MAY 2008 CONTENTS i

CONTENTS 

Section Page

STS-124 MISSION OVERVIEW................................................................................................ 1

TIMELINE OVERVIEW .............................................................................................................. 11

MISSION PROFILE................................................................................................................... 15

MISSION PRIORITIES............................................................................................................. 17

MISSION PERSONNEL ............................................................................................................. 19

STS-124 DISCOVERY CREW ................................................................................................... 21

PAYLOAD OVERVIEW .............................................................................................................. 31

KIBO’S MAIN EXPERIMENT MODULE AND ROBOTIC ARM FLY TO THE STATION ................................... 31

THE STS-124 MISSION WILL BRING KIBO INTO A FULLY OPERATIONAL STATE ................................... 32

KIBO ASSEMBLY MISSION PATCH....................................................................................................... 32

WHY ARE THREE FLIGHTS REQUIRED TO DELIVER THE KIBO ELEMENTS TO THE SPACE STATION? ..... 33

KIBO-RELATED MISSIONS WILL CONTINUE ......................................................................................... 34

JAPANESE PRESSURIZED MODULE (JPM) OVERVIEW........................................................................... 34

KIBO-SPECIFIC STRUCTURES ............................................................................................................. 37

PAYLOAD RACKS ABOARD KIBO .......................................................................................................... 45

KIBO MISSION CONTROL CENTER ....................................................................................................... 49

JAXA FLIGHT CONTROL TEAM .............................................................................................................. 50

JEM ENGINEERING TEAM ..................................................................................................................... 51

TSUKUBA SPACE CENTER.................................................................................................................... 52

SPACE STATION OPERATION FACILITY................................................................................................ 53

RENDEZVOUS AND DOCKING .................................................................................................. 57

UNDOCKING, SEPARATION AND DEPARTURE ....................................................................................... 59

SPACEWALKS ......................................................................................................................... 61

EVA-1 .................................................................................................................................................. 64

EVA-2 .................................................................................................................................................. 68

EVA-3 .................................................................................................................................................. 69
ii CONTENTS MAY 2008

Section Page

EXPERIMENTS ......................................................................................................................... 71

SHORT-DURATION U.S. INTEGRATED RESEARCH TO BE COMPLETED DURING STS-124/1J (4) ............ 71

SAMPLES RETURNING FROM ISS ON STS-124 ..................................................................................... 71

EXPERIMENTS AND HARDWARE TO BE DELIVERED TO INTERNATIONAL SPACE STATION .................... 73

EXTERNAL FUEL TANK ET-128 FOR SPACE SHUTTLE MISSION STS-124 .............................. 75

SHUTTLE REFERENCE DATA .................................................................................................... 79

LAUNCH AND LANDING ........................................................................................................... 93

LAUNCH............................................................................................................................................... 93

ABORT-TO-ORBIT................................................................................................................................ 93

TRANSATLANTIC ABORT LANDING ...................................................................................................... 93

RETURN-TO-LAUNCH-SITE................................................................................................................... 93

ABORT ONCE AROUND ......................................................................................................................... 93

LANDING ............................................................................................................................................. 93

ACRONYMS AND ABBREVIATIONS ......................................................................................... 95

MEDIA ASSISTANCE ............................................................................................................... 109

PUBLIC AFFAIRS CONTACTS .................................................................................................. 111
MAY 2008 MISSION OVERVIEW 1

STS-124 MISSION OVERVIEW 

Astronauts Greg Chamitoff (left), Expedition 17 flight engineer; JAXA’s Akihiko Hoshide,  

Ron Garan, Mike Fossum, Karen Nyberg, all STS‐124 mission specialists; Mark Kelly  

and Ken Ham, STS‐124 commander and pilot, respectively, pose for a group photo  

before a training session in the Space Vehicle Mockup Facility at JSC.

The third space shuttle mission of the year will

deliver the Kibo pressurized science laboratory

to the International Space Station (ISS), further

expanding the Japanese segment of the orbital

outpost.

Led by Navy Cmdr. Mark Kelly, 44, space

shuttle Discovery is set to blast off at  

5:02 p.m. EDT on May 31 and arrive at the

space station two days later.    The shuttle  

and station crews will install the 37‐foot,

32,000‐pound Kibo science lab, or JPM, for

Japanese Pressurized Module, to the left side of

the Harmony connecting node, opposite the

European Columbus science lab that was

installed in February.

This is Kelly’s third flight into space, having

served as pilot on STS‐108 and STS‐121.  He will

be joined on Discovery by pilot and Navy

Cmdr. Ken Ham, 43.    Mission specialists

include Karen Nyberg (NYE‐berg), 38, Air

Force Col. Ron Garan (GAH‐run), 46, Air Force

Reserve Col. Mike Fossum (FAH‐sum), 50, and

Japanese Aerospace Exploration Agency

(JAXA) astronaut Akihiko Hoshide
2 MISSION OVERVIEW MAY 2008

(Ah‐kee‐HEE‐koh Hoh‐SHEE‐day), 39.  Fossum

flew as a mission specialist with Kelly on

STS‐121, and joins Kelly as the only crew

members with previous spaceflight experience.

Greg Chamitoff (SHAM‐eh‐tawf), 45, will

replace Garrett Reisman (REEZ‐muhn), 40, who

arrived on the station in March and is

completing three months as a station flight

engineer.  Reisman will return to Earth aboard

Discovery.

A few hours after Discovery’s docking on the

third day of the flight, Chamitoff and Reisman

will exchange custom‐made Russian Soyuz

spacecraft seatliners.    With that exchange,

Chamitoff will become a part of the

Expedition 17 space station crew and Reisman

will become part of Discovery’s crew.  

Chamitoff will join expedition commander and

Russian Air Force Lt. Col. Sergei Volkov

(SIR‐gay VOLE‐koff), 35, and Flight Engineer

Oleg Kononenko (AH‐leg Ko‐no‐NEHN‐ko),

43, who were launched to the complex in the

Soyuz TMA‐12 spacecraft on April 8 from the

Baikonur Cosmodrome in Kazakhstan.

Chamitoff will return to Earth in the fall on

shuttle mission STS‐126, while Volkov and

Kononenko will return in the Soyuz in October.

Astronauts Greg Chamitoff (left), Expedition 17 flight engineer; JAXA Akihiko Hoshide and

Mike Fossum, both STS‐124 mission specialists, participate in a training session in one of the

full‐scale trainers in the Space Vehicle Mockup Facility at JSC.
MAY 2008 MISSION OVERVIEW 3

This graphic depicts the location of the STS‐124 payload hardware.

Kibo is 14 feet longer than Columbus and 9 feet

longer than the U.S. Destiny laboratory.  It joins

the first component of the Japanese segment of

the station, the Experiment Logistics Module‐

Pressurized Section (ELM‐PS), that was

launched on the last shuttle flight, STS‐123, in

March.  The logistics module will be robotically

detached from the top port of Harmony during

the mission and reattached to the top port of

Kibo to serve as a storage depot.

The ELM‐PS was launched with eight racks of

science gear and control equipment that will

be transferred to the JPM for installation.  In all,

Kibo can house up to 23 racks of equipment

and experiments that will involve research in

space medicine, biology, Earth observations,

materials production, biotechnology and

communications.

The new pressurized module also is equipped

with its own robotic manipulator system and an

airlock.    The Japanese robotic device will be

comprised of two separate six‐jointed arms, the

main arm that measures 32.5 feet and can

handle up to seven tons of hardware, and a

small fine arm, a 6.2 foot extension that will be

used for delicate payload operations.  The small

fine arm will be launched later on a new

Japanese resupply ship for the station called the

H‐II Transfer Vehicle (HTV).

The airlock ultimately will be used once the

final components for the Japanese segment of
4 MISSION OVERVIEW MAY 2008

the station are delivered on shuttle mission

STS‐127.    That flight will install the Exposed

Facility (EF) and the Exposed Logistics

Module – Exposed Section (ELM‐ES).    Some

experiments will be mounted on a sliding

platform that will move out of the

depressurized airlock and handed off to the

small fine arm for installation onto the exposed

section.    The airlock is not designed for

spacewalks.

Nyberg will become the first astronaut to

operate three robotic arms in orbit, as she uses

the shuttle robotic arm for inspection of

Discovery’s thermal protection system, the

station’s Canadarm2 to help unberth and install

Kibo to Harmony, and the initial testing and

checkout of the Japanese arm.

The inspection of Discovery’s thermal

protection heat shield will be conducted

differently than on previous flights.  Due to the

size of the giant Kibo module, the Orbiter Boom

Sensor System (OBSS) extension that uses laser

devices and cameras to inspect the shuttle’s

wings and nose cap could not be mounted on

Discovery’s starboard payload bay sill for

launch.  Instead, it was temporarily attached to

the starboard truss on the station during

STS‐123.

Astronaut Ken Ham, STS‐124 pilot, uses the virtual reality lab at JSC to train for some  

of his duties aboard the space shuttle and space station.  This type of computer interface,  

paired with virtual reality training hardware and software, helps to prepare the entire  

team for dealing with space station elements.
MAY 2008 MISSION OVERVIEW 5

As a result, on the second day of the flight

normally reserved for OBSS inspection, the end

effector camera on the shuttle’s robotic arm will

be employed to capture initial imagery of

Discovery’s heat‐resistant tiles.  The boom will

be retrieved on the fourth day, during the first

of three planned spacewalks by Fossum and

Garan, and handed back to the shuttle’s robotic

arm.  It will be used for a detailed inspection of

the heat shield, if required, and later, a final

inspection of Discovery after the shuttle has

undocked from the station.  The OBSS will then

be brought back to Earth to be reflown on

subsequent shuttle missions.

Kelly will be at Discovery’s aft flight deck

controls as the shuttle approaches the station

for docking on the third day of the mission.  

Flying just 600 feet below the complex, Kelly

will execute a slow back flip maneuver,

presenting the belly of Discovery and other

areas of its heat protective tiles to station

residents Volkov and Reisman,    who will use

digital cameras equipped with 400 and 800 mm

lenses to acquire detailed imagery of

Discovery’s heat shield.

About two hours after Discovery links up to the

forward docking port at the end of the

Harmony module, hatches will be opened

between the two spacecraft to allow the

10 crew members to greet one another for the

start of nine days of joint operations.

Backdropped by a blue and white Earth, space shuttle Endeavour approaches  

the space station during STS‐123 rendezvous and docking operations.
6 MISSION OVERVIEW MAY 2008

Following a standard safety briefing by station

commander Volkov, the crews will get to work,

activating the Station to Shuttle Power Transfer

System (SSPTS) to provide additional electricity

for the longer operation of shuttle systems,

exchanging Chamitoff for Reisman as the new

station crew member, and preparing for the

next day’s spacewalk.

Fossum and Garan will review procedures for

the first spacewalk before moving into the

Quest airlock for the so‐called overnight

campout.  The campout helps to purge nitrogen

from their bloodstreams to prevent

decompression sickness once they move out

into the vacuum of space clad in their

spacesuits.    Fossum, who conducted three

spacewalks on STS‐121, will be designated  

EV 1, or extravehicular crew member 1.  He will

wear the suit bearing the red stripes for all

three spacewalks, on flight days 4, 6, and 9.  

Garan will be performing his first spacewalks

as extravehicular crew member 2 and will wear

the suit with no stripes.  Fossum and Garan will

repeat the campout preparations the nights

before the second and third spacewalks.

Kelly will help suit up Fossum and Garan for

the spacewalks, and Ham will serve as the

spacewalk choreographer.

JAXA astronaut Akihiko Hoshide and NASA astronaut Karen Nyberg, both STS‐124 mission

specialists, participate in a training session in the simulation control area in the Neutral  

Buoyancy Laboratory (NBL) at the Sonny Carter Training Facility near JSC.
MAY 2008 MISSION OVERVIEW 7

On the fourth day of the flight, Fossum and

Garan will begin the first spacewalk by

removing two Velcro straps used to restrain the

elbow camera on the shuttle’s robotic arm.  The

straps ensure the camera will not contact the

Kibo module during the arm’s unberthing from

Discovery’s payload bay.    At the same time,

Hoshide and Chamitoff will operate the

station’s robotic arm to grapple and remove the

OBSS from its starboard truss stanchion and

will hand it off to the shuttle’s arm, operated by

Nyberg.

Fossum and Garan will then prepare the Kibo

module for unberthing, disconnecting an

electrical umbilical, and removing insulation

and a cover on the module’s common berthing

mechanism.

Nyberg will move from Discovery’s aft flight

deck to the station’s robotic workstation and

join Hoshide for the unberthing and installation

of Kibo to the left side of Harmony.    While

Kibo is being installed, Fossum and Garan will

work at the starboard Solar Alpha Rotary

Joint (SARJ), which sustained unexplained

damage to its outer race ring last year.  Fossum

and Garan will examine various areas of the

joint, install a new Trundle Bearing Assembly

to replace one that was removed during a

station Expedition spacewalk last year, and test

techniques for cleaning the damaged race ring.

On flight day 5, the shuttle crew will verify the

condition of the delicate OBSS sensors to ensure

that nothing was damaged during their

exposure to the space environment over the

past few months.  To prepare for the activation

of Kibo’s systems, Nyberg and Hoshide will set

up equipment in the vestibule between Kibo

and Harmony, including power cables that will

route electricity to the new laboratory.

One of the first critical tasks will be the

activation of Channel ʺBʺ power, the first of two

power channels in Kibo to receive electricity

from Harmony.    That will provide the initial

environmental conditions necessary for the

crew to enter Kibo.    With Channel “B”

activated, command capability for Kibo will

move from the Johnson Space Center (JSC) to

the Tsukuba Space Center and JAXA’s Space

Station Integration and Promotion Facility.  The

second channel, power channel “A”, will be

activated by ground controllers in Tsukuba the

following day.

Near the end of flight day 5, Kibo’s hatch will

be opened.    Hoshide will lead other crew

members inside, wearing protective masks and

goggles until the air in the new laboratory has

been completely cleansed by equipment on the

station.

The eight racks delivered to the Japanese

Logistics Module on STS‐123 will be transferred

to the JPM, starting with the control panel rack

for the Japanese robotic arm.    Two of the  

racks, called SAIBO (SIGH‐boe) and RYUTAI

(Ree‐YOO‐tie), house biological and fluids

experiments.    Kibo’s systems will be fully

checked out during the Expedition 17

increment, with completion of the lab

commissioning expected by the end of August.

As the outfitting of the new laboratory begins,

one of the adsorbent beds in the Destiny

Laboratory’s Carbon Dioxide Removal

Assembly (CDRA) will be replaced by Reisman

and Chamitoff on flight day five.  Over the past

few months, the system has experienced

uncommanded shutdowns that have been

traced to bad sensors.
8 MISSION OVERVIEW MAY 2008

Once all of Kibo’s new racks are transferred,

power and utility connections will be made on

flight day 6 while Fossum and Garan conduct

the second of their three spacewalks.

During the second excursion, the two

spacewalkers will install television cameras on

the outside of Kibo, remove thermal covers and

insulation from the Kibo robotic arm, prepare

the upper berthing port on Kibo for the

relocation of the logistics module, retrieve a

failing camera system from the left truss and

prepare for the replacement of an expended

nitrogen tank assembly on the starboard truss.  

The faulty camera system will be repaired and

reinstalled on the left truss during the mission’s

third spacewalk.

On flight day 7, if necessary, Ham, Fossum and

Garan will use the shuttle’s robotic arm and its

attached boom sensor extension to perform a

detailed, focused inspection of Discovery’s

wing leading edges and nose cap, to quantify

any heat shield damage.

While that takes place, Hoshide and Reisman

will remove electrical jumper cables from the

vestibule between Kibo and Harmony, and

depressurize the passageway in preparation for

relocating the logistics module.

With Nyberg and Chamitoff at the controls, the

station’s Canadarm2 will unberth the recently

installed logistics module from the top berthing

port on Harmony and maneuver it for

installation at its permanent home atop Kibo.  

Logistics module and vestibule leak checks and

pressurization will follow, leading to the final

activity of the day, the activation of the new

Japanese robotic arm.

The next day, flight day 8, Hoshide and Nyberg

will test the new Japanese arm’s systems, most

notably the arm’s hold and release mechanism.  

That will set the stage for its initial deployment.  

Hoshide and Nyberg also will install additional

equipment in the new passageway between the

JLM and the laboratory.    Fossum and Garan

will prepare for the third and final spacewalk of

the mission.

On flight day 9, the pair will exit the Quest

airlock one last time to conduct what they have

termed a windshield wiper maneuver,

removing a spare nitrogen tank assembly from

a spare parts platform on the station’s left truss

and exchanging it with a depleted tank on the

starboard truss.  Garan will have ample time to

enjoy the view as he is maneuvered back and

forth at the end of the station robotic arm,

hauling the tanks to their respective locations.

Fossum and Garan will work during the final

segment of the spacewalk to remove thermal

insulation on the Japanese robotic arm and

launch locks, as well as locks on the two

windows on the aft cone of the Japanese lab.  

Once the spacewalk has been completed, the

new robotic arm will be deployed to its fully

extended position and maneuvered to its

stowed position.    Its full checkout will be

completed by September.

On flight day 10, the crews will work to change

out components in the Quest airlock used to

charge the batteries that provide the U.S.

spacesuits with internal power during

spacewalks.    The toxicity levels of the current

battery charger modules have slightly increased

due to their age, and with an extra docked day

available, managers elected to install new

charging units.    The crew also will conduct a
MAY 2008 MISSION OVERVIEW 9

thorough checkout of the brakes on the newly

activated Japanese robotic arm on Kibo.  

The crew will have off duty time on flight

day 11, relaxing for a portion of the day before

transferring spacewalk equipment and at least

one spacesuit back to Discovery.  At the end of

the day, the two crews will bid farewell to one

another and close hatches between Discovery

and the station, leaving Chamitoff on the

station while Reisman begins final preparations

for his return to Earth.

On flight day 12, Discovery will undock from

the station.  Ham, flying the shuttle from the aft

flight deck, will guide the orbiter on a fly

around of the complex so the crew can capture

detailed imagery of the newly installed Kibo

and the station’s new configuration.    Once

Discovery’s maneuvering jets are fired to

enable it to separate from the station, Ham,

Nyberg, Garan and Fossum will take turns with

the shuttle’s robotic arm and the OBSS to

conduct a late inspection of the shuttle’s heat

shield, a final opportunity to confirm

Discovery’s readiness to return to Earth.

Backdropped by Earth’s horizon and the blackness of space, the space station is seen from  

space shuttle Endeavour as the two spacecraft begin their separation.
10 MISSION PERSONNEL MAY 2008

The crew will enjoy an off duty day on flight

day 13 before berthing the boom sensor system

extension onto the starboard sill of the payload

bay and shutting down the shuttle’s robotic

arm systems.

On flight day 14, Kelly, Ham and Garan will

settle into their seats on the flight deck to

conduct the traditional checkout of the orbiter’s

flight control surfaces and steering jets in

preparation for landing the next day.  The crew

will stow its gear and Reisman will set up a

special recumbent seat in the middeck to assist

him as he readapts to Earth’s gravity following

three months of weightlessness.

Discovery is scheduled to return to Earth on

Saturday, June 14, landing at the Kennedy

Space Center just after noon, Eastern Time,

bringing to an end its 35th mission, the 26th

shuttle flight to the space station and the 123rd

flight in shuttle program history.

