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plk DATE 03/20/82 page 1 

, plk DATE 03/20/82 Page 1 

ALEX NAGY: Good morning from the Kennedy Space Center. We are 
at an eight hour hold which began at 10:00 this morning at T-27 
hours on the countdown clock. This hold 1s due to be released 
and the count 1s scheduled to be resumed at 6:00 pm this evening 
Eastern Standard Time. This morning we have with us Jay 
Honeycutt from the Shuttle Program Office at the Johnson Space 
Center for a briefing on the flight plan for the STS-3 mission. 
Jay will also touch on some of the payload experiments because of 
crew Involvement but I remind you that the 1:30 briefing this 
afternoon 1s a detailed one on the payloads, the experiments and 
if you have some detailed questions you should hold them for this 
afternoon. Jay. 

JAY HONEYCUTT Okay. You know we're going to launch on Monday. 
The liftoff time is 10:00 the launch window will close at 
12:32. We're going to launch Into an inclination of 38 degrees 
and a final altitude of 130 nautical miles circular. Mission 
duration 1s about 171 hours. We'll land on seven days later on 
the 29th of March at Northrup Strip at approximately 10:27 
Mountain Standard Time and 116th orbit. You might note th?t 
these are basically the landing time is the same and the orbit is 
the same as if we were going at Edwards just a couple of minutes 
later. There are principal objectives of this flight are to 
demonstrate the launch and entry performance, evaluate the 

> payload environment during launch and entry, to perform some long 
term thermal testing on the orbiter structure and the 
subsystems. We'll transport the Office of Space Science-1 
payload into orbit, perform some experiment operations on 1t and 
return it to Northrup. Again, this is the third in our series of 
operational flight tests so we will be verifying some orbiter 
hardware and software systems performance and acquiring data on 
orbiter crew and the ground operations ability to support during 

•the operations phase. And we will additionaly provide some, 
conduct some contamination analysis within the payload bay to see 
what the environment will be for payloads 1n the future. 

I'm going to run through these as Al said right quick and 
just really to give you an idea of what the types of payloads 
that we'll be flying and how much of this mission will be 
involved to science. I don't intend to go into the details of 
the scientific performance because of the fact you have a 
briefing this afternoon on that. But basically we're going to 
provide some, perform some measurements on emissions that come 
from the orbiter that might effect scientific observation and 
.ook at some of the effects of the orbiter in the orbiter tiles 
on orbit. 

Principal one that involves the crew is the plasma 
diagnostics package which they will use. It's principally 
berthed here in the OSS-1 pallet. The crew will pick it up with 
the RMS and maneuver it around and above the payload bay to 
perform some of these experiments. This one is on solar physics, 

plk DATE 03/20/82 page 2 

this 1s principally non crew involved experiment 1n which 1t 1s 
, basically turned on and 1t collects Us measurements and the crew 
v Is not normally Involved other than In some pointing. This one 
is a scientific experiment to determine perhaps some different 
methods of heat control on orbit. It again does not Involve too 
much crew activity other than activation. Again this is non crew 
Involved principally once It gets turned on and collects 
Information while It's on orbit. 

This one Is a Life Sciences Experiment that we attempted to 
fly on the last mission and didn't complete it because of the 
fact that the mission was shortened. This 1s involved 1n 
determining how well plants will grow in a nongravity 
environment. Again, this 1s stored in a lower bay equipment bay 
the crew basically checks it each day after their eveining meal 
just to get a status of how well the plants are doing. 

The three other ones which I don't have charts for, Induced 
Environment Contamination Monitor is another experiment that's 
stowed on the OSS-1 pallet. The crew will pick it up with the 
RMS similar to the way they are doing the Plasma Diagnostics 
Package move 1t around and check for contamination in and near 
the orbiter payload bay. The Electrophoresis Equipment 
Verification Test is to determine whether or not this particular 
hardware can be used for separation of some biological cells. 
It's a similar piece of equipment which was flown on the Skylab 
program and it's principally an equipment verification test 
rather than a scientific test. And the last one is the 
experiment that the young man I think is going to brief you on 
this afternoon and it is involved with how well or lack of how 
well insects can fly in the absence of gravity environment. 

