at the low altitudes

such that we can touch down
at about 200 miles-an-hour,

and then roll out to a wheel
stop on any conventional runway.

Because of its
transformative design,

each dream chaser will be used
for at least 15 missions.

The opportunity for us to get to
see this amazing invention fly

into space to the international
space station

and back again
is the most incredible thing

I could possibly hope for.

But to ensure regular
cost-effective missions,

NASA needs more than one
type of spacecraft.

And to design them safely,
engineers must look to

the trailblazing innovators
of the past...

Oh, my god!

It looks like it could
potentially break his neck.

To produce more
impossible engineering.

The international
space station...

The largest structure
built beyond Earth.

Travelling over
17,000 miles-per-hour,

this cosmic laboratory

orbits the world
every 90 minutes,

providing a staging area
for deep-space exploration.

Liftoff of Tim Kopra,
Yuri Malenchenko,

and Timothy Peake.

That 8-minute
48-second ride into space

is just the most thrilling ride
you could possibly imagine.

But with increased demand
for travel to the I.S.S.,

cost-effective spacecraft
are crucial.

And the American
aerospace company Boeing

is rising the challenge.

Aerospace engineer Melanie Weber
is helping to design

the company's first
reusable space capsule.

The Boeing CST-100 starliner
is a space-transportation system

which is comprised of
a pressurized crew module

and a service module.

But unlike NASA's capsules
that landed in the water,

the starliner will be
the first U.S. crew module

to land on solid ground.

This is going to be
incredibly difficult.

In the past, water
landings were favored

because water was good
at attenuating the impact.

But unfortunately,
it's not really good

at reusability of a vehicle.

Landing on land, or course,

presents a unique
set of challenges.

And there's been a lot of
analysis and models

that we've had to go through.

There is no second chances when
it comes to landing on land.

So, how do you design a module
that can survive a ground impact

after travelling from space?

To attempt this feat,
engineers must look

to an unexpected
innovation from the past.

Once upon a time, crashing
wasn't really a problem

because the world
moved so slowly.

- Ooh.
- Oh, terribly sorry, old chap.

Not at all, old bean.

But as transport
became faster...

Yee-ha!

Accidents became more dangerous.

Aah!

Consarn it!

However, it wasn't until the
invention of the automobile...

Yoo-hoo!

Hey, girls!

That safety was taken seriously.

And in 1959, Swedish
inventor Nils Bohlin

released the patent
for the three-point seat belt

that we know today.

But as the automobile
really took off,

it became clear that
more safety was needed.

At the Thachum vehicle testing
centre in the south of England,

physicist Suzie Sheehy
is investigating

how the need
for better car safety

led to an engineering
breakthrough.

We're about to run a test
simulating a frontal impact

as if this rig was being hit
from the front

exerting a force of 16 gs
on our dummy friend here.

But unlike traditional methods
of crash testing

where the test car moves
towards an object,

this pneumatically-powered

sled will fire
the test car backwards,

replicating the forces
of a head-on impact

at 31 miles-per-hour

in a mere 125 milliseconds.

Do you think he knows
what's coming?

Three, two, one.

That was so fast!

It almost gave me
a heart attack!

Playing the footage back
in slow motion

reveals the true force
of the collision.

So, I can see him
sliding forwards

really violently
towards the dash.

It's quite disturbing.

Oh, oh, his head's come all
the way down, craning his neck.

Okay, that looks painful.

It looks like it could
potentially break his neck.

Early attempts to solve
this potentially-fatal problem

had little success.

But then in 1968,

explosives expert Allen breed

discovered a dynamic solution.

Breed that realized
that an explosion

could create a lot
of gas really quickly,

so what he used was
a trigger sensor

and a compound
called sodium azide

which releases a lot of nitrogen
really quickly when it's heated.

And that was all packed
into a section in the center

of the steering wheel.

But that didn't solve
all the problems of the airbag.

This is the problem
that breed had to overcome.

This roasting bag here
represents my airbag.

If I squeeze it,
rather than being soft,

the air pressure inside
makes it actually quite hard.

