An Apollo 8 Christmas Dinner Surprise: Turkey and Gravy Make Space History

An Apollo 8 Christmas Dinner Surprise: Turkey and Gravy Make Space History

6 min read

Preparations for Next Moonwalk Simulations Underway (and Underwater)

On Christmas Day in 1968, the three-man Apollo 8 crew of Frank Borman, Jim Lovell, and Bill Anders found a surprise in their food locker: a specially packed Christmas dinner wrapped in foil and decorated with red and green ribbons. Something as simple as a “home-cooked meal,” or as close as NASA could get for a spaceflight at the time, greatly improved the crew’s morale and appetite. More importantly, the meal marked a turning point in space food history.

Portrait of the Apollo 8 crew
The prime crew of the Apollo 8 lunar orbit mission pose for a portrait next to the Apollo Mission Simulator at the Kennedy Space Center (KSC). Left to right, they are James A. Lovell Jr., command module pilot; William A. Anders, lunar module pilot; and Frank Borman, commander.
NASA

On their way to the Moon, the Apollo 8 crew was not very hungry. Food scientist Malcolm Smith later documented just how little the crew ate. Borman ate the least of the three, eating only 881 calories on day two, which concerned flight surgeon Chuck Berry. Most of the food, Borman later explained, was “unappetizing.” The crew ate few of the compressed, bite-sized items, and when they rehydrated their meals, the food took on the flavor of their wrappings instead of the actual food in the container. “If that doesn’t sound like a rousing endorsement, it isn’t,” he told viewers watching the Apollo 8 crew in space ahead of their surprise meal. As Anders demonstrated to the television audience how the astronauts prepared a meal and ate in space, Borman announced his wish, that folks back on Earth would “have better Christmas dinners” than the one the flight crew would be consuming that day.1

If that doesn’t sound like a rousing endorsement, it isn’t.

Frank Borman

Frank Borman

Apollo 8 Astronaut

Over the 1960s, there were many complaints about the food from astronauts and others working at the Manned Spacecraft Center (now NASA’s Johnson Space Center). After evaluating the food that the Apollo 8 crew would be consuming onboard their upcoming flight, Apollo 9 astronaut Jim McDivitt penciled a note to the food lab about his in-flight preferences. Using the back of the Apollo 8 crew menu, he directed them to decrease the number of compressed bite-sized items “to a bare minimum” and to include more meat and potato items. “I get awfully hungry,” he wrote, “and I’m afraid I’m going to starve to death on that menu.”2

In 1969, Rita Rapp, a physiologist who led the Apollo Food System team, asked Donald Arabian, head of the Mission Evaluation Room, to evaluate a four-day food supply used for the Apollo missions. Arabian identified himself as someone who “would eat almost anything. … you might say [I am] somewhat of a human garbage can.” But even he found the food lacked the flavor, aroma, appearance, texture, and taste he was accustomed to. At the end of his four-day assessment he concluded that “the pleasures of eating were lost to the point where interest in eating was essentially curtailed.”3

An array of food items and related implements used on the Gemini-Titan 4 mission
Food used on the Gemini-Titan IV flight. Packages include beef sandwich cubes, strawberry cereal cubes, dehydrated peaches, and dehydrated beef and gravy. A water gun on the Gemini spacecraft is used to reconstitute the dehydrated food and scissors are used to open the packaging.
NASA

Apollo 8 commander Frank Borman concurred with Arabian’s assessment of the Apollo food. The one item Borman enjoyed? It was the contents of the Christmas meal wrapped in ribbons: turkey and gravy. The Christmas dinner was so delicious that the crew contacted Houston to inform them of their good fortune. “It appears that we did a great injustice to the food people,” Lovell told capsule communicator (CAPCOM) Mike Collins. “Just after our TV show, Santa Claus brought us a TV dinner each; it was delicious. Turkey and gravy, cranberry sauce, grape punch; [it was] outstanding.” In response, Collins expressed delight in hearing the good news but shared that the flight control team was not as lucky. Instead, they were “eating cold coffee and baloney sandwiches.”4

4 packets of food and a spoon wrapped in plastic that were served to the Apollo 8 crew for Christmas
The Apollo 8 Christmas menu included dehydrated grape drink, cranberry-applesauce, and coffee, as well as a wetpack containing turkey and gravy.
U.S. Natick Soldier Systems Center Photographic Collection