While seated at the commander’s station, astronaut Mark Kelly, STS‐124 commander,  

participates in a training session in the crew compartment trainer in the  

Space Vehicle Mockup Facility at JSC.
MAY 2008 TIMELINE OVERVIEW 11

TIMELINE OVERVIEW 

Flight Day 1 

• Launch

• Payload Bay Door Opening

• Ku‐Band Antenna Deployment

• Shuttle Robotic Arm Activation

• Umbilical Well and Handheld External

Tank Video and Stills Downlink

Flight Day 2 

• Discovery Thermal Protection System

Survey with Shuttle Robotic Arm End

Effector Camera (limited inspection)

• Extravehicular Mobility Unit Checkout

• Centerline Camera Installation

• Orbiter Docking System Ring Extension

• Orbital Maneuvering System Pod Survey

• Rendezvous Tools Checkout

Flight Day 3 

• Rendezvous with the Space Station

• Rendezvous Pitch Maneuver Photography

by the Expedition 17 Crew

• Docking to Harmony/Pressurized Mating

Adapter‐2

• Hatch Opening and Welcoming

• Chamitoff and Reisman exchange Soyuz

seatliners; Chamitoff joins Expedition 17,

Reisman joins the STS‐124 crew

• Extravehicular Activity (EVA) 1 Procedure

Review

• EVA 1 Campout by Fossum and Garan

Flight Day 4 

• Canadarm2 Grapple of Orbiter Boom

Sensor System (OBSS) on S1 Truss

• EVA 1 by Fossum and Garan [OBSS

Transfer to Shuttle Robotic Arm; Japanese

Pressurized Module (JPM) preparations for

unberth; Shuttle Robotic Arm Elbow

Camera Strap Removal; Starboard Solar

Alpha Rotary Joint (SARJ) Datum A surface

inspection, Trundle Bearing Assembly No. 5

reinstallation and outer race ring cleaning

Detailed Test Objective (DTO)]

• Canadarm2 grapple and unberth of JPM

• Installation of JPM on port side of Harmony

Flight Day 5 

• OBSS Sensor Checkout

• Carbon Dioxide Removal Assembly Bed

No. 2 Removal and Replacement

• JPM Channel B Activation

• JPM Vestibule Preparation

• JPM Hatch Opening and Ingress

• EVA 2 Procedure Review

• Japanese Module Robotic Arm Control

Panel Rack Transfer from Logistics Module

to Pressurized Module

• EVA 2 Campout by Fossum and Garan
12 TIMELINE OVERVIEW MAY 2008

Flight Day 6 

• EVA 2 by Fossum and Garan (Japanese

Module TV Equipment Setup; Japanese

Robotic Arm Thermal Cover Removal;

Harmony Zenith Berthing Port

Preparations; Nitrogen Tank Assembly

replacement preparations)

• Japanese Module Rack Transfer from

Logistics Module to Pressurized Module

• Japanese Module Robotic Arm Console

Setup

• JPM Channel A Activation

• JPM Egress

• Harmony Zenith Berthing Port Control

Panel Assembly Installation

Flight Day 7 

• OBSS Focused Inspection of Discovery’s

Thermal Protection System (if required)

• Japanese Logistics Module (JLM) Vestibule

Outfitting and Depressurization

• Canadarm2 Grapple and Unberth of JLM

from Zenith Berthing Port of Harmony

• JLM Installation to Zenith Berthing Port of

JPM

• Japanese Robotic Arm Activation

• JPM/Logistics Module Vestibule Leak

Checks

Flight Day 8 

• Japanese Robotic Arm Initial Deployment

and Checkout

• Japan Aerospace Exploration  

Agency (JAXA) VIP Event

• JLM Vestibule Outfitting

• Port TV Camera Repairs

• EVA 3 Procedure Review

• EVA 3 Campout by Fossum and Garan

Flight Day 9 

• EVA 3 by Fossum and Garan (Nitrogen

Tank Assembly Replacement on S1 Truss;

Camera Port 9 TV Equipment Installation;

Japanese Robotic Arm Thermal Cover

Removal)

• Japanese Robotic Arm Final Deployment

and Stowage

Flight Day 10 

• Battery Charger Module Changeout in

Quest Airlock

• Japanese Robotic Arm Brake Checkout

• Joint Crew News Conference

Flight Day 11 

• Crew Off Duty Time

• Final Farewells and Hatch Closure

• Rendezvous Tools Checkout
MAY 2008 TIMELINE OVERVIEW 13

Flight Day 12 

• Undocking

• Fly‐around of the ISS

• Final Separation

• OBSS Late Inspection of Discovery’s

Thermal Protection System

Flight Day 13 

• Crew Off Duty Time

• OBSS Stowage

Flight Day 14 

• Flight Control System Checkout

• Reaction Control System Hot‐Fire Test

• Cabin Stowage

• Reisman’s Recumbent Seat Set Up

• Crew Deorbit Briefing

• Ku‐Band Antenna Stowage

Flight Day 15 

• Deorbit Preparations

• Payload Bay Door Closing

• Deorbit Burn

• KSC Landing
14 TIMELINE OVERVIEW MAY 2008

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MAY 2008 MISSION PROFILE 15

MISSION PROFILE 

CREW 

Commander: Mark Kelly

Pilot: Ken Ham

Mission Specialist 1: Karen Nyberg

Mission Specialist 2: Ron Garan

Mission Specialist 3: Mike Fossum

Mission Specialist 4: Akihiko Hoshide

Mission Specialist 5: Greg Chamitoff (Up)

Mission Specialist 5: Garrett Reisman (Down)

LAUNCH 

Orbiter: Discovery (OV‐103)

Launch Site: Kennedy Space Center

Launch Pad 39A

Launch Date: May 31, 2008

Launch Time: 5:02 p.m. EDT (Preferred

In‐Plane launch time for

5/31)

Launch Window: 5 Minutes

Altitude: 122 Nautical Miles

(140 Miles) Orbital

Insertion; 185 NM

(213 Miles) Rendezvous

Inclination: 51.6 Degrees

Duration: 13 Days 17 Hours

43 Minutes

VEHICLE DATA 

Shuttle Liftoff Weight: 4,525,084

pounds

Orbiter/Payload Liftoff Weight: 269,123

pounds

Orbiter/Payload Landing Weight: 203,320

pounds

Software Version: OI‐32

Space Shuttle Main Engines: 

SSME 1: 2047

SSME 2: 2044

SSME 3: 2054

External Tank: ET‐126

SRB Set: BI‐133

RSRM Set: 102

SHUTTLE ABORTS 

Abort Landing Sites 

RTLS: Kennedy Space Center Shuttle

Landing Facility

TAL: Primary – Zaragoza, Spain

Alternates – Moron, Spain and

Istres, France

AOA: Primary – Kennedy Space Center

Shuttle Landing Facility;  

Alternate – White Sands Space

Harbor

LANDING 

Landing Date: June 14, 2008

Landing Time: 10:45 a.m. EDT

Primary landing Site: Kennedy Space Center

Shuttle Landing Facility

PAYLOADS 

Kibo Pressurized Module, Japanese Remote

Manipulator System
16 MISSION PROFILE MAY 2008

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MAY 2008 MISSION PRIORITIES 17

MISSION PRIORITIES 

1. Retrieve Orbiter Boom Sensor System

(OBSS) from S1 truss

2. Release shuttle arm’s elbow camera launch

locks

3. Rotate Expedition 16/17 International Space

Station (ISS) Flight Engineer and NASA

Science Officer Garrett Reisman with

Expedition 17 Flight Engineer and NASA

Science Officer Greg Chamitoff

4. Install Japan Aerospace Exploration

Agency’s Japanese Experiment Module

(JEM) – Pressurized Module (JPM) onto

Harmony port using the station’s robotic

arm

5. Activate a single power channel for JPM

systems

6. Outfit JPM for operations and install JEM

Remote Manipulator System (RMS) rack to

verify JEM RMS temperatures

7. Activate second JPM power/avionics

channel

8. Perform JEM RMS preparations and initial

deploy

9. Prepare JPM zenith Active Common

Berthing Mechanism (ACBM) for Japanese

Experiment Logistics Module – Pressurized

Section (ELM‐PS) relocation

10. Remove and replace the Starboard 1

Nitrogen Tank Assembly (NTA) using

spare NTA located on External Stowage

Platform 3

11. Perform Carbon Dioxide Removal

Assembly bed removal and replacement

12. Remove Camera Port 9 External Television

Camera Group (ETVCG) and remove and

replace Television Camera Interface

Controller

13. Reinspect starboard Solar Alpha Rotary

Joing (SARJ) surface

14. Transfer remaining racks from ELM‐PS to

JPM

15. Relocate ELM‐PS to JPM zenith ACBM

16. Perform starboard SARJ outer ring cleaning

Detailed Test Objective

17. Perform Node 1 to airlock Common Cabin

Air Assembly check valve hose installation

18. Perform Battery Charger Module removal

and replacement

19. Perform ELM‐PS/JPM vestibule outfitting

and complete ELM‐PS activation

20. Perform remaining spacewalk tasks:

(a) Release two JPM ACBM

Micrometeoroid Orbital Debris

(MMOD) shield restraints

(b) Install JPM trunnion and keel pin

covers

(c) Release JPM window shutter launch

locks

(d) Install Theromostat Box Assembly 5 on

starboard SARJ

(e) Deploy JPM MMOD shields

(f) Install two EVA gap spanners

21. Perform final JEM RMS deploy and brake

checkout

22. Transfer required nitrogen
18 MISSION PRIORITIES MAY 2008

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MAY 2008 MISSION PERSONNEL 19

MISSION PERSONNEL 

KEY CONSOLE POSITIONS FOR STS-124 

Flt. Director CAPCOM PAO

Ascent Norm Knight Terry Virts

Kevin Ford (Weather)

Rob Navias

Orbit 1 (Lead) Matt Abbott Nick Patrick Rob Navias

(Lead)

Orbit 2 Mike Sarafin Al Drew Brandi Dean

Planning Paul Dye/

Tony Ceccacci

Shannon Lucid Josh Byerly

Entry Richard Jones Terry Virts

Kevin Ford (Weather)

Rob Navias

Shuttle Team 4 Rick LaBrode N/A N/A

ISS Orbit 1 Bob Dempsey Mark Vande Hei N/A

ISS Orbit 2 (Lead) Annette Hasbrook Chris Cassidy N/A

ISS Orbit 3 Emily Nelson Mike Jensen N/A

Station Team 4 Brian Smith N/A N/A

International Partner FD – Holly Ridings (interfaces with Japan Aerospace Exploration Agency)

HQ PAO Representative at KSC for Launch – John Yembrick

JSC PAO Representative at KSC for Launch – John Ira Petty

KSC Launch Commentator – Allard Beutel

KSC Launch Director – Mike Leinbach

NASA Launch Test Director – Jeff Spaulding
20 MISSION PERSONNEL MAY 2008

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STS-124 DISCOVERY CREW 

MAY 2008 CREW 21

The STS‐124 patch depicts the space shuttle

Discovery docked with the International Space

Station (ISS).  STS‐124 is dedicated to delivering

and installing the Kibo Japanese Experiment

Module – Pressurized Module (JEM‐PM) to the

space station.    It is designated the 1J station

assembly mission.

The significance of the mission and the

Japanese contribution to the station is

recognized by the Japanese flag depicted on the

Japanese Pressurized Module (JPM) and the

word Kibo written in Japanese at the bottom of

the patch.    Kibo means “Hope” in Japanese.  

The view of the sun shining down upon the

Earth represents the increased hope that the

entire world will benefit from the JEM’s

scientific discoveries.    The JPM will be the

largest habitable module on the space station

and is equipped with its own airlock and

robotic arm for external experiments.

In addition to delivering and installing the JPM,

the STS‐124 crew will relocate the JEM Logistics

Pressurized (JLP) module to its permanent

home on the top side of the JPM.  During three

planned spacewalks, the crew will perform

external space station maintenance and JPM

outfitting, as well as extensive robotic

operations by the space station, space shuttle,

and JEM robotic arms.  It will be the first time

that three different robotic arms will be

operated during a single spaceflight mission.
22 CREW MAY 2008

These seven astronauts take a break from training to pose for the STS‐124 crew portrait.  From the

left are astronauts Greg Chamitoff, Mike Fossum, both mission specialists; Ken Ham, pilot; Mark

Kelly, commander; Karen Nyberg, Ron Garan and JAXA’s Akihiko Hoshide, all mission specialists.  

The crew members are wearing training versions of their shuttle launch and entry suits.

Short biographical sketches of the crew follow

with detailed background available at:

http://www.jsc.nasa.gov/Bios/
MAY 2008 CREW 23

STS-124 CREW BIOGRAPHIES 

Mark Kelly

Navy Cmdr. Mark Kelly will lead the crew of

STS‐124 on the 26th shuttle mission to the space

station.  Kelly served as the pilot of STS‐108 in

2001 and STS‐121 in 2006.    Making his third

spaceflight, he has logged more than 25 days in

space.    He has overall responsibility for the

execution of the mission, orbiter systems

operations and flight operations, including

landing.   In addition, Kelly will fly the shuttle

in the rendezvous pitch maneuver while

Discovery is 600 feet below the station to enable

the station crew to photograph the shuttle’s

heat shield.  He will then dock Discovery to the

station.
24 CREW MAY 2008

Ken Ham

Navy Cmdr. Ken Ham has more than

3,700 flight hours in more than 40 different

aircraft.    He will make his first journey into

space as the pilot of Discovery’s

STS‐124 mission.    Selected by NASA in 1998,

Ham has served as a CAPCOM, or spacecraft

communicator, for shuttle ascent, entry and in‐

orbit operations as well as during station

expeditions.  He will be responsible for orbiter

systems operations, shuttle robotic arm

operations and will help Kelly in the

rendezvous and docking with the station.  Ham

will undock Discovery from the station at the

end of the joint mission.
MAY 2008 CREW 25

Karen Nyberg

Astronaut Karen Nyberg will be making her

first spaceflight as mission specialist 1.    She

holds a doctorate in mechanical engineering.  

Selected as an astronaut in 2000, Nyberg has

worked in the astronaut office’s space station

operations branch and served as a crew support

astronaut for Expedition 6.    She served as an

aquanaut in the Aquarius undersea research

habitat for seven days as part of the 10th NASA

Extreme Environment Mission Operations

(NEEMO) in 2006.    During STS‐124 she will

operate the shuttle and station robotic arms for

Discovery’s heat shield inspections and Kibo

assembly operations.    She also will work with

the new Japanese robotic arm.
26 CREW MAY 2008

Ron Garan

Air Force Col. Ron Garan will be making his

first flight into space as mission specialist 2.  

Selected as an astronaut in 2000, Garan has

worked in the astronaut office space station and

space shuttle operations branches.    He served

as an aquanaut for 18 days for the ninth

NEEMO mission in 2006.    Garan will conduct

three spacewalks and operate the shuttle

robotic arm during STS‐124.
MAY 2008 CREW 27

Mike Fossum

Air Force Reserve Col. Mike Fossum will be

making his second trip into space as mission

specialist 3.    He flew as a mission specialist

with Kelly on STS‐121 in 2006, logging more

than 306 hours in space.    He conducted three

spacewalks, including tests of the shuttle’s

50‐foot robotic arm extension as a work

platform.  Fossum was selected as an astronaut

in 1998.    During STS‐124, he is the lead

spacewalker and will conduct three spacewalks.  

He also will operate the shuttle robotic arm.
28 CREW MAY 2008

Akihiko Hoshide

Japan Aerospace Exploration Agency astronaut

Akihiko Hoshide will be making his first

spaceflight during STS‐124 as mission specialist

4.    Hoshide was selected as a Japanese

astronaut in 1999.  He reported to JSC in 2004.  

He has supported the development of the

hardware and operation of Kibo and the HTV

and has served as CAPCOM during station

expeditions.  During STS‐124 he will be heavily

involved in the Kibo assembly and activation,

including operating the station robotic arm to

install the JPM.  He will inaugurate operation of

the new Japanese robotic arm.
MAY 2008 CREW 29

Greg Chamitoff

Astronaut Greg Chamitoff will be making his

first spaceflight on his way to the International

Space Station.    He holds a doctorate in

aeronautics and astronautics.    Selected by

NASA in 1998, Chamitoff has worked in the

astronaut office robotics branch, was the lead

CAPCOM for Expedition 9 and was a crew

support astronaut for Expedition 6.  Chamitoff

served as an aquanaut for nine days as part of

the third NEEMO mission in 2002.    During

STS‐124 he will operate the station robotic arm.  

He will serve as a flight engineer and science

officer during Expedition 17 aboard station.  He

is scheduled to return to Earth on shuttle

mission STS‐126, targeted for launch in

October.
30 CREW MAY 2008

Garrett Reisman

Astronaut Garrett Reisman will be returning to

Earth from the International Space Station on

STS‐124.    He holds a doctorate in mechanical

engineering.    Selected by NASA in 1998,

Reisman has worked in the astronaut office

robotics and advanced vehicles branches.    He

was part of the fifth NEEMO mission, living on

the bottom of the sea in the Aquarius habitat for

two weeks in 2003.  He arrived at the station on

STS‐123 and conducted one spacewalk, assisted

with spacewalk intravehicular duties and

operated the station robotic arm during the

flight.    He served as a flight engineer and

science officer during the final weeks of

Expedition 16 and the beginning of

Expedition 17 aboard the station.
MAY 2008 PAYLOAD OVERVIEW 31

PAYLOAD OVERVIEW 

KIBO’S MAIN EXPERIMENT MODULE 

AND ROBOTIC ARM FLY TO THE 

STATION 

On this second of the three Kibo assembly

missions, the Japanese Pressurized Module

(JPM), and Japanese Experiment Module (JEM)

Remote Manipulator System (JEMRMS) will fly

to the space station.

The JPM is the main experiment module that

accommodates core systems that are

indispensable for Kibo operations.    Most crew

activities related to Kibo, such as experiments,

robotic operations, voice communications with

the ground, and other routine activities, are

mainly performed in/from the JPM.

The JEMRMS is a robotic arm intended for

supporting experiment and maintenance

activities on the exposed areas of Kibo.    The

crew will manipulate the JEMRMS from a

robotic control workstation, called the

“JEMRMS Console,” installed in the JPM.

Illustration of the Kibo final configuration
32 PAYLOAD OVERVIEW MAY 2008

THE STS-124 MISSION WILL BRING 

KIBO INTO A FULLY OPERATIONAL 

STATE 

On flight day 4, the Japanese Pressurized

Module (JPM) will be attached to the port side

of Harmony (Node 2).

Once the JPM is installed on the station, initial

activation will be carried out by the crew.  After

the system racks are transferred from the

Japanese Logistics Module (JLM) to the JPM,

full activation of the JPM will be performed by

the JAXA Flight Control Team (JFCT), at the

Tsukuba Space Center (TKSC) in Japan.   

Following full activation, the JFCT will take

responsibility for controlling Kibo operations

realtime.    Kibo systems data will be sent to

TKSC, and commands from Tsukuba will be

uplinked through the station data management

system.

On flight day 7, the JLM, which was delivered

to the space station on the STS‐123 mission, will

be relocated from the zenith side of Harmony

(Node 2) to the zenith side of the JPM.  At this

point, the assembly of Kibo’s pressurized

facilities will be complete.

KIBO ASSEMBLY MISSION PATCH 

To commemorate the assembly missions, JAXA

has created a quadruplet patch for the Kibo‐ 

designated flights.    The patch is composed of

one common emblem patch (far right), and

three additional patches that represent the three

Kibo assembly missions, namely, the 1J/A

(STS¬123), 1J (STS‐124) and 2J/A (STS‐127)

missions.   When viewed from left‐to‐right, the

patch reflects the sequence of Kibo assembly in

space, and the changes in the station configura‐

tion that will occur with the addition of each

Kibo subelement.

The common emblem is designed in the image

of the Japanese flag.  Additionally, the border of

the common emblem depicts a rainbow design,

which represents international harmony and

partnership.

Kibo Assembly Mission Patch

(JAXA’s official emblem for the series of Kibo‐designated mission)
MAY 2008 PAYLOAD OVERVIEW 33

The 1J mission patch symbolizes the element modules that constitute Kibo’s

pressurized facilities. Inscribed are the names of the element modules and

the JAXA astronaut that will fly to the station with the mission.

WHY ARE THREE FLIGHTS REQUIRED 

TO DELIVER THE KIBO ELEMENTS TO 

THE SPACE STATION? 

The Kibo modules will be delivered and

assembled in orbit over the course of three

missions because the overall size and weight of

the Kibo complex is too large to deliver in a

single shuttle flight.  

Additionally, the overall weight of the JPM

itself would exceed the shuttle’s lift capability if

all the system racks and payloads were  

installed in their respective operational  

positions. (However, all Kibo system racks

must be installed in the JPM prior to its full

activation in orbit.) Therefore, some of the

system racks and International Standard

Payload Racks (ISPRs) were delivered to the

station on the STS‐123 mission.  

The flight schedules of the Kibo element

modules and the corresponding JAXA  

astronauts are shown below.
34 PAYLOAD OVERVIEW MAY 2008

KIBO-RELATED MISSIONS WILL 

CONTINUE 

Assembly of the Kibo pressurized facilities will

be completed during the STS‐124 mission. In

turn, the Kibo Exposed Facility (EF) and the

Experiment Logistics Module—Exposed

Section (ELM‐ES) are scheduled to be launched

on the STS‐127 (2J/A) mission.  

By the summer of 2009, Japan’s unmanned

cargo transfer spacecraft, the HTV, will initiate

its operations. The HTV will be launched

aboard the H‐IIB launch vehicle from the

Tanegashima Space Center in Japan, and begin

transferring supplies, payloads and cargo, both

pressurized and unpressurized, to the station.  