This is a quick summary of what we'll do each of the flight 
days. Day one we'll do our normal activities that you saw on two 
previous missions, ascent, main engine cutoff is at approximately 
57 miles, we'll do the OMS-1 and OMS-2 maneuvers to get us into 
130 mile orbit. The crew will go through their normal 
configuration activties for the spacecraft. Get our of their 
suits, and then activate the OSS-1 scientific experiments and 
then they'll perform a gravity gradient test which is a 
controlled systems test of the orbiter in which basically the 
spacecraft is put in a nose to the earth attitude and the crew 
and the reaction control systems are turned off and it's to try 
and determine whether or not the vehicle will stabilize itself in 

Then we start a series of thermal tests, the first of which 
is tail to the sun thermal attitude which lasts for about one 
day. These tests, there are three of them in here and they are 
to determine how well the orbiter systems will perform under 
various conditions of thermal stress. 

On day two, we'll start the first of the RMS activities, the 
unloaded test is one in which the crew jet maneuvers the arm 

plk OATE 03/20/82 page 3 

around unstows It maneuvers It around and basically becomes 
familiar with the operation of the RMS. The Electrophoresis 
Experiment 1s then turned on and run for some period of time and 
then^we begin the first of a series of payload bay door cycles in 
which we are going to open and close or close and open the 
payload bay doors after we have been each of these long term 
thermal environments to see whether there's been any defamation 
or any we have any concerns about operation of the payload bay 
doors as a function of temperature. Which we don't expect to see 
I might add. Then we'll end the tall to sun test. We'll start a 
test of thermal control test which effectively as you know a bar- 
b-que attitude control system where you just basically put the 
vehicle in slow roll as it goes around earth. 

Then we'll do on day three the first of the RMS loaded 
operations in which we will pick up the IECM off of OSS-1 pallet 
maneuver 1t around, and collect some contamination data. We'll 
then stow the IECM and deploy the Plasma Diagnostics Package in 
the same fashion. Once that's completed we'll start the second 
of the attitude control mode which is a nose to the sun test. On 
day four we're going to do some RMS heater tests, basically the 
same as the other thermal tests that we're doing just to 
determine how well the RMS functions as a result of the various 
environments that we're in. Again some more EEVT operations and 
the second of the deployment test with the POP. 

Day five we're going to do some thermal back test on the RCS 
thrijsters which will be attempts to determine whether or not the 
cold environment has any effect on the RCS jets and we'll do a 
PDP again. Day six is some more RCS tests, another payload bay 
door eye e. We'll end the nose sun and go to a top sun attitude 
which will have the payload bay looking at the sun for about a 
day. And a number of OSS-1 experiments which will operate in 
just top sun attitude. The astronomy experiment for one that was 
shown on previous chart. 

. On day seven we'll do a flight control checkout activties 
prior to entry, some more OSS-1, another IECM, another payload 
bay door cycle, start our thermal conditioning for entry, and 
then early in the morning on the eighth day we'll deorbit and 
land at Northrup. 

Now in the event that we for some reason have to foreshorten 
the mission as we did on flight two, these are our priorities 
activities for that mission. It will be a four day mission, day 
one will the same as in the nominal mission. Day two we'll do 
our tail sun attitude test as a number one priority the OMS test 
will be second and then there's deployed PDP science. Day three 
we'll try to get in some top to sun testing some more OSS-1 
science, do our flight control checks and then enter on dav 
four. J 

The end of mission activities as you know we're going to 
land at Northrup Strip as the primary spot due to the lake bed 

plk DATE 03/20/82 page 4 

being wet at Edwards. The alternate sites win be either the 
\ !r«^ s or Kenned y na^d surface runways, Northrup Strip 1s 
/ 35,000 foot runways, It has an MSBLS microwave scanning beam 
landing system on runway 17 which 1s used to support autoland 
testing that next bullet should be familiar to crew. The crew is 
trained out there for a number of years at Northrup so they're 
quite familiar with the terrain. We will have realtime telemetry 
available. Voice will be through UHF. There will be no command 
uplink but that's not a concern to us. Again our primary 
objective as it was at Edwards wts to get a crosswind landing. 
We have two runways availble for that 1n the event that the winds 
are not or down we .<U try to get an autoland test down to 300 
feet we'll do that on runway 17. And that's all the charts that 
I have. 

ALEX NAGY We're going to talk crew activties today Jay. 

JAY HONEYCUTT Yeah, the crew 1s going to arrive at Patrick at 
ii .J 0 ?? 1, they'll T - 38s f °r an hour and a half at Patrick and 
they 1 then depart Patrick for the crew quarters in the O&C 
building here arriving about 3:00. At which time they'll go into 
a review of the flight data file generally at about 6:00 this 
afternoon and then they'll continue their flight data file review 
and I think they're going to go to bed about 10:00. In the 
?u r ?*? 9 J!! ey ' re 9° ir 9 t0 f} y tne Shuttle Training Aircraft at the 
Shuttle Strip out here between 7:00 and 9:00 and they have a Pad 
tour after that. Then they have some briefings by Joyce Pages on 
systems status and a review of the count and the hold 
procedures . 