The Apollo 8 meal was a “breakthrough.” Until that mission, the food choices for Apollo crews were limited to freeze dried foods that required water to be added before they could be consumed, and ready-to-eat compressed foods formed into cubes. Most space food was highly processed. On this mission NASA introduced the “wetpack”: a thermostabilized package of turkey and gravy that retained its normal water content and could be eaten with a spoon. Astronauts had consumed thermostabilized pureed food on the Project Mercury missions in the early 1960s, but never chunks of meat like turkey. For the Project Gemini and Apollo 7 spaceflights, astronauts used their fingers to pop bite-sized cubes of food into their mouths and zero-G feeder tubes to consume rehydrated food. The inclusion of the wetpack for the Apollo 8 crew was years in the making. The U.S. Army Natick Labs in Massachusetts developed the packaging, and the U.S. Air Force conducted numerous parabolic flights to test eating from the package with a spoon.5

Smith called the meal a real “morale booster.” He noted several reasons for its appeal: the new packaging allowed the astronauts to see and smell the turkey and gravy; the meat’s texture and flavor were not altered by adding water from the spacecraft or the rehydration process; and finally, the crew did not have to go through the process of adding water, kneading the package, and then waiting to consume their meal. Smith concluded that the Christmas dinner demonstrated “the importance of the methods of presentation and serving of food.” Eating from a spoon instead of the zero-G feeder improved the inflight feeding experience, mimicking the way people eat on Earth: using utensils, not squirting pureed food out of a pouch into their mouths. Using a spoon also simplified eating and meal preparation. NASA added more wetpacks onboard Apollo 9, and the crew experimented eating other foods, including a rehydrated meal item, with the spoon.6

Photo of Malcolm Smith squirting a clear plastic pouch of orange food into his mouth while sitting on a stool.
Malcolm Smith demonstrates eating space food.
NASA

Food was one of the few creature comforts the crew had on the Apollo 8 flight, and this meal demonstrated the psychological importance of being able to smell, taste, and see the turkey prior to consuming their meal, something that was lacking in the first four days of the flight. Seeing appetizing food triggers hunger and encourages eating. In other words, if food looks and smells good, then it must taste good. Little things like this improvement to the Apollo Food System made a huge difference to the crews who simply wanted some of the same eating experiences in orbit and on the Moon that they enjoyed on Earth.

Footnotes

[1] Apollo 8 Mission Commentary, Dec. 25, 1968, p. 543, https://historycollection.jsc.nasa.gov/JSCHistoryPortal/history/mission_trans/AS08_PAO.PDF; Apollo 8 Technical Debriefing, Jan. 2, 1969, 078-15, Apollo Series, University of Houston-Clear Lake, Houston, Texas (hereafter UHCL); Malcolm C. Smith to Director of Medical Research and Operations, “Nutrient consumption on Apollo VII and VIII,” Jan. 13, 1969, Rita Rapp Papers, Box 1, UHCL.

[2] Jim McDivitt food evaluation form, n.d., Box 17, Rapp Papers, UHCL.   

[3] Donald Arabian to Rapp, “Evaluation of four-day food supply,” May 8, 1969, Box 17, Rapp Papers, UHCL.

[4] Apollo 8 Mission Commentary, Dec. 25, 1968, p. 545.

[5] Malcolm Smith, “The Apollo Food Program,” in Aerospace Food Technology, NASA SP-202 (Washington, DC: 1970), pp. 5–8; Whirlpool Corporation, “Space Food Systems: Mercury through Apollo,” Dec. 1970, Box 9, Rapp Papers, UHCL.

[6] Smith, “The Apollo Food Program,” pp. 7–8; Smith to the Record, “Christmas Dinner for Apollo VIII,” Jan. 10, 1969, Box 1, Rapp Papers, UHCL; Smith et al, “Apollo Food Technology,” in Biomedical Results of Apollo, NASA SP-368 (Washington, DC: NASA, 1975), p. 456.

About the Author

Jennifer Ross-Nazzal

Jennifer Ross-Nazzal

NASA Human Spaceflight Historian

Jennifer Ross-Nazzal is the NASA Human Spaceflight Historian. She is the author of Winning the West for Women: The Life of Suffragist Emma Smith DeVoe and Making Space for Women: Stories from Trailblazing Women of NASA’s Johnson Space Center.