JAPANESE PRESSURIZED MODULE 

(JPM) OVERVIEW 

The JPM will be attached to the Common

Berthing Mechanism (CBM) on the port side of

Harmony (Node 2) on flight day 4.  

The JPM will be the largest pressurized module

on the station. The module is cylindrical in

shape and is 11.2 meters (36.7 feet) long and

4.4 meters (14.4 feet) in diameter, about the size

of a large tour bus. The JPM has a total mass

(when fully assembled) of 15.9 tons. Up to

23 racks (10 of which are international standard

payload racks) can be accommodated inside

the JPM.

External Structure of the JPM
MAY 2008 PAYLOAD OVERVIEW 35

The JPM is primarily equipped with station

common hardware. Two grapple fixtures are

mounted on the external surface to allow the

space station’s robotic arm to grapple and move

the JPM. An Active CBM is provided on the

zenith side of the module for attaching the JLM.

The JPM has a small scientific airlock through

which exposed experiments, or orbital  

replacement units (ORUs), can be transferred

between the Kibo pressurized and  

unpressurized facilities. In addition, the JPM

has two windows and a unique berthing

mechanism that connects the EF to the JPM.

Kibo’s robotic arm is fixed at the upper side of

the JPM endcone.  

The JPM has an 8‐rack equivalent length, but

the presence of the JEM airlock and the CBM

hatch for access to the JLM limits rack  

installation.    For each of the four walls inside

the JPM, with the exception of the zenith wall,

six racks can be installed in a continuous row.  

The zenith wall will hold five racks in a row.

COMPARISON OF JPM WITH OTHER SPACE STATION MODULES

JPM 

(JAXA)

Destiny 

(NASA)

Columbus 

(ESA)

JLM 

(JAXA)

Length 11.2m (36.7 ft) 8.5m (27.9 ft) 6.8m (22.3 ft) 4.2m (13.8 ft) 

Launch Weight 14.8t 14.5t 12.7t 8.4t 

Maximum number of 

racks installed 

(number of ISPRs) 

23 (ISPR: 10) 24 (ISPR: 13) 16 (ISPR: 10) 8 (ISPR: 0) 

Number of the racks 

carried at launch 4 5 + 8ZSR 8 + 2ZSR 8 *1)

*1)  All eight racks that were delivered to the station inside the JLM (STS-123) will be transferred to the JPM during the 

STS-124 mission.  
36 PAYLOAD OVERVIEW MAY 2008

Kibo configuration after the STS‐124 mission

(1J Assembly flight)

Kibo configuration after the STS‐127 mission

(2J/A Assembly flight)
MAY 2008 PAYLOAD OVERVIEW 37

KIBO-SPECIFIC STRUCTURES 

Most of the interface hardware and tools on

board Kibo are station common equipment (for

example, common berthing mechanisms,

hatches and various grapple fixtures).  

However, some of the hardware and tools are

Kibo‐unique system designs. This section

describes the Kibo‐specific equipment.  

Exposed Facility Berthing Mechanism – 

Active 

The Exposed Facility Berthing Mechanism

(EFBM) will be used to connect the EF to the

JPM. The active half of the berthing mechanism

(EFBM‐A) is located on the JPM endcone, and

the passive half (EFBM‐P) is located on the EF*.  

This mechanism provides a structural interface

between the EF and the JPM, and also allows

the transfer of necessary resources such as

power, data, and cooling fluid from the space

station to the EF.  

Above the EFBM‐A, you can see the outer hatch

of the JEM airlock.  

* The EF will be delivered to the station on the STS‐127

mission (2J/A flight) together with the Japanese

ELM‐ES.

Exposed Facility Berthing Mechanism
38 PAYLOAD OVERVIEW MAY 2008

JPM Windows 

The JPM is equipped with two windows,

located just above the JEM airlock. The crew

can clearly see the Kibo unpressurized facilities

through these windows.  

The crew also will be able to observe and

monitor the unpressurized facilities with

external television cameras mounted on  

the JPM.

JPM Windows  

(Note that the window covers are closed)

JEM Airlock 

The JEM airlock has been designed for the

transfer of items (primarily experiments and

ORUs) between the JPM interior and the EF.

The transfer item must be smaller than 0.46 x  

0.83 x 0.80 m (1.5 x 2.7 x 2.6 feet), and must not

exceed the mass transfer capacity of the slide

table, which is 300 kg (661 pounds). It is not

designed for spacewalkers.  

The JEM airlock is cylindrical and consists of an

inner hatch, outer hatch and a slide table. The

inner hatch, inside the JPM, is a hinged door

that the astronauts can manually open and

close. The outer hatch, on the exterior surface of

the JPM, is a motorized door that retracts

inward. When transferring equipment to the

EF, the item is fastened to the slide table and

the inner hatch is sealed. After depressurizing

the airlock, the outer hatch is opened and the

slide table is extended. The equipment is then

handed off to the small fine arm of the

JEMRMS, and the astronaut operator can

position the hardware as required. The inner

hatch is equipped with a small window so that

the crew can visually inspect the airlock  

interior.  

JEM airlock located at the center of the JPM

endcone (Note that the airlock Slide Table is

extended)

Configuration of the JEM Airlock
MAY 2008 PAYLOAD OVERVIEW 39

JAXA astronaut Koichi Wakata reviewing

procedures for removal of the JEM airlock

forward launch locks

JEM airlock as seen from the PM interior.

Note that the inner hatch is equipped with a

window, a pressure gauge and operating

handle.

STS‐124 crew members participating in a Kibo‐specific training session using the JPM

trainer at the TKSC. The JLM hatch is located directly above the JEM airlock.
40 PAYLOAD OVERVIEW MAY 2008

Graphic Images of the Kibo Pressurized Module Interior
MAY 2008 PAYLOAD OVERVIEW 41

JEMRMS 

The Japanese Experiment Module Remote

Manipulator System (JEMRMS) is a robotic arm

system designed to support and manipulate

experiments and perform maintenance tasks on

the Kibo unpressurized facilities.  

The JEMRMS is actually composed of two arms,

a 10‐meter‐long (33‐foot‐long) main arm (MA)

and a 2‐meter‐long (6‐foot‐long) small fine arm.

(Note that the small fine arm will not be

launched on STS‐124, it will be delivered to the

station on a future mission.)  

Both arms have six independent joints and

provide great dexterity in movement, which is

very similar to the human arm. The robotic

control workstation, known as the JEMRMS

Console, is used for manipulating the JEMRMS.

Remote television cameras are mounted on

both robotic arms, and they enable the crew to

control the JEMRMS from inside the JPM.  

Using these robotic arms, the space station crew

can exchange exposed payloads and ORUs

installed on the EF and ELM‐ES. The main arm

will primarily be used to transfer large objects,

and the small fine arm will handle the smaller,

more delicate items.  

The JEMRMS is designed to operate for more

than 10 years in orbit. The JEMRMS also

incorporates a modular design which allows

many major components to be exchanged or

replaced in case of failure. Some of the arm

subcomponents can be repaired by  

intravehicular activity (IVA) operations, but

repair of the main arm can only be performed

by EVA.

Launch configuration of the JEMRMS

JEMRMS console rack (trainer)
42 PAYLOAD OVERVIEW MAY 2008

Items

Specifications

Main Arm (MA) Small Fine Arm (SFA) 

Structure type Main Arm with attached Small Fine Arm. Both 

arms have 6 joints. 

Degrees of freedom 6 6 

Length m 10 2.2 

Mass (weight) kg 780 190 

Handling Capacity kg Max. 7,000 

3⁄4

3⁄4

Max. 80 with 

Compliance Control 

Mode 

Max. 300 without 

Compliance Control 

Mode 

Positioning accuracy mm Translation 50(+/-) Translation 10(+/-) 

deg. Rotation 1(+/-) Rotation 1(+/-) 

Translation/ 

rotation speed mm/s 

60 (P/L: 600 to 3,000 

kg) (1,323 to 6,614 

pounds) 

50 (P/L: less than 80 kg) 

(176 pounds) 

30 (P/L: less than 

3,000 kg) (6,614 

pounds) 

25 (P/L: 80 to 300 kg) 

(176 to 661 pounds) 

20 (P/L: 3,000 to 7,000 

kg) (6,614 to 15,432 

pounds) 

Maximum tip force N More than 30 More than 30 

Lifetime More than 10 years 
MAY 2008 PAYLOAD OVERVIEW 43

JEMRMS Console

Hold/Release Electronics (HREL)

Remote Interface Panel (RIP)

Robotics Laptop Terminal (RLT)

Avionics Air Assembly (AAA)

Interface Panel

Audio Terminal Unit (ATU)

Television Monitor 1 (Display)

Camera Control Panel (CCP)

Television Monitor 2 (Display)

Rotational Hand Controller (RHC)

Management Data Processor 

(MDP)

Arm Control Unit (ACU)

Caution and Warning (C&W) Panel

Translational Hand Controller (THC)

Power Distribution Box (PDB)

JEMRMS Console

Hold/Release Electronics (HREL)

Remote Interface Panel (RIP)

Robotics Laptop Terminal (RLT)

Avionics Air Assembly (AAA)

Interface Panel

Audio Terminal Unit (ATU)

Television Monitor 1 (Display)

Camera Control Panel (CCP)

Television Monitor 2 (Display)

Rotational Hand Controller (RHC)

Management Data Processor 

(MDP)

Arm Control Unit (ACU)

Caution and Warning (C&W) Panel

Translational Hand Controller (THC)

Power Distribution Box (PDB)

* The Small Fine Arm will not be launched on the STS-124 mission. 

Illustrations of the JEMRMS and the JEMRMS Console Rack
44 PAYLOAD OVERVIEW MAY 2008

Common Gas Supply Equipment (CGSE) 

The Common Gas Supply Equipment (CGSE)

stores carbon dioxide, helium and argon gases

that will be used for experiments in the JPM

payload racks. The CGSE consists primarily of a

workstation rack, six gas storage bottle units,

and three valve units. The gas bottle units are

replaceable and contain the three different

gases that are required by the payload  

experiments. This gas supply system is a

Kibo‐specific device.  

Nitrogen that is required for experiments will

be provided by the U.S. segment through the

Environmental Control and Life Support

System (ECLSS).

Common Gas Supply Equipment

Activation of the JPM 

The main Kibo control systems, such as the

Data Management System (DMS), Electrical

Power System (EPS), Environmental Control

System and Life Support System/Thermal

Control System (ECLSS/TCS), are designed to

be operated in a redundant, dual‐string, mode

with two independent system racks. When

Kibo is in “normal‐mode” operations, both

strings will be running simultaneously.  

However, if one system string suffers a loss of

power due to an anomaly, the system will

continue operating in a degraded mode

through the opposite string.

Internal configuration of PM before launch

Before to crew ingress on flight day 5, the JPM

will be partially activated with the B‐string

systems. B‐string activation power will be

automatically provided from the U.S. segment

of the station through the Harmony module

(Node 2). The B‐string activation will provide

the minimal condition required for  

environmental control that is necessary for safe

ingress by the crew. Activation of the A‐string

systems will occur on flight day 6 after the

A‐string system racks are relocated from the

JLM to the JPM.  

Due to maximum weight limitations, the JPM

can carry only four system racks when

launched aboard the space shuttle. These four

racks include the ECLSS/TCS‐1,  ‐2 racks, the

DMS‐2 rack, and the EPS‐2 rack. These system

racks (ECLSS/TCS‐1 excluded) are essential to

B‐string activation on FD5.
MAY 2008 PAYLOAD OVERVIEW 45

Once the B‐string is activated, the network

between the ground and Kibo will be  

established and command capability from the

Space Station Integration and Promotion Center

(SSIPC) at Tsukuba will be enabled. From this

point forward, JAXA will maintain control of

Kibo from the ground.  

Once the SSIPC has confirmed the status of the

B‐string activation, the crew on board the space

station will open the hatch and enter the JPM.

However, at this stage, Kibo system  

redundancy is not fully ensured, and crew

activity inside the module may be restricted.  

Eight racks were delivered to the station during

the STS‐123 mission. These racks, which have

been stored in the JLM during the 1J/A stage,

are scheduled to be transferred and installed in

the JPM by the end of flight day 6.  

The system racks include the JEM Remote

Manipulator System (JEMRMS) rack, EPS‐1

rack, DMS‐1 rack, Work Station (WS) rack,

Inter‐orbit Communication System (ICS) rack

and JEM Resupply Stowage Rack (JRSR). Once

these racks are installed in their respective

positions, the A‐string activation (with EPS‐1

and DMS‐1) will be enabled, and the JPM will

be fully functional. As a result, flight day 6 will

be the busiest, most critical day of the mission

as there are several “must‐do” events,  

including rack transfer, spacewalk No. 2, and

A‐string activation from the SSIPC.  

After system rack transfer and activation, the

JAXA payload racks (SAIBO and RYUTAI) will

be transferred to the JPM. The payload racks

are required to be installed in the JPM before

the relocation of the JLM scheduled on flight

day 7.  

Once all racks have been transferred, the

relocation of the JLM will be performed; the

power and utility cables that connected the JLM

and the Harmony module (Node 2) will be

removed, the hatches of the JLM and Harmony

will be closed, and then the JLM will be moved

to the zenith CBM port of the JPM by the

SSRMS.  

Once the JLM relocation is complete, the

JEMRMS‐activation tasks (power‐up, partial

deployment, full deployment and brake test)

will begin.  

PAYLOAD RACKS ABOARD KIBO 

JAXA’s two payload racks include a biological

experiment rack called “SAIBO” and a fluid

science experiment rack called “RYUTAI.”  

Both racks were delivered to the station during

the STS‐123 mission. During the STS‐124

mission, these payload racks will be transferred

and installed in the JPM. NASA’s three payload

racks, currently housed in the Destiny module,

are scheduled to be transferred and installed in

the JPM after the shuttle departs.  

The experiments housed in the SAIBO and

RYUTAI racks will be controlled by the station

crew, or remotely controlled by the respective

rack officers on duty at the User Operations

Area at TKSC.  The rack officer receives station

telemetry and will regularly check the status of

the experiment racks, including integrity,

temperature control and the working  

conditions of the science experiments.
46 PAYLOAD OVERVIEW MAY 2008

Location of SAIBO rack in the Kibo Pressurized Module

SAIBO Rack 

The SAIBO (pronounced sigh‐boe, which

means biologic cell) rack was delivered to the

station aboard space shuttle Endeavour during

the STS‐123 (1J/A) mission. SAIBO is a JAXA

payload rack that accommodates the Clean

Bench (CB) and Cell Biology Experiment

Facility (CBEF). The SAIBO rack provides

structural interfaces, power, data, cooling,

water and other items required to operate these

microgravity experiments on board the station.

The SAIBO rack will be transferred to the JPM

during the STS‐124 mission.  

SAIBO Rack  

The SAIBO rack accommodates experiments

that will be used for diverse life science  

research, including cultivation of plant and

animal cells in both microgravity and  

controlled gravity (0.1 G to 2.0 G) conditions.  

In addition, germ‐free handling of test articles

and microscopic analysis of cells via telemetry

commands from the ground can be performed.

SAIBO Rack
MAY 2008 PAYLOAD OVERVIEW 47

SAIBO experiment rack details 

The Clean Bench  

The Clean Bench (CB) provides a germ‐free

environment for life science and  

biotechnological experiments. The CB has a

specially designed microscope that provides

bright‐field, phase‐contrast and fluorescence

modes. The objective lens can be switched

among four magnification levels (4x, 10x, 20x,

40x).  

Cell Biology Experiment Facility  

The Cell Biology Experiment Facility (CBEF)

provides an incubation environment where the

temperature, humidity and carbon dioxide

levels are controlled. The CBEF has a centrifuge

chamber that generates artificial gravity, thus

enabling simultaneous experiments in both

microgravity and controlled gravity conditions.  

Centrifuge Chamber  

RYUTAI Rack 

The RYUTAI (pronounced “ryoo‐tie,” which

means “fluid”) rack also was delivered to the

station aboard the space shuttle Endeavour

during the STS‐123 (1J/A) mission. RYUTAI is a  

JAXA payload rack that accommodates the

Fluid Physics Experiment Facility (FPEF);

Solution Crystallization Observation Facility

(SCOF); Protein Crystallization Research

Facility (PCRF) and Image Processing Unit

(IPU). The RYUTAI rack provides structural

interfaces, power, data, cooling, water and

other items required to operate these  

microgravity experiments on board the station.  

The RYUTAI rack will be transferred to the JPM

during the STS‐124 mission.  

The RYUTAI rack accommodates experiments

that will be used for diverse physics and

material science experiments.  

Fluid physics phenomena, solution  

crystallization, and protein crystallization can

be monitored and analyzed.  

RYUTAI Rack
48 PAYLOAD OVERVIEW MAY 2008

Location of RYUTAI rack in the Kibo Pressurized Module

RYUTAI experiment rack details: 

Fluid Physics Experiment Facility  

The Fluid Physics Experiment Facility (FPEF) is

a platform for conducting fluid physics  

experiments at ambient temperature in a

microgravity environment. Under these condi‐

tions, the effects of thermal convection are

lower than on Earth, and the effects of gravity

on the free surface of a liquid are significantly

reduced. Thus, Marangoni convection (convec‐

tion attributed to differences between surface

tensions) can be observed in a fluid. The prime

objective of the FPEF is to investigate the

phenomenon of Marangoni convection in a

space environment, which affects things such as

the growth of semiconductor crystals.  

Liquid bridge formed under the

microgravity environment  

Solution Crystallization Observation Facility

and Protein Crystallization Research Facility  

The Solution Crystallization Observation

Facility (SCOF) and Protein Crystallization

Research Facility (PCRF) provide facilities for

conducting basic research on crystal and

protein growth, in various solutions, in a space

environment. The SCOF is designed to grow

solution crystals, and the PCRF is designed to

grow high‐quality protein crystals. Experiment

temperature and pressure conditions can be

controlled, and in‐situ observations can be

performed while the crystals are growing.
MAY 2008 PAYLOAD OVERVIEW 49

Image Processing Unit  

The Image Processing Unit (IPU) receives

image data from various experiment equipment

in Kibo, encodes the data, and then transfers

the data to the Kibo system lines. The IPU also

records experiment image data on a hard disk

in the Video Recording Unit (VRU) systems

when real‐time data downlink is not available.

The main functions of the IPU are to maintain

various interfaces with Kibo systems and

experiment equipment, to receive and decode

six channels of independent motion video

signals simultaneously, and to record video

signals on the hard disk with six digital VRUs

continuously.  

KIBO MISSION CONTROL CENTER 

After the Kibo element modules are assembled

and activated aboard the station, full‐scale

experiment operations will begin.  

Kibo operations will be jointly monitored and

controlled from the Space Station Operations

Facility (SSOF) at the Tsukuba and the Mission

Control Center at in Houston, where the overall

operations of the space station are controlled.

Kibo Mission Control Room
50 PAYLOAD OVERVIEW MAY 2008

JAXA FLIGHT CONTROL TEAM 

The JAXA Flight Control Team consists of flight

directors and more than 50 flight controllers

assigned to 10 technical disciplines required to

support Kibo flight operations. The flight

director oversees and directs the team, and the

flight controllers possess specialized expertise

on all Kibo systems. The team will monitor and

control Kibo around the clock in a three‐shift

per day schedule.  

Once Kibo is operational in orbit, the team will

monitor the status of command uplinks, data

downlinks, system payloads and experiments

aboard Kibo. The team will have the capability

of making real‐time operations planning

changes, and can communicate directly with

the crew aboard Kibo and the various  

international partner mission control centers

around the world. The team will troubleshoot

problems or anomalies that may occur aboard

Kibo during flight operations.  

The team organizes and conducts  

mission‐specific training which accurately

simulates actual Kibo flight operations. The

team is responsible for the preparation and

evaluation of all plans and procedures that will

be performed by the crew aboard Kibo, and by

controllers on the ground. In addition, the team

regularly conducts off‐nominal and  

contingency training for all certified flight

controllers and candidate flight controllers.  

The roles of the respective sections of JFCT are

as follows:  

JAXA Flight Director 

The JAXA Flight Director is the leader of the

team. J‐Flight will direct the overall operation

of Kibo, including operations planning, system

and experiment operations, and other tasks

performed by the crew aboard Kibo.  

The flight controllers assigned to each control

section must ensure that the J‐Flight is given the

current status of every detail of Kibo  

operations.  

STS‐124 (1J) Lead J‐Flight is responsible for the

crew safety in the Kibo module, and takes the

leading role to integrate the mission which

includes assembly and activation of the Kibo

JPM and the JEMRMS.  