Tomorrow afternoon they have as much free time as we can g*t 
for them and some more review of the flight data file. Then 
again it will be about 6:00 and then on launch morning they'll 
get up at 5:30 to have breakfast, get a quick physical, quick 
weather briefing and then we'll depart for the Pad and enter 
during the L-2 hour hold. 

ALEX NAGY There will be hard copies of this briefing availble a 
little bit later on the racks in the news center and the copies 
are also being sent by facsimile to the other centers on the 
loops so that they will be available at those places later 
also. We'll take questions now if I don't call you please 
identify yourself and your affiliation. Harry Colkum. 

HARRY COLKUM Aviation Week Mr. Honeycutt, you said the window 
closes at 12:32? 

JAY HONEYCUTT That's right. That's the nominal closing. That's 
a nttle earlier than it was at Edwards and the principal reason 
for that is because it gets for the REV 5 deorbit case it gets a 
little bit it gets dark a little bic earlier. We can extend that 
if we actually hold up into that period of time. The real 
constraint will be the transatlantic abort site at Rota. It's 
about 28 minutes later I think it gets the weather the visibility 

plk DATE 03/20/82. page 5 

Is unacceptable. So what we win have to do In that ev*nt was 
(J make well four hour early deorblt opportunity as opposed to REV 

CRAIG COVAULT from the 116. 

JAY HONE YCUTT No this 1s for the REV 5 doorblt TMc <c 
n A !S« C ?f!^7 T „ S ? m ? c »" fus '»" ^out that landing time. You said 

OAV HONEVCUTT I don't believe. It was It's unless I just 
converted wrong. I could have converted wrong. 

Ju^ G no C wT L I h e I Jeo W p S ;e a ,t d, ::? rent time fr ™ ^ « 

9:30 H Edw^I T t1 m e. th ° U9ht the U » 6 ^ «• 

dwen N SS V thIt ha ^» "nl^ f0U E d fns1de 1 don,t th1 "K ""e to 
back MaTk SrLer 1 " y ° U h " e a " y n0re r1ght now? 0k « the 

2;?S^-"i?" --v?s%^ u e^t»^r;^^^L:- 

serious problem the first planned opportunity Is during REV 5. 
MARK KRAMER You mean of course not included AOA. 
JAY HONEYCUTT Not including AOA. Right. 

MARK KRAMER And to make this possible to land at White Sand* in 
REV 5 you've got to close the window earlier is that what 
^:r b S C °lV e °J darknes * ^ White Sands. And what time would 
.hat landing be at White Sands for REV 5 deorbU do you fi? 

o?IurJSn!S U I T I, ? l not sure - ^'s extremely a low probability 
occurrence anyway I'm not I can get that for you but ... Y 

T?ans^nM, !!: a V nd then * 0U Said the other constraint the 
Transatlant.c abort was would you talk about that too please? 

sUe H ?s E It U 5Jta 'soain^nr? situation « The transatlantic abort 
a 14 ui. , Kota » Spain and of course you have to aet in th P rp in 
delight also and so the launch windo£ is constrained by when 
(^darkness occurs at Rota which is about a hal? an hSur ?ate? 

plk DATE 03/20/82 page 6 

v MARK KRAMER But of course that doesn't change regardless of 
J whether you go to Edwards or White Sands. I mean you're golnq to 
have darkness at Rota. y y 

JAY HONEYCUTT The only point that he was making was that It's a 
little bit earlier than 1t was with the normal Edwards landing 
and the reason for that 1s because we would not do our REV 5 
deorbit Into Edwards. We would deorblt Into Northrup on REV 5. 

MARK KRAMER One final question. So what you're saying 1s 
you've got more sunlight at Rota you cut off the possibility of 
landing at Rota earlier is that what you're saying. 

JAY HONEYCUTT No It does not change. It Rota doesn't change. 

t 1rt Art L Is tner e any reason for aiming at a launch window 
at 10:00 am when on the first STS it was 7:00 am. 

JAY HONEYCUTT I think the experiment folks will talk to you 
more about that this afternoon but it has to do with the sun 
angles for the Beta angle for some of these experiments. It was 
the driver that caused that. 