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Dec 21, 2023

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NASA Flies Drones Autonomously for Air Taxi Research

NASA Flies Drones Autonomously for Air Taxi Research

3 min read

Preparations for Next Moonwalk Simulations Underway (and Underwater)

A small, black drone with multiple helicopter-like blades hovers over some trees during a bright, partly cloudy day in Virginia.
An Alta-8 small Unmanned Aircraft System testbed vehicle flies above NASA’s Langley Research Center in Hampton, Virginia. Flying beyond visual line of sight from observers on the ground required special approval from the Federal Aviation Administration and NASA.
NASA / Bowman

Researchers at NASA’s Langley Research Center in Hampton, Virginia recently flew multiple drones beyond visual line of sight with no visual observer. The drones successfully flew around obstacles and each other during takeoff, along a planned route, and upon landing, all autonomously without a pilot controlling the flight. This test marks an important step towards advancing self-flying capabilities for air taxis.

“Flying the vehicles beyond visual line of sight, where neither the vehicle nor the airspace is monitored using direct human observation, demonstrates years of research into automation and safety systems, and required specific approval from the Federal Aviation Administration and NASA to complete,” said Lou Glaab, branch head for the aeronautics systems engineering branch at NASA Langley.

It is safer and more cost effective to test self-flying technology meant for larger, passenger carrying air taxis on smaller drones to observe how they avoid each other and other obstacles.

NASA also is testing elements of automation technology using helicopters. These stand-in aircraft help NASA mature the autonomy well before self-flying air taxis are integrated into the skies.

“When you have multiple vehicles, all coming and going from a vertiport that is located adjacent to an airport or deep within a community, we have to ensure the automation technologies of these vehicles are capable of safely handling a high volume of air traffic in a busy area,” said Glaab.

Building upon past tests, the team successfully performed multiple flights using purchased ALTA 8 Uncrewed Aircraft Systems, also known as drones, with no visual observer and flew the drones beyond visual line of sight, referred to as “NOVO-BVLOS” flights.

The software loaded onto the small drones performed airspace communications, flight path management, avoidance with other vehicles, and more skills needed to operate in a busy airspace. This is imperative for what is envisioned with Advanced Air Mobility (AAM), where drones and air taxis will be operating at the same time on a routine basis.

The flight tests were observed from NASA Langley’s Remote Operations for Autonomous Missions control center while the drones took off and landed at the City Environment for Testing Autonomous Integrated Navigation test range.

A room full of computer screens on tables and a far wall are watched by researchers monitoring the flight of small drones.
NASA researchers monitor the flight of an autonomous vehicle from the Remote Operations for Autonomous Missions UAS Operations Center at NASA’s Langley Research Center in Hampton, Virginia. the center facilitates “beyond visual line of sight” flight operations of small uncrewed aircraft system vehicles, also known as drones.
NASA / David Bowman

NASA will transfer the new technology created during this project to the public to ensure industry manufacturers can access the software while designing their vehicles.

“NASA’s ability to transfer these technologies will significantly benefit the industry,” said Jake Schaefer, flight operations lead for the project. “By conducting flight tests within the national airspace, in close proximity to airports and an urban environment, we are table to test technologies and procedures in a controlled but relevant environment for future AAM vehicles.”

One of these technologies was ICAROURS, which stands for NASA’s Integrated Configurable Architecture for Reliable Operations of Unmanned Systems. This software provides an autonomous detect-and-avoid function and is part of the overall system to maintain “well clear” from other air traffic.

Another technology used was NASA’s Safe2Ditch system, which allows the vehicle to observe the ground below and make an autonomous decision on the safest place to land in the event of an in-flight emergency.

NASA’s AAM mission has multiple projects contributing to various research areas. This project, called the High Density Vertiplex, was specifically focused on testing and evaluating where these future vehicles will take off and land at high frequency, called vertiports, or vertiplexes, for multiple vertiports near each other, and the technology advancements needed to make this successful.