STS‐124 Lead J‐Flight Yoshio Tokaku (left)

and STS‐124 NASA Lead Flight Director

Annette Hasbrook (right)  

Control and Network Systems, Electrical

Power, and ICS Communication Officer  

The Control and Network Systems, Electrical

Power, and ICS Communication Officer

(CANSEI) is responsible for Kibo flight control,

network systems, electrical power and ICS

communications. CANSEI will monitor the

control status of on‐board computers, network

systems, and electrical power systems through

data downlinked from Kibo on a real‐time

basis.  

Fluid and Thermal Officer  

The Fluid and Thermal Officer (Flat) is  

responsible for monitoring the status of the

ECLSS and the TCS, which regulate the heat
MAY 2008 PAYLOAD OVERVIEW 51

generated by the equipment aboard Kibo.  

These systems will be monitored through

telemetry data downlinked from Kibo on a

real‐time basis.  

Kibo Robotics Officer  

The Kibo Robotics Officer (Kibott) is  

responsible for the overall operation of the Kibo

robotic arm systems, scientific airlock, and

other associated mechanisms. During robotic

arm and airlock operations, KIBOTT will

prepare and monitor the related systems

necessary for the flight crew to perform the

appropriate tasks aboard Kibo.  

Operations Planner  

The Operations Planner (J‐Plan) is responsible

for planning the actual flight operations. When

Kibo is in a flight operations mode, J‐Plan will

monitor the status and progress of Kibo  

operations and, if necessary, will amend or

modify the operation plans as required.  

System Element Investigation and Integration

Officer  

The System Element Investigation and  

Integration Officer (Senin) is responsible for

Kibo’s system elements. Senin will monitor and

ensure that each Kibo system is running

smoothly and will integrate all systems  

information provided by each flight control

section.  

Tsukuba Ground Controller  

The Tsukuba Ground Controller is responsible

for the overall operation and maintenance of

the ground support facilities that are essential

for Kibo flight operations. This includes the

operations control systems and the operations

network systems.  

JEM Communicator  

The JEM Communicator (J‐Com) is responsible

for voice communications with the crew aboard

Kibo. J‐Com will communicate all essential

information to the crew for operating Kibo

systems and experiments, and/or respond to

Kibo‐specific inquiries from the crew.  

Astronaut Related IVA and

Equipment Support  

Astronaut Related IVA and Equipment Support

(ARIES) is responsible for IVA operations

aboard Kibo. ARIES will manage the tools and

other IVA‐related support equipment on Kibo.  

JEM Payload Officer  

The JEM Payload officer (JEM Payloads) is

responsible for Kibo’s experiment payload

operations, and will coordinate payload  

activities with the primary investigators of each

respective experiment.  

JAXA Extravehicular Activity  

JAXA Extravehicular Activity (JAXA EVA) is

responsible for Kibo‐related EVA operations

and will provide technical support to the crew

members who perform Kibo‐related  

spacewalks.  

Note: The JAXA spacewalk console will not be

in the Space Station Operations Facility at the

Tsukuba. Instead, the JAXA spacewalk flight

controllers will be stationed at NASA’s JSC.  

JEM ENGINEERING TEAM 

The JEM Engineering Team (JET) is responsible

for providing technical support to the flight

control team and technical evaluation of real‐ 

time data and pre‐and post‐flight analysis. JET

consists of the JET lead, electrical subsystem,

fluid subsystem and IVA engineers who are
52 PAYLOAD OVERVIEW MAY 2008

members of the JEM Development Project

Team. JET engineers also work in the NASA

Mission Evaluation Room at NASA JSC in

order to perform joint troubleshooting and

anomaly resolution.  

TSUKUBA SPACE CENTER 

The Tsukuba Space Center is JAXA’s largest

space development and utilization research

complex. As Japan’s primary site for human

spaceflight research and operations, it operates

the following facilities in support of the Kibo

mission.  

Space Station Test Building 

Comprehensive Kibo system tests were  

conducted in this building. The main purpose

of the tests was to verify function, physical

interface and performance of the entire Kibo

system including all the associated elements. In

addition, subsystems, payloads, and ground

support equipment were all tested in this

building. Once Kibo operations begin aboard

the station, engineering support will be  

provided from this building.  

Space Experiment Laboratory (SEL) 

The following activities are conducted in this

building:  

• Development of technologies required for

space experiments  

• Preparation of Kibo experiment programs  

• Experiment data analysis and support
MAY 2008 PAYLOAD OVERVIEW 53

Astronaut Training Facility (ATF) 

The following activities are conducted in this

building:  

• JAXA astronaut candidate training  

• Astronaut training and health care  

This building is a primary site for Japan’s space

medicine research.

Weightless Environment Test Building (WET)

This facility provides a simulated weightless

environment using water buoyancy for  

astronaut training. Design verification tests on

various Kibo element modules and  

development of preliminary EVA procedures

were conducted in this facility.

SPACE STATION OPERATION FACILITY 

The Space Station Operation Facility (SSOF) is

responsible for controlling Kibo operations.  At

the SSOF, operation of Kibo systems and

payloads are supervised and Kibo operation

plans are prepared in cooperation with NASA’s

Space Station Control Center (SSCC) and

Payload Operation Integration Center (POIC).  

The SSOF is responsible for the following:  

• Monitoring and controlling Kibo operating

systems  

• Monitoring and controlling Japanese

experiments on Kibo  

• Implementing operation plans  

• Supporting launch preparation
54 PAYLOAD OVERVIEW MAY 2008

The SSOF consists of the following sections:  

Mission Control Room  

The Mission Control Room provides real‐time

Kibo support on a 24‐hour basis. This includes

monitoring the health and status of Kibo’s

operating systems, payloads, sending  

commands and real‐time operational planning.  

User Operations Area  

The User Operations Area distributes the status

of Japanese experiments and provides collected

data to the respective users that are responsible

for the experiment and the subsequent analysis.  

Operations Planning Room  

The Operations Planning Room is responsible

for the planning of in‐orbit and ground  

operations based on the power distribution,  

crew resources and data transmission capacity.

If the baseline plans need to be changed,

adjustments will be conducted in collaboration

with the control room, the User Operations, and

NASA.  

Operations Rehearsal Room  

The Operations Rehearsal Room provides

training for flight controllers, and conducts

integrated rehearsals and joint simulations with

NASA.  

Engineering Support Room  

The Engineering Support Room provides

engineering support for Kibo operations. In this

room, the JEM Engineering Team monitors the

data downlinked to the MCR from Kibo, and

provides engineering support as required.
MAY 2008 PAYLOAD OVERVIEW 55

Space Station Operation Facility 
56 PAYLOAD OVERVIEW MAY 2008

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MAY 2008 RENDEZVOUS & DOCKING 57

RENDEZVOUS AND DOCKING 

Discovery docks with the International Space Station during the STS‐124 mission.

Rendezvous begins with a precisely timed

launch of the shuttle on its trajectory for its

chase of the International Space Station. A

series of engine firings over the next two days

will bring Discovery to a point about 50,000 feet

behind the station.  

Once there, Discovery will start its final  

approach. About 2.5 hours before docking, the

shuttle’s jets will be fired during what is called

the terminal initiation burn. Discovery will

cover the final miles to the station during the

next orbit.  

As Discovery moves closer to the station, the

shuttle’s rendezvous radar system and  

trajectory control sensor will give the crew

range and closing‐rate data. Several small

correction burns will place Discovery about

1,000 feet below the station.  

Commander Mark Kelly, with help from Pilot

Kenneth Ham and other crew members, will
58 RENDEZVOUS & DOCKING MAY 2008

manually fly the shuttle for the remainder of

the approach and docking.  

Kelly will stop Discovery about 600 feet below

the station.  Once he determines there is proper

lighting, he will maneuver Discovery through a

nine‐minute back flip called the Rendezvous

Pitch Maneuver.   That allows the station crew

to take as many as 300 digital pictures of the

shuttle’s heat shield.  

Station crew members will use digital cameras

with 400 mm and 800 mm lenses to photograph

Discovery’s upper and bottom surfaces through

windows of the Zvezda Service Module.    The

400 mm lens provides up to 3‐inch resolution

and the 800 mm lens up to 1‐inch resolution.  

The photography is one of several techniques

used to inspect the shuttle’s thermal protection

system for possible damage. Areas of special

interest include the thermal protection tiles, the

reinforced carbon‐carbon of the nose and

leading edges of the wings, landing gear doors

and the elevon cove.  

The photos will be downlinked through the

station’s Ku‐band communications system for

analysis by systems engineers and mission

managers.

Discovery conducts the rendezvous pitch maneuver that enables station astronauts to photograph

the orbiter as one technique of inspecting the thermal protection system.
MAY 2008 RENDEZVOUS & DOCKING 59

When Discovery completes its back flip, it will

be back where it started, with its payload bay

facing the station.  

Kelly then will fly Discovery through a quarter

circle to a position about 400 feet directly in

front of the station.    From that point he will

begin the final approach to docking to the

Pressurized Mating Adapter 2 at the forward

end of the Harmony node.  

The shuttle crew members operate laptop

computers processing the navigational data, the

laser range systems and Discovery’s docking

mechanism.  

Using a video camera mounted in the center of

the ODS, Kelly will line up the docking ports of

the two spacecraft. If necessary, he will pause

30 feet from the station to ensure proper

alignment of the docking mechanisms.  

He will maintain the shuttle’s speed relative to

the station at about one‐tenth of a foot per

second, while both Discovery and the station

are moving at about 17,500 mph.  He will keep

the docking mechanisms aligned to a tolerance

of three inches.  

When Discovery makes contact with the

station, preliminary latches will automatically

attach the two spacecraft.  The shuttle’s steering

jets will be deactivated to reduce the forces

acting at the docking interface. Shock absorber

springs in the docking mechanism will dampen

any relative motion between the shuttle and

station.  

Once motion between the shuttle and the

station has been stopped, the docking ring will

be retracted to close a final set of latches  

between the two vehicles.  

UNDOCKING, SEPARATION AND 

DEPARTURE 

At undocking time, the hooks and latches will

be opened, and springs will push the shuttle

away from the station. Discovery’s steering jets

will be shut off to avoid any inadvertent firings

during the initial separation.  

Once Discovery is about two feet from the

station and the docking devices are clear of one

another, Ham will turn the steering jets back on

and will manually control Discovery within a

tight corridor as the shuttle separates from the

station.  

Discovery will move to a distance of about

450 feet, where Ham will begin to fly around

the station in its new configuration.    This

maneuver will occur only if propellant margins

and mission timeline activities permit.  

Once Discovery completes 1.5 revolutions of

the complex, Ham will fire Discovery’s jets to

leave the area.    The shuttle will move about

46 miles from the station and remain there

while ground teams analyze data from the late

inspection of the shuttle’s heat shield.    The

distance is close enough to allow the shuttle to

return to the station in the unlikely event that

the heat shield is damaged, preventing the

shuttle’s safe re‐entry.
60 RENDEZVOUS & DOCKING MAY 2008

This image depicts Discovery undocking from the station as the STS‐124 nears completion.
MAY 2008 SPACEWALKS 61

SPACEWALKS 

The three spacewalks of the STS‐124 mission

will help install the largest laboratory the space

station has ever seen.   They also will keep the

exterior of the station cool, help restore the

station to its full power‐generating capability,

and return the 50‐foot boom left during the last

mission to the space station.  

The spacewalks, also known as extravehicular

activities, or EVAs, will be performed on the

fourth, sixth and ninth days by Mission

Specialists Mike Fossum and Ron Garan.  

Fossum, the lead spacewalker, will be wearing

a spacesuit marked with solid red stripes.  He is

a veteran spacewalker, with three spacewalks

performed during the STS‐121 mission under

his belt.    Garan, a first‐time spacewalker, will

wear an all white suit.

Spacewalkers will wear gloves fashioned with thumb patches to

prevent glove damage seen on recent missions.
62 SPACEWALKS MAY 2008

To help prevent the glove damage seen in

recent missions from recurring, both  

spacewalkers will wear gloves with reinforced

patches on the thumb and index finger for the

first time.    The patches are made of the same

cut‐resistant Vectran material already used in

the palm of the gloves, but in a much tighter

weave.    In this form, the fabric is called  

TurtleSkin.  TurtleSkin patches were sewn onto

the gloves below the tip of the thumb and index

finger, and an extra strip of the glove’s rubbery

outer layer was added over the TurtleSkin to

provide grip.  

Tests have shown that this TurtleSkin weave

greatly increases the Vectran’s strength.  It is up

to four times more resistant to being damaged

than the normal weave.  

Pilot Ken Ham will be the intravehicular officer,

or spacewalk choreographer.    Mission  

Specialists Karen Nyberg, Akihiko Hoshide and

Greg Chamitoff will be operating the shuttle

and station robotic arms.  Nyberg is expected to

be the first person to operate three different

robotic arms in space, after the new Japanese

laboratory robotic arm is deployed following

the third spacewalk.

Made of the same material already used in the palm of the gloves, but in a much tighter

weave, the fabric is called TurtleSkin.  The patches were sewn onto the gloves below the

tip of the thumb and index finger.  A strip of the glove’s rubbery outer layer was added

over the TurtleSkin to provide grip.
MAY 2008 SPACEWALKS 63

Preparations for each spacewalk will start the

night before, when Fossum and Garan will

spend the night in the station’s Quest Airlock.  

This practice is called the campout prebreathe

protocol, and is used to purge nitrogen from

the spacewalkers’ systems and prevent decom‐

pression sickness, also known as the bends.  

During the campout, Fossum and Garan will

stay in the airlock while its air pressure is

lowered to 10.2 pounds per square inch.    The

rest of the station is kept at the near‐sea level

pressure of 14.7 psi.    The morning of the  

spacewalk, soon after the astronauts wake up,

they will wear oxygen masks for an hour, so

that the airlock’s pressure can be raised back to

14.7 psi and the hatch between the airlock and

the rest of the station can be opened.    That

allows the spacewalkers a chance to go through

their morning routine before returning to the

airlock, where the air pressure is lowered again

so that Fossum and Garan can don their  

spacesuits.    After 30 minutes in the suits, the

prebreathe protocol is complete.  

The campout procedure enables spacewalks to

begin earlier in the crew’s day than was  

possible before the protocol was adopted.

Spacewalkers Mike Fossum and Ron Garan will conduct the mission’s three scheduled EVAs.
64 SPACEWALKS MAY 2008

EVA-1 

Duration:  6 hours, 30 minutes  

EVA Operations:  

• Release the straps holding the shuttle

robotic arm’s elbow joint camera down for

launch  

• Transfer the Orbiter Boom Sensor System

from the station’s starboard truss to the

shuttle  

• Prepare the Kibo laboratory for installation  

• Replace one of the 12 trundle bearing

assemblies on the starboard solar alpha  

rotary joint  

• Inspect damage to the solar alpha rotary

joint  

• Test cleaning methods for use on the solar

alpha rotary joint’s race ring  

The first objective is to transfer the OBSS left

after the previous shuttle mission from the

station’s truss to space shuttle Discovery.  Most

of the tasks will fall to Garan, who will be

releasing the stanchions holding the boom to

the truss and removing a bag that has been

protecting the boom’s sensor package.    Just

before the station’s robotic arm takes control of

the boom and hands it off to the shuttle’s

robotic arm, Fossum will detach the keep‐alive

umbilical that has been providing the boom’s

systems with power while stowed.   The boom

will be used later in the mission to inspect the

shuttle’s heat shield.  

Next, the spacewalkers will prepare the Kibo

laboratory for installation.    While Garan is

working on the boom, Fossum will inspect the

Harmony Node’s left side active common

berthing mechanism to ensure that it’s ready to

attach to Kibo.  He’ll also open a window cover

to provide the crew inside with a good view of

the installation.  

After the boom work is done, Garan and

Fossum will work together in the shuttle’s

cargo bay to remove contamination covers from

the surface where the module will connect to

Harmony.    Fossum also will disconnect the

heater cables connecting the module to the

shuttle and remove three bolts that lock the

shutters of Kibo’s forward window in place for

launch.  

The spacewalkers’ final tasks of the spacewalk

will take them to the station’s starboard solar

alpha rotary joint.    The 10‐foot‐wide rotary

joint, which allows the station’s starboard solar

arrays to rotate and track the sun, began

experiencing increased vibration and power

usage in the fall of 2007.  Inspections turned up

metal shavings inside the joint.    One of the

joint’s 12 trundle bearing assemblies, which

allow the joint’s outboard ring to rotate around

its inboard ring, was removed.  

Garan will install a replacement for that trundle

bearing assembly.    Meanwhile, Fossum will

inspect a potentially damaged area on the joint

to determine whether there is debris sitting on

the surface of the metal, or a divot in the metal.  

A similar inspection was performed during

STS‐123, but Fossum will use sharper tools to

give him more tactile feedback.  

Fossum also will try out techniques for cleaning

the surface of the joint’s race ring.    First, he’ll

try removing a section of the debris, using a

putty knife as a scraper.    Next, he will apply

grease to the surface and then try the scraper

again.    And finally, Fossum will try using a

wipe and grease to ascertain if a scraper is

actually needed.
MAY 2008 SPACEWALKS 65

Astronauts Ron Garan and Mike Fossum (partially obscured), both STS‐124

mission specialists, are about to be submerged in the waters of the Neutral

Buoyancy Laboratory near JSC.
66 SPACEWALKS MAY 2008

Agglomerations of debris (referred to as “pancakes”) are adhered to the race ring outer canted

surface.  The bearing load between the Trundle Bearing Assemblies (TBAs) and the outer  

canted surface is at least 690 lbs per TBA.  The debris on the outer canted surface has  

been compacted thousands of times with this bearing load.
MAY 2008 SPACEWALKS 67

The SARJ scraper tool in combination with a lubricant (602 Braycote EF) will be used

as a cleaning tool on the outer canted surface.

It is the belief of the investigators that the scraper tool will be successful in liberating pancaked

debris and the lubricant will increase the crew’s ability to collect the liberated debris.
68 SPACEWALKS MAY 2008

EVA-2 

Duration : 6 hours, 30 minutes  

EVA Operations:  

• Prepare the Japanese module’s robotic arm

for deployment  

• Prepare the active common berthing

mechanism on the Kibo laboratory for the

installation of a smaller part of the module

delivered during STS‐123  

• Prepare a depleted nitrogen tank assembly

on the starboard truss for removal and a

new one stowed on an external stowage

platform on the port truss for installation  

• Remove a television camera with a failing

power supply  

The crew will begin the second spacewalk by

installing on the Kibo laboratory two cameras

that will be used to judge clearances for the

module’s robotic arm.    Garan will install the

forward camera, while Fossum will work on

the aft.  They will then work together to remove

the seven thermal covers on each of the robotic

arms’ six joints and its end effecter.  Each cover

will require the spacewalkers to remove two

fasteners and disconnect two grounding wires.  

Next, they will prepare the laboratory’s top

active common berthing mechanism for the

attachment of a smaller section of the module,

the JLP, which was delivered during STS‐123.  

To do so, they’ll remove the berthing  

mechanism’s thermal cover, the bolts securing

two micrometeoroid orbital debris shields and a

launch lock, and inspect its surface.  They’ll also

install thermal covers on the metal post that

connected the laboratory to the shuttle’s cargo

bay.  

After that, Garan and Fossum will split up to

prepare for a nitrogen tank assembly swap that

they’ll perform on the mission’s third  

spacewalk.    The nitrogen tank assembly uses

high‐pressure nitrogen gas to control the flow

of ammonia out of the ammonia tank assembly.  

Ammonia is used to control the temperature on

the station’s exterior.  

Fossum will move to the left side of the  

station’s truss, where a spare nitrogen tank

assembly will be located on External Stowage

Platform 3.    He will install an articulating

portable foot restraint onto the platform for use

during the next spacewalk, and loosen the four

bolts that anchor the nitrogen tank assembly to

the platform.    And to prevent overheating

during the swap, he will install thermal covers

over the assembly’s quick disconnect lines.  

Garan also will loosen the bolts and install

thermal covers on the old nitrogen tank  

assembly, which is on the starboard truss.    In

addition, he will disconnect three electrical

connections and the nitrogen lines that attach

the assembly to its corresponding ammonia

tank assembly.

For the final tasks of the spacewalk, Garan will

join Fossum on the left truss to remove an

external television camera that has a failing

power supply.    They will bring the camera

inside with them, where the power supply will

be replaced, and then reinstall it during the

third spacewalk.
MAY 2008 SPACEWALKS 69

Astronaut Mike Fossum, STS‐124 mission specialist, dons a training version of his

Extravehicular Mobility Unit (EMU) spacesuit before to being submerged in the waters

of the Neutral Buoyancy Laboratory (NBL) near JSC.  Suit technicians assisted Fossum.