LAZLO DOZZA Voice of America What ground facilities do you 
have at Rota. 

, JAY HONEYCUTT It's principally those that are availble at a 
normal naval air station. There are some capabilities there 
minimal capabilities there to get the crew out and get the 
vehicle basically powered down and certain of the experiments out 
but they are very limited capabilities due to the fact that the 
probability of going there is very low. 

JAY BARBARY We were originally given when it was changed to 
landing at White Sands that it would be plus or minus one minute 
out of mission control the difference in the length of flight. 
Are you saying now that it's at 27 past the hour that you were 
going to touch down at White Sands? 

JAY HONEYCUTT I believe that's right. That was the numbers I 
was given in Houston. 

JAY BARBARY Was 27. What do you recall the original was it 24 
past the hour one 24 our time I think? So it's about what three 
minutes I think. 

ED TOBIAS AP Radio You're talking now about landing 
possibility autoland of 300 feet. Is that not a little bit 
higher than what you had planned for Edwards. Were you talkinq 
about 200 feet at Edwards? • 

No sir it's the same as at Edwards. 

plk DATE 03/20/82 page 7 

ED TOBIAS Okay. One associated that If you have to go to a 

ISS2lJ ar ? rJ nd1 5 9 sH , Q J°. you have a P^ferance between the hard 
runway at Edwards and KSC here? 

JAY HONEYCUTT No It will be a function of the weather. 
Principally the weather. The crew 1s obviously more trained to 
5Jj!!:? a K? wa ! , 2 s J &5f * the * are equally trained here and we feel 
comfortable that they can come in either plan. 

?{!L^;;"i\, * Is th1s U J tof J P lann e d to be significantly more 
previous " a U concerned compared to the 

JAY HONEYCUTT ...significantly more. It will be slightly more 
since normal expansion of the envelope but It's not I wouldn't 
call 1t significant. 

Ar e you sure that autoland figure was 300 at 


JAY HONEYCUTT 200 or a long long time 

Edwards Y ° U th6 3 °° y ° U Sa1d there ' Was no chan 9 e from 

JAY HONEYCUTT That's my understanding. It's always 300 feet. 

u,»nt u , K can con ^»-m that for you a little later If you 
want to check the query desk just to be sure. 

JOHN WILKS Washington Post The payload bay sun and the nose 
sun and the tail sun are three objectives, three priorities on 
this. Could you explain that to us a little bit and why the 

^nJ e L W lc e u Chosen ! or ea< r h ? ne? 0ne is 30 h ou»*s I believe and 
one is 26 hours and one is 18 hours. 

effeS?c E If U !Lh I!;? Se J re ?5 sts ^° P rinci P a ^y to determine the 
eTtects of both hot and cold environments on the subsystems and 
the structure of the orbiter. The length of time was determined 
by our thermal people who feel that it takes that period of time 
in order to adequately allow the surface and the equipment to 
adequately stabilize at those particular temperatures that they 
will see in those environments. 

Why is the tail to sun the number one priority. 

JAY HONEYCUTT You got me there. I'm not sure I'll have to find 
that out for you. 

Are there any more question here. Right here in 
this second row. 

CARLOS BYERS Chronicle What are the maximum temperatures and 
minimum temperatures that you expect on that it's just not really 

plk DATE 03/20/82 page 8 

clear to me as to what the maximum and minimum temperatures vou 
are expecting to see In this thermal testing. 

JAY HONE YCUTT I don't have those numbers. I'll have to get 

those. I'll try to get those for you today. But, we have some 

people down here. ..that maybe can get that to me and I'll qet 1t 
out this afternoon. 

What facilities do they have for making the orbHer 


JAY HONE YCUTT There's a complete capability here. As you know 
we plan to land here the plan right now 1s on flight 5 so we have 
a complete all equipment all the people are have been trained 
here the convoy equipment is all here and so we would expect no 
Impact to land here. 

REED COLLINS CBS Did you tell us that there is no priority as 
to secondary landing sites between the hard runway and the hard 
runway here? Did you say that even though you have taken the 30 
carloads of equipment into White Sands where in this case 1t 
would be useless to you. Does Edwards have absolutely domlnancy 
in all that equipment? 

JAY HONEYCUTT No sir, they don't have absolute dominancy. They 
don't have they have basically the equipment that will be left 
there that which is required to safe the vehicle and power it 

REED COLLINS Well then having done that it gives Kennedy more 
equipment. J 

JAY HONEYCUTT That's correct. But on the other hand the crew 
is perhaps a little more familiar with the Edwards landmarks and 
that sort of thing. They have been training there so we'll make 
tne decision principally on weather I think. What the weather is 
here versus the weather at Edwards. 