And rather than absorbing
the impact of the crash,

you would just bounce
straight back off it,

which would potentially
make the injuries much worse.

What Allen breed came up with

was a system of vents specially

designed to let gas escape
after it had been inflated.

So if cut some vent holes
in this one...

this time,
the bag deflates slowly,

cushioning the blow
and absorbing the impact.

It's a simple but ingenious
solution to the problem.

To test the effectiveness
of breed's design,

engineers run the test again.

I feel nervous.

But this time, the team
installs a modern airbag system.

Three, two, one.

Oh, my god!

In slow motion, the explosive
breakthrough becomes clear.

Just there, just before
he hit the bag,

it was actually
already deflating

because the vents in the side
are designed to release

just the right amount of gas

and then start deflating
so that as he hits it,

the deflation is absorbing
the impact of the crash.

It's estimated this incredible
innovation has so far saved

the lives of over 40,000 people

in the United States alone.

Boeing engineers are taken
the principle of Allen breed's

revolutionary car airbag
and super-sizing it.

What we have in front here
is a flight-like

full-scale
outer airbag assembly.

As we're reentering
the atmosphere,

we'll be going supersonic

and the parachutes
will decelerate us to about 10

to 30 miles-per-hour on landing.

And that's where the module's
air-cushioning system

comes into play.

Positioned underneath
the capsule's heat shield,

six giant airbags inflate

as the capsule drifts
back down to Earth.

They are filled using a series
of high-pressurized gas bottles

that are flowed into
the airbag assemblies

through a series
of manifolds and valves.

And just like breed's
car-airbag innovation,

ensuring the vent size
is correct is crucial

to the capsule's safe landing.

As we land, the airbags
will cushion the vehicle

and vents will open up
to allow the gas

in the airbags to escape.

That's important because
if they didn't escape,

these bags would be rigid

and you could actually
bounce off upon landing.

Although this may appear
to be an abrupt landing,

this breakthrough system
cushions the capsule

so effectively
that each starliner

will be able to make the
250-mile journey to the I.S.S.

Up to 10 times.

In my opinion,
the airbag-inflation system

is one of the most
unique engineering marvels

to come out of spaceflight.

Providing cost-effective travel
to the space station

is one challenge,

but maintaining its structure
once there is quite another.

This step requires more help
from history's innovators...

to create more
impossible engineering.

The international space station.

As the latest cosmic
laboratory ever built,

it is a hotbed
of cutting-edge research.

In any six-month period,
we will conduct about 250

to 300 experiments
on board the space station.

Orbiting the Earth
for almost two decades,

this monumental
piece of space hardware

is the definitive proving ground

for all future space technology.

And NASA project manager
Rajib Dasgupta is focusing

on one of the station's
most epic challenges.

Eventually, when we go
to moon or the Mars,

we will need
long-duration habitats

for the astronauts to live.

Habitation modules like those
on the station

are 26x13 feet
high-grade aluminum,

and were delivered
by the space shuttle.

But as the emerging fleet
of new space vehicles

only have a fraction
of the shuttle's capacity,

engineers are developing
a mind-boggling solution...

Expandable modules.

What you see is
a full-scale mockup

of the Bigelow expandable
activity module.

The main advantage
of an expandable module

is to provide
a permanent habitation system

that could be launched
at fraction of its final volume.

Right now, this module is on
the international space station.

Packed for launch,
this module measures

just eight feet in diameter.

But once inflated, its internal
habitable volume expands

to an impressive 550 cubic feet.

Composed of two metal bulkheads
and multiple layers of fabric,

including the same
Kevlar-like material

used in bulletproof vests,
this expandable module

withstands both
internal air pressure

and the extremes of space.

When you put air in there,

the Kevlar-like
structural restraint

is taking the loads

that resists
the action to burst.

In April 2016,
the Bigelow expandable

activity module begins
its two-year trial.

After docking, air from inside
the station inflates the module.

Once it reaches full length,

eight tanks inside
the module open

and fill it to the appropriate
air pressure.

The expanding process
was very interesting to see.

It actually sounded like
popcorn going off...

as slowly, the air pressure
expanded the module,

breaking the small straps
that were keeping it compacted.