EVA-3 

Duration:  6 hours, 20 minutes  

EVA Operations:  

• Remove and replace the starboard nitrogen

tank assembly  

• Finish outfitting the Kibo laboratory  

• Reinstall repaired television camera  

removed during the second spacewalk  

Replacing the depleted nitrogen tank assembly

will require Garan to spend much of his third

spacewalk on the station’s robotic arm.  He will

start the spacewalk by installing a width

extender to increase the robotic arm’s reach,

climb into a foot restraint attached to the width

extender and remove four bolts holding the old

nitrogen tank assembly in place on the  

starboard truss.  After installing a handle on the

assembly, he will remove it from the truss and

carry it to the external stowage platform, via the

robotic arm.  

Meanwhile, Fossum will remove the spare

nitrogen tank assembly from the platform to

make room for the old one, and store it on the

other side of the platform.  When Garan arrives

with the old assembly, Fossum will guide it
70 SPACEWALKS MAY 2008

into place and begin securing it to the platform

with four bolts.  Once one of the four bolts has

been secured, Garan will remove his handle

from the old assembly, attach it to the new one

and ride the robotic arm back to the starboard

truss with the nitrogen tank assembly in tow.  

He’ll remove his handle, install the bolts to

secure it to the truss and connect the necessary

electrical link.  Then he will get off the robotic

arm and move to the back of the truss to

connect the assembly’s nitrogen lines to the

ammonia tank assembly.  

Meanwhile, Fossum will finish securing the old

nitrogen assembly and move to the Kibo

module to finish outfitting it.   He will remove

launch locks and thermal covers from the two

cameras on the module’s robotic arm, as well as

the launch locks on the module’s aft window.  

The window had been blocked by the robotic

arm during the first spacewalk, when he

removed the launch locks on the module’s

forward window.    He will then deploy two

micrometeoroid debris shields on either side of

the connection between the larger laboratory

module and the recently relocated experiments

logistics module.  

Once that’s done, Fossum will return to the

airlock to retrieve the external television camera

with its new power supply.    He will meet

Garan back on the port truss, where they will

reinstall the camera.
MAY 2008 EXPERIMENTS 71

EXPERIMENTS 

The space shuttle and the International Space

Station have an integrated research program

that optimizes use of shuttle crew members and

long‐duration space station crew members to

address research questions in a variety of

disciplines.

For information on science on the station, visit:

http://www.nasa.gov/mission_pages/station/

science/index.html

or

http://iss-science.jsc.nasa.gov/index.cfm

Detailed information is located at:

http://www.nasa.gov/mission_pages/station/

science/experiments/Expedition.html

SHORT-DURATION U.S. INTEGRATED 

RESEARCH TO BE COMPLETED DURING 

STS-124/1J (4) 

Validation of Procedures for Monitoring

Crew Member Immune Function – Short

Duration Biological Investigation (Integrated

Immune‐SDBI) will assess the clinical risks

resulting from the adverse effects of spaceflight

on the human immune system and will validate

a flight‐compatible immune monitoring

strategy.  The experiment entails collecting and

analyzing blood, urine and saliva samples from

crew members before, during and after space

flight to monitor changes in the immune

system.

Maui Analysis of Upper Atmospheric

Injections (MAUI) will observe the space

shuttle engine exhaust plumes from the Maui

Space Surveillance Site in Hawaii.    The

observations will occur when the space shuttle

fires its engines at night or twilight.    A

telescope and all‐sky imagers will take images

and data while the space shuttle flies over the

Maui site.    The images will be analyzed to

better understand the interaction between the

spacecraft plume and the upper atmosphere of

Earth

National Lab Pathfinder  ‐  Vaccine  ‐  1B

(NLP‐Vaccine‐1B) is a commercial payload

serving as a pathfinder experiment

demonstrating the use of the space station as a

National Laboratory after station assembly is

complete.    NLP‐Vaccine‐1B contains a

pathogenic (disease causing) organism, which

will be grown in space and later examined to

see if spaceflight conditions affect its virulence

(infection potential).    This information has

potential applications for vaccine development

to prevent infections on Earth and in

microgravity.

Sleep‐Wake Actigraphy and Light Exposure

During Spaceflight  ‐  Short (Sleep‐Short) will

examine the effects of spaceflight on

the sleep‐wake cycles of the astronauts

during space shuttle missions.    Advancing

state‐of‐the‐art technology for monitoring,

diagnosing and assessing treatment of sleep

patterns is vital to treating insomnia on Earth

and in space.

SAMPLES RETURNING FROM ISS ON 

STS-124 

Bisphosphonates as a Countermeasure to

Space Flight Induced Bone Loss

(Bisphosphonates) will study the effectiveness

of bisphosphonates (medications that block the
72 EXPERIMENTS MAY 2008

breakdown of bone) used in conjunction with

the routine in‐flight exercise program to protect

space station crew members from the regional

decreases in bone mineral density documented

on previous station missions.

Commercial Generic Bioprocessing Apparatus

Science Insert  ‐  02 (CSI‐02) is an educational

payload designed to interest middle school

students in science, technology, engineering

and math by participating in near real‐time

research conducted on board the space station.  

Students observe four experiments through

data and imagery downlinked and distributed

directly into the classroom via the Internet.  The

first experiment examined seed germination

and plant development in microgravity.    The

second experiment looked at yeast cells

adaptation to the space environment.  The third

experiment observed plant cell cultures and the

fourth a silicate garden.    The experiments

conducted for CSI‐02 are designed primarily to

meet education objectives; however, to the

maximum extent possible, meaningful scientific

research is conducted to generate new

knowledge into gravity‐dependent biological

processes and to support future plans for

human space exploration.    CSI‐02 has the

potential to impact more than 15,000 middle

school and high school students.

Coarsening in Solid Liquid Mixtures‐2

(CSLM‐2) examines the kinetics of competitive

particle growth within a liquid metal matrix.  

During this process, small particles of tin

suspended in a liquid tin‐lead matrix shrink by

losing atoms to larger particles of tin, causing

the larger particles to grow (coarsen).    This

study defines the mechanisms and rates of

coarsening in the absence of gravitational

settling.    This work has direct applications to

metal alloy manufacturing on Earth, including

materials critical for aerospace applications

(e.g., the production of better aluminum alloys

for turbine blades).

Validation of Procedures for Monitoring Crew

Member Immune Function (Integrated

Immune) will assess the clinical risks resulting

from the adverse effects of spaceflight on the

human immune system and will validate a

flight‐compatible immune monitoring strategy.  

Researchers collect and analyze blood, urine

and saliva samples from crew members before,

during and after space flight to monitor

changes in the immune system.

Nutritional Status Assessment (Nutrition) is

the most comprehensive in‐flight study done by

NASA to date of human physiologic changes

during long‐duration spaceflight; this includes

measures of bone metabolism, oxidative

damage, nutritional assessments, and hormonal

changes.    This study will impact both the

definition of nutritional requirements and

development of food systems for future space

exploration missions to the moon and Mars.  

This experiment also helps to understand the

impact of countermeasures (exercise and

pharmaceuticals) on nutritional status and

nutrient requirements for astronauts.

The National Aeronautics and Space

Administration Biological Specimen

Repository (Repository) is a storage bank that

is used to maintain biological specimens over

extended periods of time and under well‐

controlled conditions.  Samples from the space

station, including blood and urine, will be

collected, processed and archived during the

preflight, in‐flight and postflight phases of the

spacestation missions.    This investigation has

been developed to archive biosamples for use

as a resource for future spaceflight‐related

research.
MAY 2008 EXPERIMENTS 73

Simulation of Geophysical Fluid Flow under

Microgravity (Geoflow) is an ESA

investigation for the Fluid Science Laboratory

(FSL) on the space station.  Geoflow will study

thermal convection and flow in a viscous,

incompressible fluid contained in the gap

between two concentric rotating spheres.    The

results will be used to model global‐scale flow

applicable to the Earth’s atmosphere, oceans,

and liquid core.

The Reverse Genetic Approach to Exploring

Genes Responsible for Cell Wall Dynamics in

Supporting Tissues of Arabidopsis Under

Microgravity Conditions and Role of

Microtubule‐Membrane‐Cell Wall Continuum

in Gravity Resistance in Plants (CWRW) is a

pair of investigations that will explore the

molecular mechanism by which the cell wall

(rigid outermost layer) construction in

Arabidopsis thaliana (a small plant of the

mustard family) is regulated by gravity, and

determine the importance of the structural

connections between microtubule, plasma

membrane, cell wall as the mechanism of

gravity resistance.    The results of these JAXA

investigations will support future plans to

cultivate plants on long‐duration exploration

missions.

EXPERIMENTS AND HARDWARE TO BE 

DELIVERED TO INTERNATIONAL SPACE 

STATION 

Test of Midodrine as a Countermeasure

Against Postflight Orthostatic Hypotension  ‐ 

Long (Midodrine‐Long) is a test of the ability

of the drug midodrine to reduce the incidence

or severity of orthostatic hypotension.    If

successful, it will be employed as a

countermeasure to the dizziness caused by the

blood‐pressure decrease that many astronauts

experience upon returning to the Earth’s

gravity.

Sleep‐Wake Actigraphy and Light Exposure

During Spaceflight‐Long (Sleep‐Long) will

examine the effects of spaceflight and ambient

light exposure on the sleep‐wake cycles of the

crew members during long‐duration stays on

the space station.

Passive Dosimeter for Lifescience Experiment

in Space (PADLES) measures radiation

exposure levels on board the space station.  

PADLES uses passive and integrating

dosimeters to detect radiation levels.    These

dosimeters are located near the biological

experiment facilities and on the end of the JEM,

Kibo.

Commercial Payload Program is a suite of

commercial investigations sponsored by JAXA.
74 EXPERIMENTS MAY 2008

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MAY 2008 EXTERNAL TANK 75

EXTERNAL FUEL TANK ET-128 FOR 

SPACE SHUTTLE MISSION STS-124 

External fuel tank ET‐128 is the first in‐line

production tank — or the first tank to fly  

with Return to Flight changes and  

other improvements incorporated during

manufacturing instead of added to the tank

post‐production. It also is the first tank to fly

with redesigned liquid hydrogen ice frost

ramps and liquid oxygen feedline support

brackets.

LIQUID HYDROGEN TANK ICE FROST 

RAMPS 

The Space Shuttle Program approved a

redesign to the ramps after foam debris loss

during previous shuttle flights, and after cracks

were discovered during post‐STS‐114

dissections of external tank ET‐120.

The external fuel tank main propulsion system

pressurization lines and cable trays are attached

along the length of the tank at multiple

locations by metal support brackets.   They are

protected from forming ice and frost during

tanking operations by foam protuberances

called ice frost ramps.    There are 36 ice/frost

ramps on the tank, 12 on the liquid oxygen

tank, seven on the intertank and 17 on the

liquid hydrogen tank.    The size and design of

each ice frost ramp is dependent upon location.

The smaller ramps on the liquid oxygen tank

are roughly 1.5 feet long by 1.5 feet wide by  

5 inches high and weigh about 12 ounces. The

larger ramps on the liquid hydrogen tank are

roughly 2 feet long by 2 feet wide by 1 foot high

and weigh approximately 1.7 pounds each.

The ice frost ramps on ET‐128 appear identical

to ramps on previous tanks, but several design

changes have been made at all 17 locations on

the liquid hydrogen tank.

Redesign changes were incorporated into all

17 ice frost ramps on the liquid hydrogen tank

(stations Xt 1151 through Xt 2057) to reduce

foam loss. They appear identical to the previous

design but several changes have been made:

• BX* manual spray foam has replaced PDL*

and NCFI* foam in the ramp’s base cutout

to reduce debonding and cracking.

• Pressline and cable tray bracket feet corners

have been rounded to reduce stresses.

• Shear pin holes have been sealed to reduce

leak paths.

* BX is a type of foam used on the tank’s “closeout,” or

final areas, and is applied manually or hand‐sprayed.

PDL is an acronym for Product Development

Laboratory, the first supplier of the foam during the

early days of the external tank’s development. PDL

foam is hand‐poured foam used for filling odd‐shaped

cavities. NCFI foam is used on the aft dome, or bottom,

of the liquid hydrogen tank.
76 EXTERNAL TANK MAY 2008

• Isolators were primed to promote adhesion;

isolator corners were rounded to help  

reduce thermal protection system (TPS)

stresses.

• BX manual spray applied in bracket pockets

to reduce geometric voids.

A similar configuration was flown on STS‐120’s

ET‐120 and performed exceptionally well with

no debris events observed.

LIQUID OXYGEN FEEDLINE BRACKETS 

Because the feedline bracket configuration has

the potential for foam and ice debris loss, the

Space Shuttle Program approved a redesign

that minimizes ice formation in under‐insulated

areas and minimizes foam damage or loss due

to ice and foam interferences during normal

feedline relative motion.

The liquid oxygen tank feedline, approximately

70 feet long and about 17 inches in diameter,

carries liquid oxygen from the liquid oxygen

tank to the orbiter, where it is distributed

internally to the main engines.  The feedline is

attached to the tank with five brackets that

resemble an L‐shaped boomerang.    The

brackets allow movement, or “articulation,” of

the feedline to compensate for propellant flow

during fueling on the launch pad, and during

detanking.    They also take into consideration

the external tank thermal expansion and

contraction.    Liquid oxygen feedline bracket

changes include:

• Titanium brackets replace aluminum

brackets at four locations, Xt 1129, Xt 1377,

Xt 1624 and Xt 1871, to minimize ice

formation in under‐insulated areas.    The

amount of foam required to cover the

brackets and the propensity for ice

development was reduced.    Titanium is

much less thermally conductive than

aluminum.

• Zero‐gap/slip plane Teflon material was

applied to the upper outboard monoball

attachment to eliminate ice adhesion.

• Additional foam was added to the feedline

to minimize cold spots and reduce ice.

Redesign changes were incorporated into all

17 ice frost ramps locations on the liquid

hydrogen tank (stations 1151 through 2057).

* Station 2057 is located under the umbilical feed for the

liquid oxygen tank feedline.
MAY 2008 EXTERNAL TANK 77

Feedline brackets on the liquid oxygen tank were redesigned to minimize  

ice formation in under‐insulated areas.

OTHER CHANGES TO THE SPACE 

SHUTTLE EXTERNAL FUEL TANK SINCE 

RETURN TO FLIGHT 

The following major changes were made to

space shuttle external tanks that have  

flown since Return to Flight.    Until ET‐128,

modifications were made on all tanks that have

flown after the tanks were manufactured.

First Return to Flight mission, STS-114 

(ET-121), July 2005 

Bipod Redesign: The ET forward shuttle attach

fitting, called the bipod, was redesigned to

eliminate the large insulating foam ramps as a

debris source; replaced with electric heaters.

Forward Bipod Fitting:  Four rod headers were

placed below each fitting to reduce heat loss.

Liquid Hydrogen Intertank Flange:    An

enhanced closeout procedure was added,

including an improved foam application

process to the intertank ribbing and the upper

and lower flange areas.

Liquid Oxygen Feedline Bellows:  These were

reshaped to include a “drip lip” that allows

moisture to run off and prevent freezing.    A

strip heater was added on the bellow to further

reduce the amount of ice or frost formed.  Joints

on the liquid oxygen feedline assembly allow

the feedline to move during installation and

assembly and during liquid hydrogen tank fill.  

Because it must flex, it was not insulated.

Second Return to Flight mission STS-121 

(ET-119), July 2006 

Protuberance Airload (PAL): Ramp removed.

Ice Frost Ramp Extensions:    Ramps were

added at locations where the PAL ramp had

been removed to make the geometry of the

ramps consistent with other locations on the

tank.  A total of nine extensions were added, six

on the liquid hydrogen tank and three on the

liquid oxygen tank.

STS-120 (ET-120), October – November 

2007 

Fourteen liquid hydrogen ice frost ramps and

four feedline brackets were modified with a

different foam configuration and flown as an

interim measure before the redesign flying on

ET‐128.
78 EXTERNAL TANK MAY 2008

STS-122 (ET-125), Feb. 7, 2008 

The engine cutoff sensor feed‐through

connector on the liquid hydrogen tank was

modified on the launch pad after ECO sensor

system false readings prevented a December

2007 launch.    A modified connector was

designed with pins and sockets soldered

together.  The same configuration has flown on

subsequent flights.  A team continues to study a

possible long‐term fix to the ECO sensor

system.

Remaining space shuttle external tanks

assigned to space shuttle missions:

ET‐127 – STS‐125

ET‐129 – STS‐126

ET‐130 – STS‐119

ET‐131 – STS‐127

ET‐132 – STS‐128

ET‐133 – STS‐129

ET‐134 – STS‐130

ET‐135 – STS‐131

ET‐136 – STS‐132

ET‐137 – STS‐133

ET‐138 – Tank for a launch on need, or rescue,

mission for STS‐133
MAY 2008 SHUTTLE REFERENCE DATA 79

SHUTTLE REFERENCE DATA 

SHUTTLE ABORT MODES 

Redundant Sequence Launch Sequencer 

(RSLS) Aborts 

These occur when the on‐board shuttle

computers detect a problem and command a

halt in the launch sequence after taking over

from the ground launch sequencer and before

solid rocket booster ignition.

Ascent Aborts 

Selection of an ascent abort mode may become

necessary if there is a failure that affects vehicle

performance, such as the failure of a space

shuttle main engine or an orbital maneuvering

system engine.    Other failures requiring early

termination of a flight, such as a cabin leak,

might also require the selection of an abort

mode.  There are two basic types of ascent abort

modes for space shuttle missions:  intact aborts

and contingency aborts.    Intact aborts are

designed to provide a safe return of the orbiter

to a planned landing site.   Contingency aborts

are designed to permit flight crew survival

following more severe failures when an intact

abort is not possible.    A contingency abort

would generally result in a ditch operation.

Intact Aborts 

There are four types of intact aborts:    abort to

orbit (ATO), abort once around (AOA),

transoceanic abort landing (TAL) and return to

launch site (RTLS).

Return to Launch Site 

The RTLS abort mode is designed to allow the

return of the orbiter, crew, and payload to the

launch site, KSC, approximately 25 minutes

after liftoff.

The RTLS profile is designed to accommodate

the loss of thrust from one space shuttle main

engine between liftoff and approximately

four minutes 20 seconds, after which not

enough main propulsion system propellant

remains to return to the launch site.  An RTLS

can be considered to consist of three stages — a

powered stage, during which the space shuttle

main engines are still thrusting; an external

tank separation phase; and the glide phase,

during which the orbiter glides to a landing at

the KSC.  The powered RTLS phase begins with

the crew selection of the RTLS abort, after solid

rocket booster separation.  The crew selects the

abort mode by positioning the abort rotary

switch to RTLS and depressing the abort push

button.  The time at which the RTLS is selected

depends on the reason for the abort. For

example, a three‐engine RTLS is selected at the

last moment, about 3 minutes, 34 seconds into

the mission; whereas an RTLS chosen due to an

engine out at liftoff is selected at the earliest

time, about 2 minutes, 20 seconds into the

mission (after solid rocket booster separation).

After RTLS is selected, the vehicle continues

downrange to dissipate excess main propulsion

system propellant.    The goal is to leave only

enough main propulsion system propellant to

be able to turn the vehicle around, fly back

toward the KSC and achieve the proper main

engine cutoff conditions so the vehicle can glide

to the KSC after external tank separation.  

During the downrange phase, a pitch‐around

maneuver is initiated (the time depends in part

on the time of a space shuttle main engine

failure) to orient the orbiter/external tank

configuration to a heads‐up attitude, pointing

toward the launch site.  At this time, the vehicle

is still moving away from the launch site, but
80 SHUTTLE REFERENCE DATA MAY 2008

the space shuttle main engines are now

thrusting to null the downrange velocity.    In

addition, excess orbital maneuvering system

and reaction control system propellants are

dumped by continuous orbital maneuvering

system and reaction control system engine

thrustings to improve the orbiter weight and

center of gravity for the glide phase and

landing.

The vehicle will reach the desired main engine

cutoff point with less than 2 percent excess

propellant remaining in the external tank.    At

main engine cutoff minus 20 seconds, a pitch

down maneuver (called powered pitch‐down)

takes the mated vehicle to the required external

tank separation attitude and pitch rate.    After

main engine cutoff has been commanded, the

external tank separation sequence begins,

including a reaction control system maneuver

that ensures that the orbiter does not recontact

the external tank and that the orbiter has

achieved the necessary pitch attitude to begin

the glide phase of the RTLS.