Assuming that we are not able to go into NorthruD 
which 1s . 

Making the general assumption then making the 
assumption that the weather is equally good here and at Edwards 
and no good at White Sands there is no priority. 

JAY HONEYCUTT That will be discussed in the by the management 
in the management team meetings and we'll probably decide that on 
the day before entry. But at this point we don't have a prioritv 
as to which place. 

Were there any questions from the centers? There 
are none. If there are no more questions here, let me remind you 
that the next briefing is at 1:30 this afternoon on payloads and 
experiments. Thank you very much. 


plk DATE 03/20/82 page 9 

* because of the number of queries pertaining to the 
launch window and the landing time at white sands/ the 
following information was received from claude graves, 
Chief Entry Analysis Branch , Mission Planning and 
O Analysis Division, Data Systems Analysis Directorate, 

Johnson Space Center: 

Launch window 10:00 am to 1:16 pm EST 
Landing time 11:27 am Mountain Standard Time 
10:27 PST, 12:27 CST, 1:27 EST 



Good afternoon, I'm Jim Elliott with the Goddard Space Plight 
Center, which is managing the OSS 1 payload on STS-3. The format 
for this afternoon; we will have the OSS 1 briefing and thr.n we 
will have questions. The next two speakers will be the Marshall 
Experiment representative, Dr. Bob Noumann, and our getaway 
special representative Jim Barrowman from Goddard Space Flight 

wf n £?f; K A f d t 5 e 5^ we 5 1 }} again have nations and then break and 
we will bring Todd and his bee experiment up for a presentation 
and questions at that time. Right now we will proceed with the 
briefing on the OSS 1 pallet and the experiments on it, and here 

SSi 2i 3T?-J°5 the P^! Se ^ tation is Dr - werner Rupert, the mission 
scientist from Goddard. 

DR. WERNER NEUPERT Thank you, Jim. I'd like to welcome you all 
here for this briefing on the OSS 1 payload that's flying next 
Monday, and hope we can convey to you some of the excitement that 

i ?}^ n navin 9 tnis opportunity to fly a very interesting 
5fi?3 Ji° £ a ? ka ? e on an early snuttl e flight. I'd like to 
til i e J he br i e "ng into two parts: first I'll give you some of 
inS ? a ff 9rOU !?? }?? dln 9 U P to tne development of the instruments 
and their activities on STS-3. Then, for the second half, we 
will have an abbreviated version of a video tape that actually 
discusses the individual experiments. I think you will find that 

™ y JLliS r ?*J t a 2 certainlv y° u 'H be able to see it again if 
.you would like to do so. 

Let's start by considering the background opportunities that are 
available to us. Early on NASA identified the first several 
:in?5 °i ^ e f? aCe Trans P° rta tion System as test flights that 
would evaluate the performance of the orbiter systems. This is, 
of course, the primary objective -hat supercedes everything else 
«£wmL d °-! °?.^ e " first four lights. However, a lecond 
objective was identified, and that was to demonstrate the 
capability of the shuttle to do scientific research. Also 
;!!»i Ud K aS K?? ob ^ e ctive was the measurement of the environment 
that the orbiter carries around itself in space as it travels 
around the Earth. While the scientific activities, the 
demonstration of the orbiter's capability to do science is 
secondary in terms of the entire flight, it's obviously extremely 
important for the OSS 1 payload and the experimenters that are 
flying on it. We are asking questions such as: What kinds of 
observations can actually be made from the shuttle? It's not a 
specialized spacecraft particularly clean for optical astronomy 
observations or maybe magnetically neutral in order to measure 
fields and plasmas in the Earth's upper atmosphere. It is a 
vehicle for carrying payloads into space. Some care has been 
taken to make it clean, but obviously we need to evaluate how 
well the actual orbiter has satisfied those goals and we again 
need to evaluate how well it can be used to carry out scientific 
ooser vat ions. 

Secondly and perhaps more importantly, we need to explore how 
i ^ at u°fu* te f can be used for new directions in space research. I 
- think this is particularly important because right now we are 
trying find our way, how to use that orbiter most effectively. 
And s-metimes we call the OSS 1 the pathfinder mission, because 
we believe that there are capabilities in the orbiter that we can 
take advantage of in carrying out a scientific program. 
Opportunities haven't been available before, and that we may very 
well discover scientific activities that can bo carried out 
extremely well from the orbiter. 