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Dec 21, 2023

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NASA Astronauts Test SpaceX Elevator Concept for Artemis Lunar Lander

NASA Astronauts Test SpaceX Elevator Concept for Artemis Lunar Lander

NASA astronauts Nicole Mann and Doug “Wheels” Wheelock participated in a recent test of a sub-scale mockup elevator for SpaceX’s Starship human landing system that will be used for NASA’s Artemis III and IV missions to the Moon.
SpaceX

NASA astronauts Nicole Mann and Doug “Wheels” Wheelock participated in a recent test of a sub-scale mockup elevator for SpaceX’s Starship human landing system that will be used for NASA’s Artemis III and IV missions to the Moon. The Starship human landing system will carry two astronauts from the Orion spacecraft in lunar orbit to the surface, serve as a habitat for crew members’ approximately one week stay on the Moon, and transfer them from the surface back to Orion.

The elevator will transport equipment and crew between Starship’s habitable area, located near the top of the lander, and the lunar surface, as they exit for moonwalks. The test allowed the astronauts to interact with a flight-like design of the elevator system, serving as both a functional demonstration of the hardware and providing the chance to receive valuable feedback from a crew perspective.

Built at SpaceX’s facility in Hawthorne, California, the elevator mockup has a full-scale basket section with functioning mechanical assemblies and crew interfaces for testing. During the demonstration, NASA astronauts wore spacesuits that simulate the suit size and mobility constraints that crew will face on the Moon. For Artemis III, the crew will wear new advanced spacesuits being developed by Axiom Space.

The suited crew provided feedback on elevator controls, such as gate latches, ramp deployment interfaces for moving into and out of the elevator basket, available space for cargo, and dynamic operations while the basket moved along a vertical rail system.

NASA is working to land the first woman and first person of color on the Moon under Artemis to explore more of the lunar surface than ever before and prepare to send humans to Mars for the benefit of all. The human landing system is a critical piece of deep space exploration architecture, along with the Space Launch System rocket, Orion spacecraft, advanced spacesuits and rovers, and the Gateway in orbit around the Moon.

Read more about Artemis:

https://www.nasa.gov/humans-in-space/artemis

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Jenalane Rowe
Marshall Space Flight Center
Huntsville, Ala.
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Lee Mohon

Artemis II Crew Visits White House

Artemis II Crew Visits White House

Four astronauts, wearing blue jackets and black pants, pose for a photo at the White House in front of decorations like trees, wreaths, and boughs. The astronauts, members of the Artemis II mission, have their arms around each other's shoulders. Behind them are two flags, and a seal high on the wall that reads
NASA / Bill Ingalls

Artemis II crew members (from left) CSA (Canadian Space Agency) astronaut Jeremy Hansen and NASA astronauts Christina Koch, Victor Glover, and Reid Wiseman pose for a group photograph after their meetings with U.S. President Joe Biden and U.S. Vice President Kamala Harris at the White House on Dec. 14, 2023.

The crew will travel aboard NASA’s Orion spacecraft on a 10-day mission around the Moon, testing spacecraft systems for the first time with astronauts for long-term exploration and scientific discovery.

Image Credit: NASA/Bill Ingalls

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Monika Luabeya

As the Arctic Warms, Its Waters Are Emitting Carbon

As the Arctic Warms, Its Waters Are Emitting Carbon

Sediment from Canada’s Mackenzie River empties into the Beaufort Sea in milky swirls in this 2017 satellite image. Scientists are studying how river discharge drives carbon dioxide emissions in this part of the Arctic Ocean.
Sediment from Canada’s Mackenzie River empties into the Beaufort Sea in milky swirls in this 2017 satellite image. Scientists are studying how river discharge drives carbon dioxide emissions in this part of the Arctic Ocean.
NASA Earth Observatory image by Jesse Allen using Landsat data from USGS

Runoff from one of North America’s largest rivers is driving intense carbon dioxide emissions in the Arctic Ocean.

When it comes to influencing climate change, the world’s smallest ocean punches above its weight. It’s been estimated that the cold waters of the Arctic absorb as much as 180 million metric tons of carbon per year – more than three times what New York City emits annually – making it one of Earth’s critical carbon sinks. But recent findings show that thawing permafrost and carbon-rich runoff from Canada’s Mackenzie River trigger part of the Arctic Ocean to release more carbon dioxide (CO2) than it absorbs.

The study, published earlier this year, explores how scientists are using state-of-the-art computer modeling to study rivers such as the Mackenzie, which flows into a region of the Arctic Ocean called the Beaufort Sea. Like many parts of the Arctic, the Mackenzie River and its delta have faced significantly warmer temperatures in recent years across all seasons, leading to more melting and thawing of waterways and landscapes.