After the reaction control system maneuver has

been completed, the glide phase of the RTLS

begins.    From then on, the RTLS is handled

similarly to a normal entry.

Transoceanic Abort Landing 

The TAL abort mode was developed to

improve the options available when a space

shuttle main engine fails after the last RTLS

opportunity but before the first time that an

AOA can be accomplished with only two space

shuttle main engines or when a major orbiter

system failure, for example, a large cabin

pressure leak or cooling system failure, occurs

after the last RTLS opportunity, making it

imperative to land as quickly as possible.

In a TAL abort, the vehicle continues on a

ballistic trajectory across the Atlantic Ocean to

land at a predetermined runway.    Landing

occurs about 45 minutes after launch.    The

landing site is selected near the normal ascent

ground track of the orbiter to make the most

efficient use of space shuttle main engine

propellant.  The landing site also must have the

necessary runway length, weather conditions

and U.S. State Department approval.  The three

landing sites that have been identified for a

launch are Zaragoza, Spain; Moron, Spain; and

Istres, France.

To select the TAL abort mode, the crew must

place the abort rotary switch in the TAL/AOA

position and depress the abort push button

before main engine cutoff (Depressing it after

main engine cutoff selects the AOA abort

mode).    The TAL abort mode begins sending

commands to steer the vehicle toward the plane

of the landing site.    It also rolls the vehicle

heads up before main engine cutoff and sends

commands to begin an orbital maneuvering

system propellant dump (by burning the

propellants through the orbital maneuvering

system engines and the reaction control system

engines).    This dump is necessary to increase

vehicle performance (by decreasing weight) to

place the center of gravity in the proper place

for vehicle control and to decrease the vehicle’s

landing weight.  TAL is handled like a normal

entry.

Abort to Orbit 

An ATO is an abort mode used to boost the

orbiter to a safe orbital altitude when

performance has been lost and it is impossible

to reach the planned orbital altitude.  If a space

shuttle main engine fails in a region that results

in a main engine cutoff under speed, the MCC

will determine that an abort mode is necessary
MAY 2008 SHUTTLE REFERENCE DATA 81

and will inform the crew.    The orbital

maneuvering system engines would be used to

place the orbiter in a circular orbit.

Abort Once Around 

The AOA abort mode is used in cases in which

vehicle performance has been lost to such an

extent that either it is impossible to achieve a

viable orbit or not enough orbital maneuvering

system propellant is available to accomplish the

orbital maneuvering system thrusting

maneuver to place the orbiter on orbit and the

deorbit thrusting maneuver.    In addition, an

AOA is used in cases in which a major systems

problem (cabin leak, loss of cooling) makes it

necessary to land quickly.    In the AOA abort

mode, one orbital maneuvering system

thrusting sequence is made to adjust the

post‐main engine cutoff orbit so a second

orbital maneuvering system thrusting sequence

will result in the vehicle deorbiting and landing

at the AOA landing site (White Sands, N.M.;

Edwards Air Force Base, Calif.; or the Kennedy

Space Center, Fla).  Thus, an AOA results in the

orbiter circling the Earth once and landing

about 90 minutes after liftoff.

After the deorbit thrusting sequence has been

executed, the flight crew flies to a landing at the

planned site much as it would for a nominal

entry.

Contingency Aborts 

Contingency aborts are caused by loss of more

than one main engine or failures in other

systems.    Loss of one main engine while

another is stuck at a low thrust setting also may

necessitate a contingency abort.  Such an abort

would maintain orbiter integrity for in‐flight

crew escape if a landing cannot be achieved at a

suitable landing field.

Contingency aborts due to system failures other

than those involving the main engines would

normally result in an intact recovery of vehicle

and crew.  Loss of more than one main engine

may, depending on engine failure times, result

in a safe runway landing.    However, in most

three‐engine‐out cases during ascent, the

orbiter would have to be ditched.  The inflight

crew escape system would be used before

ditching the orbiter.

Abort Decisions 

There is a definite order of preference for the

various abort modes.  The type of failure and the

time of the failure determine which type of abort

is selected.   In cases where performance loss is

the only factor, the preferred modes are ATO,

AOA, TAL and RTLS, in that order.  The mode

chosen is the highest one that can be completed

with the remaining vehicle performance.

In the case of some support system failures,

such as cabin leaks or vehicle cooling problems,

the preferred mode might be the one that will

end the mission most quickly.   In these cases,

TAL or RTLS might be preferable to AOA or

ATO.    A contingency abort is never chosen if

another abort option exists.

Mission Control Houston is prime for calling

these aborts because it has a more precise

knowledge of the orbiter’s position than the

crew can obtain from on‐board systems.  Before

main engine cutoff, Mission Control makes

periodic calls to the crew to identify which

abort mode is (or is not) available.    If ground

communications are lost, the flight crew has

on‐board methods, such as cue cards, dedicated

displays and display information, to determine

the abort region.  Which abort mode is selected

depends on the cause and timing of the failure

causing the abort and which mode is safest or
82 SHUTTLE REFERENCE DATA MAY 2008

improves mission success.   If the problem is a

space shuttle main engine failure, the flight

crew and Mission Control Center select the best

option available at the time a main engine fails.

If the problem is a system failure that

jeopardizes the vehicle, the fastest abort mode

that results in the earliest vehicle landing is

chosen.  RTLS and TAL are the quickest options

(35 minutes), whereas an AOA requires about

90 minutes.  Which of these is selected depends

on the time of the failure with three good space

shuttle main engines.

The flight crew selects the abort mode by

positioning an abort mode switch and

depressing an abort push button.

SHUTTLE ABORT HISTORY 

RSLS Abort History 

(STS-41 D) June 26, 1984 

The countdown for the second launch attempt

for Discovery’s maiden flight ended at T‐4

seconds when the orbiter’s computers detected

a sluggish valve in main engine No. 3.    The

main engine was replaced and Discovery was

finally launched on Aug. 30, 1984.

(STS-51 F) July 12, 1985 

The countdown for Challenger’s launch was

halted at T‐3 seconds when on‐board

computers detected a problem with a coolant

valve on main engine No. 2.    The valve was

replaced and Challenger was launched on

July 29, 1985.

(STS-55) March 22, 1993 

The countdown for Columbia’s launch was

halted by on‐board computers at T‐3 seconds

following a problem with purge pressure

readings in the oxidizer preburner on main

engine No. 2.    Columbia’s three main engines

were replaced on the launch pad, and the flight

was rescheduled behind Discovery’s launch on

STS‐56. Columbia finally launched on

April 26, 1993.

(STS-51) Aug. 12, 1993 

The countdown for Discovery’s third launch

attempt ended at the T‐3 second mark when

onboard computers detected the failure of one of

four sensors in main engine No. 2 which monitor

the flow of hydrogen fuel to the engine.  All of

Discovery’s main engines were ordered replaced

on the launch pad, delaying the shuttle’s fourth

launch attempt until Sept. 12, 1993.

(STS-68) Aug. 18, 1994 

The countdown for Endeavour’s first launch

attempt ended 1.9 seconds before liftoff when

on‐board computers detected higher than

acceptable readings in one channel of a sensor

monitoring the discharge temperature of the

high pressure oxidizer turbopump in main

engine No. 3.  A test firing of the engine at the

Stennis Space Center in Mississippi on

September 2nd confirmed that a slight drift in a

fuel flow meter in the engine caused a slight

increase in the turbopump’s temperature.  The

test firing also confirmed a slightly slower start

for main engine No. 3 during the pad abort,

which could have contributed to the higher

temperatures.    After Endeavour was brought

back to the Vehicle Assembly Building to be

outfitted with three replacement engines,

NASA managers set Oct. 2 as the date for

Endeavour’s second launch attempt.

Abort to Orbit History 

(STS-51 F) July 29, 1985 

After an RSLS abort on July 12, 1985,

Challenger was launched on July 29, 1985.   
MAY 2008 SHUTTLE REFERENCE DATA 83

Five minutes and 45 seconds after launch, a

sensor problem resulted in the shutdown of

center engine No. 1, resulting in a safe “abort to

orbit” and successful completion of the mission.

SPACE SHUTTLE MAIN ENGINES 

Developed in the 1970s by NASA’s Marshall

Space Flight Center (MSFC) in Huntsville, Ala.,

the space shuttle main engine is the most

advanced liquid‐fueled rocket engine ever built.  

Every space shuttle main engine is tested and

proven flight‐worthy at NASA’s Stennis Space

Center in south Mississippi, before installation

on an orbiter.  Its main features include variable

thrust, high performance reusability, high

redundancy and a fully integrated engine

controller.

The shuttle’s three main engines are mounted

on the orbiter aft fuselage in a triangular

pattern.    Spaced so that they are movable

during launch, the engines are used — in

conjunction with the solid rocket boosters — to

steer the shuttle vehicle.

Each of these powerful main engines is 14 feet

(4.2 meters) long, weighs about 7,000 pounds

(3,150 kilograms) and is 7.5 feet (2.25 meters) in

diameter at the end of its nozzle.

The engines operate for about 8‐1/2 minutes

during liftoff and ascent — burning more than

500,000 gallons (1.9 million liters) of super‐cold

liquid hydrogen and liquid oxygen propellants

stored in the huge external tank attached to the

underside of the shuttle.    The engines shut

down just before the shuttle, traveling at about

17,000 mph (28,000 kilometers per hour),

reaches orbit.

The main engine operates at greater

temperature extremes than any mechanical

system in common use today.    The fuel,

liquefied hydrogen at  ‐423 degrees Fahrenheit  

(‐253 degrees Celsius), is the second coldest

liquid on Earth.  When it and the liquid oxygen

are combusted, the temperature in the main

combustion chamber is 6,000 degrees

Fahrenheit (3,316 degrees Celsius), hotter than

the boiling point of iron.

The main engines use a staged combustion

cycle so that all propellants entering the engines

are used to produce thrust or power — more

efficiently than any previous rocket engine.  In

a staged combustion cycle, propellants are first

burned partially at high pressure and relatively

low temperature — then burned completely at

high temperature and pressure in the main

combustion chamber.  The rapid mixing of the

propellants under these conditions is so

complete that 99 percent of the fuel is burned.

At normal operating level, each engine

generates 490,847 pounds of thrust (measured

in a vacuum).  Full power is 512,900 pounds of

thrust; minimum power is 316,100 pounds of

thrust.

The engine can be throttled by varying the

output of the pre‐burners, thus varying the

speed of the high‐pressure turbopumps and,

therefore, the flow of the propellant.

At about 26 seconds into launch, the main

engines are throttled down to 316,000 pounds

of thrust to keep the dynamic pressure on the

vehicle below a specified level — about

580 pounds per square foot or max q.  Then, the

engines are throttled back up to normal

operating level at about 60 seconds.    This

reduces stress on the vehicle.  The main engines

are throttled down again at about seven

minutes, 40 seconds into the mission to

maintain three g’s — three times the Earth’s

gravitational pull — again reducing stress on
84 SHUTTLE REFERENCE DATA MAY 2008

the crew and the vehicle.    This acceleration

level is about one‐third the acceleration

experienced on previous crewed space vehicles.

About 10 seconds before main engine cutoff or

MECO, the cutoff sequence begins; about

three seconds later the main engines are

commanded to begin throttling at 10 percent

thrust per second to 65 percent thrust.  This is

held for about 6.7 seconds, and the engines are

shut down.

The engine performance has the highest thrust

for its weight of any engine yet developed.  In

fact, one space shuttle main engine generates

sufficient thrust to maintain the flight of  

2‐1/2 747 airplanes.

The space shuttle main engine is also the first

rocket engine to use a built‐in electronic digital

controller, or computer.    The controller will

accept commands from the orbiter for engine

start, change in throttle, shutdown, and

monitor engine operation.    In the event of a

failure, the controller automatically corrects the

problem or safely shuts down the engine.

NASA continues to increase the reliability and

safety of shuttle flights through a series of

enhancements to the space shuttle main

engines.    The engines were modified in 1988,

1995, 1998, and 2001.    Modifications include

new high‐pressure fuel and oxidizer

turbopumps that reduce maintenance and

operating costs of the engine, a two‐duct

powerhead that reduces pressure and

turbulence in the engine, and a single‐coil heat

exchanger that lowers the number of post flight

inspections required.    Another modification

incorporates a large‐throat main combustion

chamber that improves the engine’s reliability

by reducing pressure and temperature in the

chamber.

After the orbiter lands, the engines are removed

and returned to a processing facility at KSC,

Fla., where they are rechecked and readied for

the next flight.  Some components are returned

to the main engine’s prime contractor, Pratt &

Whitney RocketDyne, West Palm Beach, Fla.,

for regular maintenance.  The main engines are

designed to operate for 7.5 accumulated hours.

SPACE SHUTTLE SOLID ROCKET 

BOOSTERS 

The two SRBs provide the main thrust to lift the

space shuttle off the pad and up to an altitude

of about 150,000 feet, or 24 nautical miles

(28 statute miles).    In addition, the two SRBs

carry the entire weight of the external tank and

orbiter and transmit the weight load through

their structure to the mobile launcher platform.

Each booster has a thrust (sea level) of about

3,300,000 pounds at launch.    They are ignited

after the three space shuttle main engines’

thrust level is verified.   The two SRBs provide

71.4 percent of the thrust at liftoff and during

first‐stage ascent.    Seventy‐five seconds after

SRB separation, SRB apogee occurs at an

altitude of about 220,000 feet, or 35 nautical

miles (40 statute miles).    SRB impact occurs in

the ocean about 122 nautical miles (140 statute

miles) downrange.

The SRBs are the largest solid‐propellant

motors ever flown and the first designed for

reuse.  Each is 149.16 feet long and 12.17 feet in

diameter. Each SRB weighs about

1,300,000 pounds at launch.  The propellant for

each solid rocket motor weighs about

1,100,000 pounds.  The inert weight of each SRB

is about 192,000 pounds.

Primary elements of each booster are the motor

(including case, propellant, igniter and nozzle),
MAY 2008 SHUTTLE REFERENCE DATA 85

structure, separation systems, operational

flight instrumentation, recovery avionics,

pyrotechnics, deceleration system, thrust vector

control system and range safety destruct

system.

Each booster is attached to the external tank at

the SRB’s aft frame by two lateral sway braces

and a diagonal attachment.  The forward end of

each SRB is attached to the external tank at the

forward end of the SRB’s forward skirt.  On the

launch pad, each booster also is attached to the

mobile launcher platform at the aft skirt by four

bolts and nuts that are severed by small

explosives at liftoff.

During the downtime following the Challenger

accident, detailed structural analyses were

performed on critical structural elements of the

SRB.  Analyses were primarily focused in areas

where anomalies had been noted during

postflight inspection of recovered hardware.

One of the areas was the attach ring where the

SRBs are connected to the external tank.  Areas

of distress were noted in some of the fasteners

where the ring attaches to the SRB motor case.  

This situation was attributed to the high loads

encountered during water impact.    To correct

the situation and ensure higher strength margins

during ascent, the attach ring was redesigned to

encircle the motor case completely (360 degrees).

Previously, the attach ring formed a C and

encircled the motor case 270 degrees.

Additionally, special structural tests were done

on the aft skirt.    During this test program, an

anomaly occurred in a critical weld between the

hold‐down post and skin of the skirt.    A

redesign was implemented to add

reinforcement brackets and fittings in the aft

ring of the skirt.

These two modifications added about

450 pounds to the weight of each SRB.

The propellant mixture in each SRB motor

consists of an ammonium perchlorate (oxidizer,

69.6 percent by weight), aluminum (fuel,

16 percent), iron oxide (a catalyst, 0.4 percent), a

polymer (a binder that holds the mixture

together, 12.04 percent), and an epoxy curing

agent (1.96 percent).    The propellant is an

11‐point star‐shaped perforation in the forward

motor segment and a double‐truncated‐cone

perforation in each of the aft segments and aft

closure.    This configuration provides high

thrust at ignition and then reduces the thrust by

about a third 50 seconds after liftoff to prevent

overstressing the vehicle during maximum

dynamic pressure.

The SRBs are used as matched pairs and each is

made up of four solid rocket motor segments.  

The pairs are matched by loading each of the

four motor segments in pairs from the same

batches of propellant ingredients to minimize

any thrust imbalance.    The segmented‐casing

design assures maximum flexibility in

fabrication and ease of transportation and

handling.    Each segment is shipped to the

launch site on a heavy‐duty rail car with a

specially built cover.

The nozzle expansion ratio of each booster

beginning with the STS‐8 mission is 7‐to‐79.  

The nozzle is gimbaled for thrust vector

(direction) control.    Each SRB has its own

redundant auxiliary power units and hydraulic

pumps.    The all‐axis gimbaling capability is

8 degrees.  Each nozzle has a carbon cloth liner

that erodes and chars during firing.  The nozzle

is a convergent‐divergent, movable design in

which an aft pivot‐point flexible bearing is the

gimbal mechanism.
86 SHUTTLE REFERENCE DATA MAY 2008

The cone‐shaped aft skirt reacts the aft loads

between the SRB and the mobile launcher

platform.    The four aft separation motors are

mounted on the skirt.  The aft section contains

avionics, a thrust vector control system that

consists of two auxiliary power units and

hydraulic pumps, hydraulic systems and a

nozzle extension jettison system.

The forward section of each booster contains

avionics, a sequencer, forward separation

motors, a nose cone separation system, drogue

and main parachutes, a recovery beacon, a

recovery light, a parachute camera on selected

flights and a range safety system.

Each SRB has two integrated electronic

assemblies, one forward and one aft.    After

burnout, the forward assembly initiates the

release of the nose cap and frustum, a transition

piece between the nose cone and solid rocket

motor, and turns on the recovery aids.  The aft

assembly, mounted in the external tank/SRB

attach ring, connects with the forward assembly

and the orbiter avionics systems for SRB

ignition commands and nozzle thrust vector

control.    Each integrated electronic assembly

has a multiplexer/demultiplexer, which sends

or receives more than one message, signal or

unit of information on a single communication

channel.

Eight booster separation motors (four in the

nose frustum and four in the aft skirt) of each

SRB thrust for 1.02 seconds at SRB separation

from the external tank.    Each solid rocket

separation motor is 31.1 inches long and

12.8 inches in diameter.

Location aids are provided for each SRB,

frustum/drogue chutes and main parachutes.  

These include a transmitter, antenna,

strobe/converter, battery and salt‐water switch

electronics.  The location aids are designed for a

minimum operating life of 72 hours and when

refurbished are considered usable up to

20 times.  The flashing light is an exception.  It

has an operating life of 280 hours.  The battery

is used only once.

The SRB nose caps and nozzle extensions are

not recovered.

The recovery crew retrieves the SRBs,

frustum/drogue chutes, and main parachutes.  

The nozzles are plugged, the solid rocket

motors are dewatered, and the SRBs are towed

back to the launch site.    Each booster is

removed from the water, and its components

are disassembled and washed with fresh and

deionized water to limit salt‐water corrosion.  

The motor segments, igniter and nozzle are

shipped back to ATK Thiokol for

refurbishment.

Each SRB incorporates a range safety system

that includes a battery power source,

receiver/decoder, antennas and ordnance.

Hold-Down Posts 

Each SRB has four hold‐down posts that fit into

corresponding support posts on the mobile

launcher platform.    Hold‐down bolts hold the

SRB and launcher platform posts together.  

Each bolt has a nut at each end, but only the top

nut is frangible.    The top nut contains two

NASA standard detonators (NSDs), which are

ignited at solid rocket motor ignition

commands.

When the two NSDs are ignited at each hold‐

down, the hold‐down bolt travels downward

because of the release of tension in the bolt

(pretensioned before launch), NSD gas pressure

and gravity.    The bolt is stopped by the stud

deceleration stand, which contains sand.    The
MAY 2008 SHUTTLE REFERENCE DATA 87

SRB bolt is 28 inches long and 3.5 inches in

diameter.    The frangible nut is captured in a

blast container.

The solid rocket motor ignition commands are

issued by the orbiter’s computers through the

master events controllers to the hold‐down

pyrotechnic initiator controllers on the mobile

launcher platform.  They provide the ignition to

the hold‐down NSDs.    The launch processing

system monitors the SRB hold‐down PICs for

low voltage during the last 16 seconds before

launch.   PIC low voltage will initiate a launch

hold.

SRB Ignition 

SRB ignition can occur only when a manual

lock pin from each SRB safe and arm device has

been removed.   The ground crew removes the

pin during prelaunch activities.    At T minus

five minutes, the SRB safe and arm device is

rotated to the arm position.    The solid rocket

motor ignition commands are issued when the

three SSMEs are at or above 90 percent rated

thrust, no SSME fail and/or SRB ignition PIC

low voltage is indicated and there are no holds

from the LPS.