Astronauts
will monitor B.E.A.M.'S

performance with a view
to colonizing the galaxy.

Expandables
can really revolutionize

deep-space habitats.

Kevlar or Kevlar-like
restraint materials,

they actually
offer higher strength

than aluminum on
an equal-to-equal weight basis.

So because of that,
the structural integrity

of these expandable
modules are extremely good.

As the station evolves in
the harsh conditions of space,

engineers must maintain
its structural integrity

in the face of constant threats.

When you think about how
the space station started

and the demanding,
harsh environment of the vacuum,

the thermal extremes,
the radiation,

the micrometeorites,

it's truly a remarkable
feat of engineering.

You can see chips in the window.

For example,
in the cupola window,

one of them has
a significant chip in it

caused by space debris.

The I.S.S.
Is vulnerable to damage

from even
the smallest particles.

An object the size
of a speck of paint

made this chip in the glass.

To make repairs, astronauts must
perform risky spacewalks.

But to enter an environment
so completely hostile

to human beings, astronauts need
extremely complex hardware.

And aerospace engineer rob Boyle
is fitting them

for the many challenges.

The spacesuit has to allow you

to locomote around
the spacecraft.

It has to provide pressure.

It has to keep you
thermally comfortable.

And it has to allow you
to communicate

with your other crew members.

So every subsystem you think
of in a normal spacecraft exists

in a spacesuit.

One of the most complex problems

is how to provide astronauts
with enough oxygen

over a long period
outside the station.

You need an enormous amount
of air to do a six-hour

spacewalk with straight tankage.

So, since oxygen's such
a critical resource in space,

we want to use it
as efficiently as possible.

With oxygen in limited supply,
how can engineers provide life

support for astronauts
on an eight-hour spacewalk?

To keep astronauts alive,

engineers must look to
a great innovator

from the past...

to make the impossible possible.

The international space station
is the largest machine

ever built in space.

But to keep astronauts alive
outside of it

in the harsh environment
of space,

engineers must look to
a great innovator from the past.

Engineer Luke Bisby is diving
in an aquarium

in Manchester, England,
to discover

how scientists first mastered
the art of breathing underwater.

But in 1878,

when pioneering dive engineer

Henry Fleuss experienced
these problems firsthand,

he developed
an ingenious solution.

When we breathe, we convert
oxygen into carbon dioxide.

But not all of the oxygen
that we breathe in is converted.

In fact, about 75%
of that oxygen remains

in the air that we exhale.

Now, Fleuss' idea
was to recycle our breath,

filtering out the carbon dioxide

and topping up the oxygen.

This breathing apparatus
once used by firefighters

reveals Fleuss'
radical innovation.

When they exhaled, the gas
would pass through this tube

and down into
the scrubber bag here.

And this is where
the carbon dioxide is removed.

The gas would then pass up
through this valve

where the oxygen levels
are topped up

using this tank of oxygen
that's on my back.

And the air then passes
into this chamber where it mixes

before then passing back up

to the mouthpiece to give
the makeup air for the diver.

And this is called a rebreahter,
and it allows divers

to safely use
all of the oxygen in the air

rather than just
a small proportion of it.

And on the biggest engineering
project of his time,

Fleuss had to use
his revolutionary

but still untested rebreather.

I'm inside the Severn tunnel
underneath the Severn river.

And this was a project
of astronomical proportions

when it was first conceived.

Starting in 1873,

this rail tunnel,
more than four miles long,

was designed to connect England
and wales,

but soon, disaster struck

when workers on the welsh side
hit an underground spring,

flooding the tunnel completely.

A series of watertight doors
had been installed to isolate

any serious leaks.

But in the rush
to escape the flood,

the workers didn't manage
to get them shut.

Engineers couldn't begin
pumping out the water

without closing the doors.

Desperate to get beyond
the limitations

of a surface-fed breathing tube,

the tunnel engineers
summoned Fleuss.

With Fleuss'
experimental rebreather,

a diver was able to go
a much greater distance

to close the doors,

spending nearly three
hours underwater.