In this marshy corner of Canada’s Northwest Territories, the continent’s second largest river system ends a thousand-mile journey that begins near Alberta. Along the way, the river acts as a conveyor belt for mineral nutrients as well as organic and inorganic matter. That material drains into the Beaufort Sea as a soup of dissolved carbon and sediment. Some of the carbon is eventually released, or outgassed, into the atmosphere by natural processes.

Scientists have thought of the southeastern Beaufort Sea as a weak-to-moderate CO2 sink, meaning it absorbs more of the greenhouse gas than it releases. But there has been great uncertainty due to a lack of data from the remote region.

To fill that void, the study team adapted a global ocean biogeochemical model called ECCO-Darwin, which was developed at NASA’s Jet Propulsion Laboratory in Southern California and the Massachusetts Institute of Technology in Cambridge. The model assimilates nearly all available ocean observations collected for more than two decades by sea- and satellite-based instruments (sea level observations from the Jason-series altimeters, for example, and ocean-bottom pressure from the GRACE and GRACE Follow-On missions).

Like a conveyer belt of carbon, the Mackenzie River, seen here in 2007 from NASA’s Terra satellite, drains an area of almost 700,000 square miles (1.8 million square kilometers) on its journey north to the Arctic Ocean. Some of the carbon originates from thawing permafrost and peatlands.
Like a conveyer belt of carbon, the Mackenzie River, seen here in 2007 from NASA’s Terra satellite, drains an area of almost 700,000 square miles (1.8 million square kilometers) on its journey north to the Arctic Ocean. Some of the carbon originates from thawing permafrost and peatlands.
NASA/GSFC/METI/ERSDAC/JAROS, and U.S./Japan ASTER Science Team

The scientists used the model to simulate the discharge of fresh water and the elements and compounds it carries – including carbon, nitrogen, and silica – across nearly 20 years (from 2000 to 2019).

The researchers, from France, the U.S., and Canada, found that the river discharge was triggering such intense outgassing in the southeastern Beaufort Sea that it tipped the carbon balance, leading to a net CO2 release of 0.13 million metric tons per year – roughly equivalent to the annual emissions from 28,000 gasoline-powered cars. The release of CO2 into the atmosphere varied between seasons, being more pronounced in warmer months, when river discharge was high and there was less sea ice to cover and trap the gas.

Ground Zero for Climate Change

Scientists have for decades studied how carbon cycles between the open ocean and atmosphere, a process called air-sea CO2 flux. However, the observational record is sparse along the coastal fringes of the Arctic, where the terrain, sea ice, and long polar nights can make long-term monitoring and experiments challenging.

“With our model, we are trying to explore the real contribution of the coastal peripheries and rivers to the Arctic carbon cycle,” said lead author Clément Bertin, a scientist at Littoral Environnement et Sociétés in France.

Such insights are critical because about half of the area of the Arctic Ocean is composed of coastal waters, where land meets sea in a complex embrace. And while the study focused on a particular corner of the Arctic Ocean, it can help tell a larger story of environmental change unfolding in the region.

Since the 1970s, the Arctic has warmed at least three times faster than anywhere else on Earth, transforming its waters and ecosystems, the scientists said. Some of these changes promote more CO2 outgassing in the region, while others lead to more CO2 being absorbed.

For example, with Arctic lands thawing and more snow and ice melting, rivers are flowing more briskly and flushing more organic matter from permafrost and peatlands into the ocean. On the other hand, microscopic phytoplankton floating near the ocean surface are increasingly taking advantage of shrinking sea ice to bloom in the newfound open water and sunlight. These plantlike marine organisms capture and draw down atmospheric CO2during photosynthesis. The ECCO-Darwin model is being used to study these blooms and the ties between ice and life in the Arctic.

Scientists are tracking these large and seemingly small changes in the Arctic and beyond because our ocean waters remain a critical buffer against a changing climate, sequestering as much as 48% of the carbon produced by burning fossil fuels.

News Media Contacts

Andrew Wang / Jane J. Lee
Jet Propulsion Laboratory, Pasadena, Calif.
626-379-6874 / 818-354-0307
andrew.wang@jpl.nasa.gov / jane.j.lee@jpl.nasa.gov

Written by Sally Younger

2023-185

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Dec 21, 2023

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Naomi Hartono