The solid rocket motor ignition commands are

sent by the orbiter computers through the

MECs to the safe and arm device NSDs in each

SRB.  A PIC single‐channel capacitor discharge

device controls the firing of each pyrotechnic

device. Three signals must be present

simultaneously for the PIC to generate the pyro

firing output.  These signals — arm, fire 1 and

fire 2 — originate in the orbiter general‐purpose

computers and are transmitted to the MECs.  

The MECs reformat them to 28‐volt dc signals

for the PICs.    The arm signal charges the

PIC capacitor to 40 volts dc (minimum of

20 volts dc).

The fire 2 commands cause the redundant

NSDs to fire through a thin barrier seal down a

flame tunnel.    This ignites a pyro booster

charge, which is retained in the safe and arm

device behind a perforated plate.   The booster

charge ignites the propellant in the igniter

initiator; and combustion products of this

propellant ignite the solid rocket motor

initiator, which fires down the length of the

solid rocket motor igniting the solid rocket

motor propellant.

The GPC launch sequence also controls certain

critical main propulsion system valves and

monitors the engine‐ready indications from the

SSMEs.  The MPS start commands are issued by

the on‐board computers at T minus 6.6 seconds

(staggered start — engine three, engine two,

engine one — all about within 0.25 of a second),

and the sequence monitors the thrust buildup

of each engine.  All three SSMEs must reach the

required 90 percent thrust within three seconds;

otherwise, an orderly shutdown is commanded

and safing functions are initiated.

Normal thrust buildup to the required

90 percent thrust level will result in the SSMEs

being commanded to the liftoff position at

T minus three seconds as well as the

fire 1 command being issued to arm the SRBs.  

At T minus three seconds, the vehicle base

bending load modes are allowed to initialize

(movement of 25.5 inches measured at the tip of

the external tank, with movement towards the

external tank).

At T minus zero, the two SRBs are ignited

under command of the four on‐board

computers; separation of the four explosive

bolts on each SRB is initiated (each bolt is

28 inches long and 3.5 inches in diameter); the

two T‐0 umbilicals (one on each side of the

spacecraft) are retracted; the on‐board master
88 SHUTTLE REFERENCE DATA MAY 2008

timing unit, event timer and mission event

timers are started; the three SSMEs are at

100 percent; and the ground launch sequence is

terminated.

The solid rocket motor thrust profile is tailored

to reduce thrust during the maximum dynamic

pressure region.

Electrical Power Distribution 

Electrical power distribution in each SRB

consists of orbiter‐supplied main dc bus power

to each SRB via SRB buses A, B and C.  Orbiter

main dc buses A, B and C supply main dc bus

power to corresponding SRB buses A, B and C.  

In addition, orbiter main dc bus C supplies

backup power to SRB buses A and B, and

orbiter bus B supplies backup power to SRB

bus C. This electrical power distribution

arrangement allows all SRB buses to remain

powered in the event one orbiter main bus fails.

The nominal dc voltage is 28 volts dc, with an

upper limit of 32 volts dc and a lower limit of

24 volts dc.

Hydraulic Power Units 

There are two self‐contained, independent

HPUs on each SRB.    Each HPU consists of an

auxiliary power unit, fuel supply module,

hydraulic pump, hydraulic reservoir and

hydraulic fluid manifold assembly.  The APUs

are fueled by hydrazine and generate

mechanical shaft power to a hydraulic pump

that produces hydraulic pressure for the SRB

hydraulic system.  The two separate HPUs and

two hydraulic systems are located on the aft

end of each SRB between the SRB nozzle and

aft skirt.  The HPU components are mounted on

the aft skirt between the rock and tilt actuators.  

The two systems operate from T minus

28 seconds until SRB separation from the

orbiter and external tank.  The two independent

hydraulic systems are connected to the rock and

tilt servoactuators.

The APU controller electronics are located in

the SRB aft integrated electronic assemblies on

the aft external tank attach rings.

The APUs and their fuel systems are isolated

from each other.    Each fuel supply module

(tank) contains 22 pounds of hydrazine.    The

fuel tank is pressurized with gaseous nitrogen

at 400 psi, which provides the force to expel

(positive expulsion) the fuel from the tank to

the fuel distribution line, maintaining a positive

fuel supply to the APU throughout its

operation.

The fuel isolation valve is opened at APU

startup to allow fuel to flow to the APU fuel

pump and control valves and then to the gas

generator.   The gas generator’s catalytic action

decomposes the fuel and creates a hot gas.   It

feeds the hot gas exhaust product to the APU

two‐stage gas turbine.    Fuel flows primarily

through the startup bypass line until the APU

speed is such that the fuel pump outlet pressure

is greater than the bypass line’s.    Then all the

fuel is supplied to the fuel pump.

The APU turbine assembly provides

mechanical power to the APU gearbox.    The

gearbox drives the APU fuel pump, hydraulic

pump and lube oil pump.    The APU lube oil

pump lubricates the gearbox.    The turbine

exhaust of each APU flows over the exterior of

the gas generator, cooling it, and is then

directed overboard through an exhaust duct.

When the APU speed reaches 100 percent, the

APU primary control valve closes, and the  

APU speed is controlled by the APU controller

electronics.    If the primary control valve logic

fails to the open state, the secondary control
MAY 2008 SHUTTLE REFERENCE DATA 89

valve assumes control of the APU at

112 percent speed.    Each HPU on an SRB is

connected to both servoactuators on that SRB.  

One HPU serves as the primary hydraulic

source for the servoactuator, and the other HPU

serves as the secondary hydraulics for the

servoactuator. Each servoactuator has a

switching valve that allows the secondary

hydraulics to power the actuator if the primary

hydraulic pressure drops below 2,050 psi.    A

switch contact on the switching valve will close

when the valve is in the secondary position.  

When the valve is closed, a signal is sent to the

APU controller that inhibits the 100 percent

APU speed control logic and enables the

112 percent APU speed control logic.    The

100 percent APU speed enables one APU/HPU

to supply sufficient operating hydraulic

pressure to both servoactuators of that SRB.

The APU 100 percent speed corresponds to

72,000 rpm, 110 percent to 79,200 rpm, and

112 percent to 80,640 rpm.

The hydraulic pump speed is 3,600 rpm and

supplies hydraulic pressure of 3,050, plus or

minus 50, psi.    A high‐pressure relief valve

provides overpressure protection to the

hydraulic system and relieves at 3,750 psi.

The APUs/HPUs and hydraulic systems are

reusable for 20 missions.

Thrust Vector Control 

Each SRB has two hydraulic gimbal

servoactuators:    one for rock and one for tilt.  

The servoactuators provide the force and

control to gimbal the nozzle for thrust vector

control.

The space shuttle ascent thrust vector control

portion of the flight control system directs the

thrust of the three shuttle main engines and the

two SRB nozzles to control shuttle attitude and

trajectory during liftoff and ascent.  Commands

from the guidance system are transmitted to the

ATVC drivers, which transmit signals

proportional to the commands to each

servoactuator of the main engines and SRBs.  

Four independent flight control system

channels and four ATVC channels control six

main engine and four SRB ATVC drivers, with

each driver controlling one hydraulic port on

each main and SRB servoactuator.

Each SRB servoactuator consists of four

independent, two‐stage servovalves that

receive signals from the drivers.    Each

servovalve controls one power spool in each

actuator, which positions an actuator ram and

the nozzle to control the direction of thrust.

The four servovalves in each actuator provide a

force‐summed majority voting arrangement to

position the power spool.    With four identical

commands to the four servovalves, the actuator

force‐sum action prevents a single erroneous

command from affecting power ram motion.  If

the erroneous command persists for more than a

predetermined time, differential pressure

sensing activates a selector valve to isolate and

remove the defective servovalve hydraulic

pressure, permitting the remaining channels and

servovalves to control the actuator ram spool.

Failure monitors are provided for each channel

to indicate which channel has been bypassed.  

An isolation valve on each channel provides the

capability of resetting a failed or bypassed

channel.

Each actuator ram is equipped with transducers

for position feedback to the thrust vector

control system.  Within each servoactuator ram

is a splashdown load relief assembly to cushion

the nozzle at water splashdown and prevent

damage to the nozzle flexible bearing.
90 SHUTTLE REFERENCE DATA MAY 2008

SRB Rate Gyro Assemblies 

Each SRB contains two RGAs, with each RGA

containing one pitch and one yaw gyro.   These

provide an output proportional to angular rates

about the pitch and yaw axes to the orbiter

computers and guidance, navigation and control

system during first‐stage ascent flight in

conjunction with the orbiter roll rate gyros until

SRB separation.  At SRB separation, a switchover

is made from the SRB RGAs to the orbiter RGAs.

The SRB RGA rates pass through the orbiter

flight aft multiplexers/demultiplexers to the

orbiter GPCs. The RGA rates are then

mid‐value‐selected in redundancy management

to provide SRB pitch and yaw rates to the user

software.    The RGAs are designed for

20 missions.

SRB Separation 

SRB separation is initiated when the three solid

rocket motor chamber pressure transducers are

processed in the redundancy management

middle value select and the head‐end chamber

pressure of both SRBs is less than or equal to

50 psi.  A backup cue is the time elapsed from

booster ignition.

The separation sequence is initiated,

commanding the thrust vector control actuators

to the null position and putting the main

propulsion system into a second‐stage

configuration (0.8 second from sequence

initialization), which ensures the thrust of each

SRB is less than 100,000 pounds.   Orbiter yaw

attitude is held for four seconds, and SRB thrust

drops to less than 60,000 pounds.

The SRBs separate from the external tank

within 30 milliseconds of the ordnance firing

command.

The forward attachment point consists of a ball

(SRB) and socket (ET) held together by one bolt.  

The bolt contains one NSD pressure cartridge at

each end.    The forward attachment point also

carries the range safety system cross‐strap

wiring connecting each SRB RSS and the ET

RSS with each other.

The aft attachment points consist of three

separate struts:    upper, diagonal, and lower.  

Each strut contains one bolt with an NSD

pressure cartridge at each end.  The upper strut

also carries the umbilical interface between its

SRB and the external tank and on to the orbiter.

There are four booster separation motors on

each end of each SRB.   The BSMs separate the

SRBs from the external tank.   The solid rocket

motors in each cluster of four are ignited by

firing redundant NSD pressure cartridges into

redundant confined detonating fuse manifolds.

The separation commands issued from the

orbiter by the SRB separation sequence initiate

the redundant NSD pressure cartridge in each

bolt and ignite the BSMs to effect a clean

separation.

SPACE SHUTTLE SUPER LIGHT WEIGHT 

TANK (SLWT) 

The super lightweight external tank (SLWT)

made its first shuttle flight June 2, 1998, on

mission STS‐91.    The SLWT is 7,500 pounds

lighter than the standard external tank.    The

lighter weight tank allows the shuttle to deliver

International Space Station elements (such as

the service module) into the proper orbit.

The SLWT is the same size as the previous

design.   But the liquid hydrogen tank and the

liquid oxygen tank are made of aluminum

lithium, a lighter, stronger material than the

metal alloy used for the shuttle’s current tank.  
MAY 2008 SHUTTLE REFERENCE DATA 91

The tank’s structural design has also been

improved, making it 30 percent stronger and

5 percent less dense.

The SLWT, like the standard tank, is

manufactured at Michoud Assembly, near

New Orleans, by Lockheed Martin.

The 154‐foot‐long external tank is the largest

single component of the space shuttle.  It stands

taller than a 15‐story building and has a

diameter of about 27 feet.    The external tank

holds over 530,000 gallons of liquid hydrogen

and liquid oxygen in two separate tanks.   The

hydrogen (fuel) and liquid oxygen (oxidizer)

are used as propellants for the shuttle’s three

main engines.
92 SHUTTLE REFERENCE DATA MAY 2008

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MAY 2008 LAUNCH & LANDING 93

LAUNCH AND LANDING 

LAUNCH 

As with all previous space shuttle launches,

Discovery has several options to abort its ascent

if needed after engine failures or other systems

problems.    Shuttle launch abort philosophy is

intended to facilitate safe recovery of the flight

crew and intact recovery of the orbiter and its

payload.

Abort modes include:

ABORT-TO-ORBIT 

Abort‐To‐Orbit (ATO) is used if there’s a partial

loss of main engine thrust late enough to permit

reaching a minimal 105 by 85 nautical mile orbit

with the orbital maneuvering system engines.  

The engines boost the shuttle to a safe orbital

altitude when it is impossible to reach the

planned orbital altitude.

TRANSATLANTIC ABORT LANDING 

The loss of one or more main engines midway

through powered flight would force a landing

at either Zaragoza, Spain; Moron, Spain; or

Istres, France.   For launch to proceed, weather

conditions must be acceptable at one of these

Transatlantic Abort Landing (TAL) sites.

RETURN-TO-LAUNCH-SITE 

If one or more engines shuts down early and

there’s not enough energy to reach Zaragoza,

the shuttle would pitch around toward

Kennedy until within gliding distance of the

Shuttle Landing Facility.    For launch to

proceed, weather conditions must be forecast to

be acceptable for a possible Return‐To‐Launch‐

Site (RTLS) landing at KSC about 20 minutes

after liftoff.

ABORT ONCE AROUND 

An Abort Once Around (AOA) is selected if the

vehicle cannot achieve a viable orbit or will not

have enough propellant to perform a deorbit

burn, but has enough energy to circle the Earth

once and land about 90 minutes after liftoff.

LANDING 

The primary landing site for Discovery on

STS‐124 is the KSC’s Shuttle Landing Facility.  

Alternate landing sites that could be used if

needed because of weather conditions or

systems failures are at Edwards Air Force Base,

Calif., and White Sands Space Harbor, N.M.
94 LAUNCH & LANDING MAY 2008

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ACRONYMS AND ABBREVIATIONS 

MAY 2008 ACRONYMS/ABBREVIATIONS 95

A/G   Alignment Guides

A/L   Airlock

AAA   Avionics Air Assembly

ABC   Audio Bus Controller

ACBM   Active Common Berthing Mechanism

ACDU   Airlock Control and Display Unit

ACO   Assembly Checkout Officer

ACS   Atmosphere Control and Supply

ACU   Arm Control Unit

ADS   Audio Distribution System

AE   Approach Ellipsoid

AEP   Airlock Electronics Package

AI   Approach Initiation

AJIS   Alpha Joint Interface Structure

AM   Atmosphere Monitoring

AMOS   Air Force Maui Optical and Supercomputing Site

AOA Abort Once Around

AOH   Assembly Operations Handbook

APAS   Androgynous Peripheral Attachment

APCU   Assembly Power Converter Unit

APE   Antenna Pointing Electronics

Audio Pointing Equipment

APFR   Articulating Portable Foot Restraint

APM   Antenna Pointing Mechanism

APS   Automated Payload Switch

APV   Automated Procedure Viewer

AR   Atmosphere Revitalization

ARCU   American‐to‐Russian Converter Unit

ARS   Atmosphere Revitalization System

ASW   Application Software

ATA   Ammonia Tank Assembly

ATCS   Active Thermal Control System

ATO Abort‐To‐Orbit

ATU   Audio Terminal Unit

BAD   Broadcast Ancillary Data

BC   Bus Controller

BCDU   Battery Charge/Discharge Unit

Berthing Mechanism Control and Display Unit
96 ACRONYMS/ABBREVIATIONS MAY 2008

BEP   Berthing Mechanism Electronics Package

BGA   Beta Gimbal Assembly

BIC   Bus Interface Controller

BIT   Built‐In Test

BM   Berthing Mechanism

BOS   BIC Operations Software

BSS   Basic Software

BSTS   Basic Standard Support Software

C&C   Command and Control

C&DH   Command and Data Handling

C&T   Communication and Tracking

C&W   Caution and Warning

C/L   Crew Lock

C/O   Checkout

CAM   Collision Avoidance Maneuver

CAPE   Canister for All Payload Ejections

CAS   Common Attach System

CB   Control Bus

CBCS   Centerline Berthing Camera System

CBM   Common Berthing Mechanism

CCA   Circuit Card Assembly

CCAA   Common Cabin Air Assembly

CCHA   Crew Communication Headset Assembly

CCP   Camera Control Panel

CCT   Communication Configuration Table

CCTV   Closed‐Circuit Television

CDR   Space Shuttle Commander

CDRA   Carbon Dioxide Removal Assembly

CETA   Crew Equipment Translation Aid

CHeCS   Crew Health Care System

CHX   Cabin Heat Exchanger

CISC   Complicated Instruction Set Computer

CLA   Camera Light Assembly

CLPA   Camera Light Pan Tilt Assembly

CMG   Control Moment Gyro

COTS   Commercial Off the Shelf

CPA   Control Panel Assembly

CPB   Camera Power Box

CR   Change Request

CRT   Cathode‐Ray Tube

CSA‐CP   Compound Specific Analyzer
MAY 2008 ACRONYMS/ABBREVIATIONS 97

CVIU   Common Video Interface Unit

CVT   Current Value Table

CZ   Communication Zone

DB   Data Book

DC  

DCSU  

DDCU  

Docking Compartment

Direct Current Switching Unit

DC‐to‐DC Converter Unit

DEM   Demodulator

DFL   Decommutation Format Load

DIU   Data Interface Unit

DMS  

DMS‐R  

DPG  

DPU  

DRTS  

DTO

DYF  

Data Management System

Data Management System‐Russian

Differential Pressure Gauge

Baseband Data Processing Unit

Japanese Data Relay Satellite

Detailed Test Objective

Display Frame

E/L  

EATCS  

EBCS  

ECC  

Equipment Lock

External Active Thermal Control System

External Berthing Camera System

Error Correction Code

ECLSS  

ECS  

ECU  

Environmental Control and Life Support System

Environmental Control System

Electronic Control Unit

EDSU  

EDU  

External Data Storage Unit

EEU Driver Unit

EE   End Effector

EETCS  

EEU  

EF  

EFBM  

EFHX  

EFU  

EGIL  

EIU  

Early External Thermal Control System

Experiment Exchange Unit

Exposed Facility

Exposed Facility Berthing Mechanism

Exposed Facility Heat Exchanger

Exposed Facility Unit

Electrical, General Instrumentation, and Lighting

Ethernet Interface Unit

ELM‐ES  

ELM‐PS  

ELPS  

EMGF  

EMI  

Japanese Experiment Logistics Module – Exposed Section

Japanese Experiment Logistics Module – Pressurized Section

Emergency Lighting Power Supply

Electric Mechanical Grapple Fixture

Electro‐Magnetic Imaging
98 ACRONYMS/ABBREVIATIONS MAY 2008

EMU   Extravehicular Mobility Unit

E‐ORU   EVA Essential ORU

EP   Exposed Pallet

EPS   Electrical Power System

ES   Exposed Section

ESA   European Space Agency

ESC   JEF System Controller

ESW   Extended Support Software

ET External Tank

ETCS   External Thermal Control System

ETI   Elapsed Time Indicator

ETRS   EVA Temporary Rail Stop

ETVCG   External Television Camera Group

EV   Extravehicular

EVA   Extravehicular Activity

EXP‐D   Experiment‐D

EXT   External

FA   Fluid Accumulator

FAS   Flight Application Software

FCT   Flight Control Team

FD   Flight Day

FDDI   Fiber Distributed Data Interface

FDIR   Fault Detection, Isolation, and Recovery

FDS   Fire Detection System

FE   Flight Engineer

FET‐SW   Field Effect Transistor Switch

FGB   Functional Cargo Block

FOR   Frame of Reference

FPP   Fluid Pump Package

FR   Flight Rule

FRD   Flight Requirements Document

FRGF   Flight Releasable Grapple Fixture

FRM   Functional Redundancy Mode

FSE   Flight Support Equipment

FSEGF   Flight Support Equipment Grapple Fixture

FSW   Flight Software

GAS   Get‐Away Special

GCA   Ground Control Assist

GLA   General Lighting Assemblies

General Luminaire Assembly

GLONASS   Global Navigational Satellite System
MAY 2008 ACRONYMS/ABBREVIATIONS 99