Today, the great spring
is safely sealed

behind the tunnel walls.

With the tunnel secure,
the water could be pumped out

and the work completed.

For 100 years, this remained
the longest underwater tunnel

anywhere in the world.

And this incredible
engineering achievement

couldn't have been possible
without Henry Fleuss

and his amazing rebreather.

Back at NASA, the team is
expanding on Fleuss' invention

to create
a one-person spacecraft.

This is the NASA e.M.U.,

or extra vehicular
mobility unit.

It's what astronauts use on the
international space station

when they do a spacewalk.

The NASA spacesuit
has life-support backpack.

That's on the back.

Like Fleuss' rebreather,
the primary life-support system

worn on the back
provides breathable air.

A centrifugal fan draws exhaled
breath into the unit.

Carbon dioxide is filtered out,

and humidity is removed
before more oxygen is added

and fed back into the helmet.

A supplement of only
1.2 pounds of oxygen

is all that's needed
for an eight-hour spacewalk.

The oxygen tankage, as far
as efficiency in this suit,

is very state-of-the-art.

You can't build a smaller
oxygen system

that would provide what we need.

It's an incredible
piece of engineering.

But to work inside them, low air
pressure must be established,

so the astronauts must
breathe pure oxygen

for several hours.

This rids their bodies
of nitrogen,

which alters at low pressure.

Once conditioned, they're ready
to de-pressurize and go outside.

The advanced spacesuit teams,

they come to us
for state-of-the-art.

They say, "what are you guys
doing, and how can we adapt

that to go back to the moon,
to go to Mars..."

Go wherever they want to go.

It's fantastic to be part of it.

But this is only part
of the challenge.

To take the next giant
leap in space,

engineers must look to

the trailblazing innovators
of the past...

Wow. This is cool.

A testament to the brilliance
of the men and women involved

in this
incredible piece of engineering.

To create more
impossible engineering.

Constructed over
13 years across 40 missions,

the international space station

is the largest human-made
object in space.

Consisting of 15 revolutionary
pressurized modules,

including three science labs,
the I.S.S.

Has the internal volume
of a six-bedroom house.

But not all of the scientific
work is conducted inside.

For the crew to leave
the station,

flight operations engineer
Aaron Decker

must prepare them
for a complex procedure.

You can imagine if you just
opened up a hatch,

all the atmosphere
in the space station

is going to go out into space.

So we need the ability
to break off just a small volume

so the astronauts can go outside

and we don't waste
all of the atmosphere

that's in the rest
of the space station.

So, how do you maintain
the pressure inside the station,

but allow the astronauts
to walk outside?

To do this, the team at NASA
must rely

on another great innovator
from the past.

This is amazing.

Physicist Andrew Steele is
on top of the Eiffel Tower

to unEarth the
groundbreaking design

that keeps this iconic
marvel standing.

Wow. This is cool.

Normally, you'd never
be able to come here.

And this is
a beautiful view of Paris.

Built by renowned French
engineer Gustave Eiffel

and standing
nearly 1,000 feet tall,

the Eiffel Tower
is one of the most

well-known structures
in the world.

But actually, although this is
a great view of Paris,

it's not what's up here that
we're interested in looking at.

Work on the towers' foundations

began on the 28th
of January, 1887.

And for the south
and the east towers,

the condition to
the ground were perfect.

Compact Clay and gravel
provided solid support,

but the ground under the north

and west towers,
nearest the river seine,

was much more problematic.

This side of the tower
was waterlogged.

If Eiffel's tower
was going to get built,

they'd need to find
a way to dig through

that waterlogged soil
to the solid bedrock beneath.

To prevent water from flooding
these excavations,

French mining engineer
Jacques Triger

developed an innovative
pressurized tube system.

Originally, he designed it
to prevent groundwater

from flooding mine shafts.

So, imagine that this tank

represents that
waterlogged ground.

Obviously, we can see
it's not really working out

very well here
for our little worker, Claude.

So what we need is this thing,
which represents Triger's tube.

And I just pop that
into the water there.

It's got a little hole
in the bottom

which you can poke through.

But as you can see,
so far, not much use.