GNC  

GPC  

GPS  

GPSR  

GUI  

Guidance, Navigation, and Control

General Purpose Computer

Global Positioning System

Global Positioning System Receiver

Graphical User Interface

H&S   Health and Status

HCE  

HCTL  

Heater Control Equipment

Heater Controller

HEPA  

HPA  

HPP  

High Efficiency Particulate Acquisition

High Power Amplifier

Hard Point Plates

HRDR  

HREL  

HRFM  

HRM  

High Rate Data Recorder

Hold/Release Electronics

High Rate Frame Multiplexer

Hold Release Mechanism

HRMS  

HTV  

High Rate Multiplexer and Switcher

H‐II Transfer Vehicle

HTVCC   HTV Control Center

HTV Prox  

HX  

HTV Proximity

Heat Exchanger

I/F  

IAA  

IAC  

Interface

Intravehicular Antenna Assembly

Internal Audio Controller

IBM   International Business Machines

ICB  

ICC  

ICS  

ICS‐EF  

IDRD  

IELK  

IFHX  

IMCS  

IMCU  

IMV  

Inner Capture Box

Integrated Cargo Carrier

Interorbit Communication System

Interorbit Communication System ‐ Exposed Facility

Increment Definition and Requirements Document

Individual Equipment Liner Kit

Interface Heat Exchanger

Integrated Mission Control System

Image Compressor Unit

Intermodule Ventilation

INCO   Instrumentation and Communication Officer

IP   International Partner

IP‐PCDU   ICS‐PM Power Control and Distribution Unit

IP‐PDB  

ISP  

ISPR  

Payload Power Distribution Box

International Standard Payload

International Standard Payload Rack
100 ACRONYMS/ABBREVIATIONS MAY 2008

ISS  

ISSSH  

ITCS  

ITS  

IVA  

IVSU  

International Space Station

International Space Station Systems Handbook

Internal Thermal Control System

Integrated Truss Segment

Intravehicular Activity

Internal Video Switch Unit

JAL   JEM Air Lock

JAXA  

JCP  

Japanese Aerospace Exploration Agency

JEM Control Processor

JEF  

JEM

JEMAL

JEM Exposed Facility

Japanese Experiment Module

JEM Air lock

JEM‐PM   JEM – Pressurized Module

JEMRMS  

JEUS  

JFCT  

JLE

JLM

JLP

JLP‐EDU  

Japanese Experiment Module Remote Manipulator System

Joint Expedited Undocking and Separation

Japanese Flight Control Team

Japanese Experiment Logistics Module – Exposed Section

Japanese Logistics Module

Japanese Experiment Logistics Module – Pressurized Section

JLP‐EFU Driver Unit

JLP‐EFU  

JPM  

JPM WS  

JLP Exposed Facility Unit

Japanese Pressurized Module

JEM Pressurized Module Workstation

JSC  

JTVE  

Johnson Space Center

JEM Television Equipment

Kbps  

KOS  

Kilobit per second

Keep Out Sphere

LB   Local Bus

LCA  

LCD  

LED  

LEE  

LMC  

LSW  

LTA  

LAB Cradle Assembly

Liquid Crystal Display

Light Emitting Diode

Latching End Effector

Lightweight MPESS Carrier

Light Switch

Launch‐to‐Activation

LTAB   Launch‐to‐Activation Box

LTL   Low Temperature Loop

MA   main arm

MAUI   Main Analysis of Upper‐Atmospheric Injections
MAY 2008 ACRONYMS/ABBREVIATIONS 101

Mb   Megabit

Mbps   Megabit per second

MBS   Mobile Base System

MBSU   Main Bus Switching Unit

MCA   Major Constituent Analyzer

MCC   Mission Control Center

MCC‐H   Mission Control Center– Houston

MCC‐M   Mission Control Center– Moscow

MCDS   Multifunction Cathode‐Ray Tube Display System

MCS   Mission Control System

MDA   MacDonald, Dettwiler and Associates Ltd.

MDM   Multiplexer/Demultiplexer

MDP   Management Data Processor

MELFI   Minus Eighty‐Degree Laboratory Freezer for ISS

MGB   Middle Grapple Box

MIP   Mission Integration Plan

MISSE   Materials International Space Station Experiment

MKAM   Minimum Keep Alive Monitor

MLE   Middeck Locker Equivalent

MLI   Multi‐layer Insulation

MLM   Multipurpose Laboratory Module

MMOD   Micrometeoroid/Orbital Debris

MOD   Modulator

MON   Television Monitor

MPC   Main Processing Controller

MPESS   Multipurpose Experiment Support Structure

MPEV   Manual Pressure Equalization Valve

MPL   Manipulator Retention Latch

MPLM   Multipurpose Logistics Module

MPM   Manipulator Positioning Mechanism

MPV   Manual Procedure Viewer

MSD   Mass Storage Device

MSFC   Marshall Space Flight Center

MSP   Maintenance Switch Panel

MSS   Mobile Servicing System

MT   Mobile Tracker

MTL   Moderate Temperature Loop

MUX   Data Multiplexer

NASA   National Aeronautics and Space Administration

NCS   Node Control Software

NET   No Earlier Than
102 ACRONYMS/ABBREVIATIONS MAY 2008

NLT   No Less Than

n.mi.   nautical mile

NPRV   Negative Pressure Relief Valve

NSV   Network Service

NTA   Nitrogen Tank Assembly

NTSC   National Television Standard Committee

OBSS   Orbiter Boom Sensor System

OCA   Orbital Communications Adapter

OCAD   Operational Control Agreement Document

OCAS   Operator Commanded Automatic Sequence

ODF   Operations Data File

ODS   Orbiter Docking System

OI   Orbiter Interface

OIU   Orbiter Interface Unit

OMS   Orbital Maneuvering System

OODT   Onboard Operation Data Table

ORCA   Oxygen Recharge Compressor Assembly

ORU   Orbital Replacement Unit

OS   Operating System

OSA   Orbiter‐based Station Avionics

OSE   Orbital Support Equipment

OTCM   ORU and Tool Changeout Mechanism

OTP   ORU and Tool Platform

P/L   Payload

PAL   Planning and Authorization Letter

PAM   Payload Attach Mechanism

PAO   Public Affairs Office

PBA   Portable Breathing Apparatus

PCA   Pressure Control Assembly

PCBM   Passive Common Berthing Mechanism

PCN   Page Change Notice

PCS   Portable Computer System

PCU   Power Control Unit

PDA   Payload Disconnect Assembly

PDB   Power Distribution Box

PDGF   Power and Data Grapple Fixture

PDH   Payload Data Handling unit

PDRS   Payload Deployment Retrieval System

PDU   Power Distribution Unit

PEC   Passive Experiment Container

PEHG   Payload Ethernet Hub Gateway
MAY 2008 ACRONYMS/ABBREVIATIONS 103

PFE  

PGSC  

PIB  

Portable Fire Extinguisher

Payload General Support Computer

Power Interface Box

PIU  

PLB  

PLBD  

PLC  

PLT  

PM  

Payload Interface Unit

Payload Bay

Payload Bay Door

Pressurized Logistics Carrier

Payload Laptop Terminal

Space Shuttle Pilot

Pressurized Module

PMA  

PMCU  

POA  

POR  

Pressurized Mating Adapter

Power Management Control Unit

Payload ORU Accommodation

Point of Resolution

PPRV   Positive Pressure Relief Valve

PRCS  

PREX  

Primary Reaction Control System

Procedure Executor

PRLA  

PROX  

psia  

PSP  

PSRR  

PTCS  

PTR  

Payload Retention Latch Assembly

Proximity Communications Center

Pounds per Square Inch Absolute

Payload Signal Processor

Pressurized Section Resupply Rack

Passive Thermal Control System

Port Thermal Radiator

PTU  

PVCU  

Pan/Tilt Unit

Photovoltaic Controller Unit

PVM   Photovoltaic Module

PVR   Photovoltaic Radiator

PVTCS   Photovoltaic Thermal Control System

QD Quick Disconnect

R&MA  

RACU  

Restraint and Mobility Aid

Russian‐to‐American Converter Unit

RAM  

RBVM  

Read Access Memory

Radiator Beam Valve Module

RCC  

RCT  

RF  

RGA  

RHC  

Range Control Center

Rack Configuration Table

Radio Frequency

Rate Gyro Assemblies

Rotational Hand Controller

RIGEX   Rigidizable Inflatable Get‐Away Special Experiment
104 ACRONYMS/ABBREVIATIONS MAY 2008

RIP   Remote Interface Panel

RLF  

RLT  

RMS  

ROEU  

ROM  

R‐ORU  

ROS  

RPC  

Robotic Language File

Robotic Laptop Terminal

Remote Manipulator System

Remotely Operated Electrical Umbilical

Read Only Memory

Robotics Compatible Orbital Replacement Unit

Russian Orbital Segment

Remote Power Controller

RPCM   Remote Power Controller Module

RPDA  

RPM  

Remote Power Distribution Assembly

Roll Pitch Maneuver

RS  

RSP  

RSR  

RT  

Russian Segment

Return Stowage Platform

Resupply Stowage Rack

Remote Terminal

RTAS  

RTLS

Rocketdyne Truss Attachment System

Return‐To‐Launch‐Site

RVFS  

RWS  

Rendezvous Flight Software

Robotics Workstation

SAFER  

SAM  

Simplified Aid for EVA Rescue

SFA Airlock Attachment Mechanism

SARJ  

SCU  

SD  

Solar Alpha Rotary Joint

Sync and Control Unit

Smoke Detector

SDS  

SEDA  

SEDA‐AP  

SELS  

SEU  

SFA  

Sample Distribution System

Space Environment Data Acquisition equipment

Space Environment Data Acquisition equipment ‐ Attached Payload

SpaceOps Electronic Library System

Single Event Upset

small fine arm

SFAE   SFA Electronics

SI   Smoke Indicator

SLM   Structural Latch Mechanism

SLP‐D  

SLP‐D1  

SLP‐D2  

SLT  

SM  

Spacelab Pallet – D

Spacelab Pallet – Deployable

Spacelab Pallet ‐ D2

Station Laptop Terminal

System Laptop Terminal

Service Module

SMDP   Service Module Debris Panel
MAY 2008 ACRONYMS/ABBREVIATIONS 105

SOC   System Operation Control

SODF   Space Operations Data File

SPA   Small Payload Attachment

SPB   Survival Power Distribution Box

SPDA   Secondary Power Distribution Assembly

SPDM   Special Purpose Dextrous Manipulator

SPEC   Specialist

SRAM   Static RAM

SRB Solid Rocket Booster

SRMS   Shuttle Remote Manipulator System

SSAS   Segment‐to‐Segment Attach System

SSC   Station Support Computer

SSCB   Space Station Control Board

SSE   Small Fine Arm Storage Equipment

SSIPC   Space Station Integration and Promotion Center

SSME Sapce Shuttle Main Engine

SSOR   Space‐to‐Space Orbiter Radio

SSP   Standard Switch Panel

SSPTS   Station‐to‐Shuttle Power Transfer System

SSRMS   Space Station Remote Manipulator System

STC   Small Fire Arm Transportation Container

STR   Starboard Thermal Radiator

STS   Space Transfer System

STVC   SFA Television Camera

SVS   Space Vision System

TA   Thruster Assist

TAC   TCS Assembly Controller

TAC‐M   TCS Assembly Controller ‐ M

TAL Transatlantic Abort Landing

TCA   Thermal Control System Assembly

TCB   Total Capture Box

TCCS   Trace Contaminant Control System

TCCV   Temperature Control and Check Valve

TCS   Thermal Control System

TCV   Temperature Control Valve

TDK   Transportation Device Kit

TDRS   Tracking and Data Relay Satellite

THA   Tool Holder Assembly

THC   Temperature and Humidity Control

Translational Hand Controller

THCU   Temperature and Humidity Control Unit
106 ACRONYMS/ABBREVIATIONS MAY 2008

TIU   Thermal Interface Unit

TKSC   Tsukuba Space Center (Japan)

TLM   Telemetry

TMA   Russian vehicle designation

TMR   Triple Modular Redundancy

TPL   Transfer Priority List

TRRJ   Thermal Radiator Rotary Joint

TUS   Trailing Umbilical System

TV Television

TVC   Television Camera

UCCAS   Unpressurized Cargo Carrier Attach System

UCM   Umbilical Connect Mechanism

UCM‐E   UCM – Exposed Section Half

UCM‐P   UCM – Payload Half

UHF   Ultrahigh Frequency

UIL   User Interface Language

ULC   Unpressurized Logistics Carrier

UMA   Umbilical Mating Adapter

UOP   Utility Outlet Panel

UPC   Up Converter

USA   United Space Alliance

US LAB   United States Laboratory

USOS   United States On‐Orbit Segment

VAJ   Vacuum Access Jumper

VBSP   Video Baseband Signal Processor

VCU   Video Control Unit

VDS   Video Distribution System

VLU   Video Light Unit

VRA   Vent Relief Assembly

VRCS   Vernier Reaction Control System

VRCV   Vent Relief Control Valve

VRIV   Vent Relief Isolation Valve

VSU   Video Switcher Unit

VSW   Video Switcher

WAICO   Waiving and Coiling

WCL   Water Cooling Loop

WETA   Wireless Video System External Transceiver Assembly

WIF   Work Interface

WRM   Water Recovery and Management

WRS   Water Recovery System
MAY 2008 ACRONYMS/ABBREVIATIONS 107

WS   Water Separator

Work Site

Work Station

WVA   Water Vent Assembly

ZSR   Zero‐g Stowage Rack
108 ACRONYMS/ABBREVIATIONS MAY 2008

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MAY 2008 MEDIA ASSISTANCE 109

MEDIA ASSISTANCE 

NASA TELEVISION TRANSMISSION 

NASA Television (TV) is carried on an MPEG‐2

digital signal accessed via satellite AMC‐6, at

72 degrees west longitude, transponder 17C,

4040 MHz, vertical polarization.    For those in

Alaska or Hawaii, NASA TV will be seen on

AMC‐7, at 137 degrees west longitude,

transponder 18C, at 4060 MHz, horizontal

polarization.  In both instances, a Digital Video

Broadcast (DVB)‐compliant Integrated Receiver

Decoder (IRD) (with modulation of QPSK/DBV,

data rate of 36.86 and FEC 3/4) will be needed

for reception.    The NASA TV schedule and

links to streaming video are available at:

http://www.nasa.gov/ntv

NASA TV’s digital conversion will require

members of the broadcast media to upgrade

with an `addressable’ Integrated Receiver

De‐coder (IRD), to participate in live news

events and interviews, media briefings and

receive NASA’s Video File news feeds on a

dedicated Media Services channel.    NASA

mission coverage will air on a digital NASA

Public Services (“Free to Air”) channel, for

which only a basic IRD will be needed.

Television Schedule 

A schedule of key on‐orbit events and media

briefings during the mission will be detailed in

a NASA TV schedule posted at the link above.  

The schedule will be updated as necessary and

will also be available at:

http://www.nasa.gov/multimedia/nasatv/

mission_schedule.html

Status Reports 

Status reports on launch countdown and

mission progress, on‐orbit activities and

landing operations will be posted at:

http://www.nasa.gov/shuttle

This site also contains information on the crew

and will be updated regularly with photos and

video clips throughout the flight.

More Internet Information 

Information on the ISS is available at:

http://www.nasa.gov/station

Information on safety enhancements made

since the Columbia accident is available at:

http://www.nasa.gov/returntoflight/

system/index.html

Information on other current NASA activities is

available at:

http://www.nasa.gov

Resources for educators can be found at the

following address:

http://education.nasa.gov
110 MEDIA ASSISTANCE MAY 2008

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MAY 2008 PUBLIC AFFAIRS CONTACTS 111

PUBLIC AFFAIRS CONTACTS 

HEADQUARTERS 

WASHINGTON, DC 

Michael Braukus

Public Affairs Officer

International Partners

202‐358‐1979

michael.j.braukus@nasa.gov

Katherine Trinidad

Public Affairs Officer

Space Operations

202‐358‐3749

katherine.trinidad@nasa.gov

John Yembrick

Public Affairs Officer

Space Operations

202‐358‐0602

john.yembrick-1@nasa.gov

Mike Curie

Public Affairs Officer

Space Operations

202‐358‐4715

michael.curie@nasa.gov

JOHNSON SPACE CENTER 

HOUSTON, TEXAS 

James Hartsfield

News Chief

281‐483‐5111

james.a.hartsfield@nasa.gov

Kyle Herring

Public Affairs Specialist

Space Shuttle Program Office

281‐483‐5111

kyle.j.herring@nasa.gov

Rob Navias

Program and Mission Operations Lead

281‐483‐5111

rob.navias-1@nasa.gov

Kylie Clem

Public Affairs Specialist

Astronauts and Mission Operations Directorate

281‐483‐5111

kylie.s.clem@nasa.gov

Nicole Cloutier‐Lemasters

Public Affairs Specialist

International Space Station

281‐483‐5111

nicole.cloutier-1@nasa.gov

KENNEDY SPACE CENTER 

CAPE CANAVERAL, FLORIDA 

Allard Beutel

News Chief

321‐867‐2468

allard.beutel@nasa.gov

Candrea Thomas

Public Affairs Specialist

Space Shuttle

321‐861‐2468

candrea.k.thomas@nasa.gov

Tracy Young

Public Affairs Specialist

International Space Station

321‐867‐2468

tracy.g.young@nasa.gov
112 PUBLIC AFFAIRS CONTACTS MAY 2008

MARSHALL SPACE FLIGHT CENTER 

HUNTSVILLE, ALABAMA 

Dom Amatore

Public Affairs Manager

256‐544‐0034

dominic.a.amatore@nasa.gov

June Malone

Public Affairs Specialist

News Chief/Media Manager

256‐544‐0034

june.e.malone@nasa.gov

Steve Roy

Public Affairs Specialist

Space Shuttle Propulsion

256‐544‐0034

steven.e.roy@nasa.gov

STENNIS SPACE CENTER 

BAY ST. LOUIS, MISSISSIPPI 

Linda Theobald

Public Affairs Officer

228‐688‐3249

linda.l.theobald@nasa.gov

Paul Foerman

News Chief

228‐688‐1880

paul.foerman-1@nasa.gov

AMES RESEARCH CENTER 

MOFFETT FIELD, CALIFORNIA 

Mike Mewhinney

News Chief

650‐604‐3937

michael.mewhinney@nasa.gov

Jonas Dino

Public Affairs Specialist

650‐604‐5612

jonas.dino@nasa.gov

DRYDEN FLIGHT RESEARCH CENTER 

EDWARDS, CALIFORNIA 

Fred Johnsen

Director, Public Affairs

661‐276‐2998

frederick.a.johnsen@nasa.gov

Alan Brown

News Chief

661‐276‐2665

alan.brown@nasa.gov

Leslie Williams

Public Affairs Specialist

661‐276‐3893

leslie.a.williams@nasa.gov

GLENN RESEARCH CENTER 

CLEVELAND, OHIO 

Lori Rachul

News Chief

216‐433‐8806

lori.j.rachul@nasa.gov

Katherine Martin

Public Affairs Specialist

216‐433‐2406

katherine.martin@nasa.gov

LANGLEY RESEARCH CENTER 

HAMPTON, VIRGINIA 

Marny Skora

Head, News Media Office

757‐864‐3315

marny.skora@nasa.gov

Chris Rink

Public Affairs Officer

757‐864‐6786

christopher.p.rink@nasa.gov
MAY 2008 PUBLIC AFFAIRS CONTACTS 113

Kathy Barnstorff

Public Affairs Officer

757‐864‐9886

katherine.a.barnstorff@nasa.gov

UNITED SPACE ALLIANCE 

Jessica Pieczonka

Houston Operations

281‐212‐6252

832‐205‐0480

jessica.b.pieczonka@usa-spaceops.com

David Waters

Florida Operations

321‐861‐3805

david.waters@usa-spaceops.com

BOEING 

Tanya Deason‐Sharp

Media Relations

Boeing Space Exploration

281‐226‐6070

tanya.e.deason-sharp@boeing.com

Ed Memi

Media Relations

Boeing Space Exploration

281‐226‐4029

edmund.g.memi@boeing.com

JAPAN AEROSPACE EXPLORATION 

AGENCY (JAXA)

JAXA Public Affairs Office

Tokyo, Japan

011‐81‐3‐6266‐6414, 6415, 6416, 6417

proffice@jaxa.jp

Kumiko Tanabe

JAXA Public Affairs Representative

Houston

281‐483‐2251

tanabe.kumiko@jaxa.jp

CANADIAN SPACE AGENCY (CSA) 

Jean‐Pierre Arseneault

Manager, Media Relations  

& Information Services

Canadian Space Agency

514‐824‐0560 (cell)

jean-pierre.arseneault@space.gc.ca

Isabelle Laplante

Media Relations Advisor

Canadian Space Agency

450‐926‐4370

isabelle.laplante@space.gc.ca

EUROPEAN SPACE AGENCY (ESA) 

Clare Mattok

Communication Dept.

Paris, France

011‐33‐1‐5369‐7412

clare.mattok@esa.int
114 PUBLIC AFFAIRS CONTACTS MAY 2008

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