He's still very much
under the water.

So what we need to do
is increase the pressure inside

that bottle
and force the water out.

And I'm just going to do
that by blowing.

Ooh, there we go.

And as long as I keep my thumb
safely over the end here,

then that pressurized air
stays in there

and forces that water
to stay outside the bottle.

But we quite quickly
encounter a problem,

because once he's finished with
that pickax he wants to go home

and have his dinner...

How is going to get out
of this bottle?

Well, let's imagine that he
wants to come out of the tube.

Then, we open it up.

Oh, no. Poor little guy.

The water level
just comes back up

to where it was,
and I think he's drowned.

So, obviously, what we need
is some kind of mechanism

that can allow him
to leave that chamber

without changing the pressure.

That thing was called
a pressure box.

And these days,
we call it an airlock.

To leave the working chamber,

the central chamber
was pressurized

to that same
atmospheric pressure.

Workers then entered
the central chamber,

which was gradually
de-pressurized

to the normal
atmospheric pressure.

They could then open
a second door leading outside.

To enter, the process
was simply reversed.

Triger's revolutionary
metal boxes,

or pneumatic caissons,

worked at the Eiffel Tower
with great success.

When they eventually hit the
bedrock about 22 meters down,

they poured quick-drying cement
into the holes

and topped it off with limestone

and layers of cut stone.

When construction was completed,
Eiffel had the names

of 72 engineers, scientists,

and mathematicians who
he thought had been essential

to the success
of the project engraved

on the side of the tower.

And one of those names
is Jacques Triger.

But using Triger's innovation

below Earth's floor
is one thing.

Adapting it for the harsh
conditions of space

is another story.

To make the airlocks on the
I.S.S. Work without a hitch...

It's probably the moment
of most apprehension,

when you know that
you're losing all the air

from the space around you.

Engineers must make
the impossible possible.

The international space station

is the largest machine
built in space.

But transitioning astronauts

from Earth's
atmospheric pressure

to the vacuum of space relies
on an innovative

breakthrough of the past...
The airlock.

And at the Johnson
space center in Houston,

NASA engineers
are giving airlocks

a 21st-century makeover.

This is the joint airlock module

on the international
space station.

This module gives us the ability
to go out and do a spacewalk.

Measuring over 16 feet long
and 13 feet wide,

the airlock is
the astronaut's doorway

into the vacuum of space.

They'll go into volume here,
which is the crewlock,

and then we close this hatch.

And that allows us
to de-pressurize

the crewlock portion to vacuum.

When the astronauts step
outside and perform

a spacewalk for the first time,

it's an outstanding feeling.

And Tim Peake has
experienced this firsthand.

For a rookie spacewalk,
it is probably the moment

of most apprehension

when you know that you're
losing all the air

from the space around you.

And for me, when Tim Kopra
then opened the hatch

and the sunlight
kind of flooded in,

that was the best moment
because I was just

so ready to go outside

and get to work
and start the spacewalk.

It was wonderful.

All right gentlemen,
looking great.

Glad to see you both
out there together

on the tip of the world.

Spectacular.

Every spacewalker gets
a few minutes

just to adapt
to that new environment

at the beginning
of the spacewalk.

Great news. Thanks, Tim.

For me, that was
a wonderful opportunity

just to look down
on planet Earth.

And that was just wonderful
to be able to see that.

The international space station
is humanity's gateway

to the rest of the universe.

The engineering that's gone into
the international space station,

it is phenomenal.

Our future in terms
of humanity's exploration

of the solar system,
for me, is very important.

And the space station
is going to help us

take those next stepping stones.

And supported those steps
are some of the brightest minds

in aerospace engineering.

I'm extremely excited
to be a part of this.

It's something that I've lived
my whole life for.

I love being part of human
space exploration.

By drawing on the innovations
of the past,

adapting them,

improving them,

and making discoveries
of their own,

these groundbreaking engineers

are making
the impossible possible.

Whilst on the ground
there can be differences

between the nations involved,

it seems that in space
we have a great example

of how we all work together
towards a common goal.

And it's a huge privilege
to be part of that.

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