So these are the two objectives of our payload that you want to 
keep in mind as you view the film and as you look through our 
documents. Perhaps I should, .. .well let me give you a little 
more background. 

Having decided upon this set of objectives, NASA issued an 
announcement of opportunity. This is a formal way of telling the 
scientific community that there's a chance to do some science. 
There's an opportunity to build experimentation, take some data, 
analyze the data, publish the results, and generally it's defined 
in terms of a particular spacecraft that's being used, in this 
case, the opportunity said, we have this orbiter available, 

2™ SJJ ^J h ?w SCl » nce is not the hi 9 hes t Priority, but what can 
you do with it. Here are our overall objectives, a very large 
number, I think something like 140 proposals were received, and 
/ of those eventually 9 were selected for flight on this particular 
*t Under the neadin 9 of the OSS 1 payload. The OSS 1 being 

f i C !u° f Space Science ' the department at NASA Headquarters 
that had the management responsibility. May I have this first 
vugraph please, and also the one in the middle. This shows you 
the layout of the 9 instruments. It's difficult to see in this 
vugraph, but basically 8 of them are carried in the orbiter bay 
h2rl JSrKS l* PP * l t* P^let, actually a photograph of it is shown 
here during the integration into the orbiter itself. One of 
them, the plant lignif ication experiment is carried in the 
middeck of the orbiter's cabin. 

I'd like to introduce you to the principal investigators or thier 
representatives, really for the purpose of identifying them, so 
that if you have any questions after the formal part of this 
presentation, please feel free to talk with them. They have 
?u P } ay l!' J hey have mode l s their own press releases that 
they d be happy to distribute to you. First of all we have 
Plasma Diagnostics Package, and the principal investigator for 
that is Stan Shawhan, who is available with here, stand up. We 
have the Vehicle Charging and Potential Experiment, the principal 
investigator is Peter Banks, and he's represented by Roger 
Williamson; we have the Spacelab Induced Atmosphere Experiment, 
Jerry Weinberg; Thermal Canister Experiment, Stan Ollendorff 
Solar Flare X-ray Polorimeter Experiment, Robert Novick; the 

CXi^fnii'IS 1 ? 1 ;? Spect " 1 I? radia » ce Monitor, Guenter Brueckner; 

V- the study of influence of weightlessness on lignif ication in 

developing plant seedlings, (garble) Dr. Cowles is represented by 



opportunities to c y lut sciWm. attitudes do provide us with 

Space technology will have an opportunity to evaluate the 

L arihe e enl y ^ em ; xtremely hot conditioned the£ finally 

2onJ™i K there will be a small amount of passive thermal 
agSin ? tSSI 1 ^: tem P erakures before the orbiter comes back in 
11 =2: ul n u the / when you look at the video, you'll be able 
to see how we have been able to take advantage of these 

iSfSf/J"*^" "P" 1 "*" »« 9« . SSU? vteS bac* lores 
J5 „i?i* Wa J d * ny «»>t">ln«nt clouds that may be there 11 till 

;M;r;:i.%?::„-s rasa :«« „H : : F 

experiments. As I say, I think we look forward to a verv 

^e 1 „ext a deoade. Pr ° Vide — nSW 'or space .o'SScTin 

tane' TiK J" 6 t0 0311 f ° r the 0SS -! «"« Pl«3e, the video 
tape. I do have sone copies of the text «n f» vlaeo 

here who hastily taking no?es why don^ yoS W tadTS* 
S^l'S^SS ^steVEo ?h a re^i?e er ^. WC °° Uld jU " u > 

at extreme teEperatur^he^oorl JSJ SKS'SStJ^SirfiSo.*:"' 

SJnSSS X ? begins ' . while in orbit the shuttle travels 
< S i° n0 ?? here region which f orms important buffer zone 

B the Earth's atmosphere and cuterspace. The ionosphere 
en«oizfna o? m ?h/E •i;? tri «Uy charged gas resulting from £he 
J?f«»fi? 9 «. "^Earth's upper atmosphere by the Sun's 

rad J at } on ' As the or biter moves through the plasma 
mL^nfoff 3 "*)t (ta 5*, delete > to "motely manipulate this 
SSSS }f i (t3 ? e d *} e * e > and lift s the POP off the pallet and 

moves it to several positions above the payload bay for 

iSKJ?:^" 8 ° f ^V!**" The PDP also Measure., electromagnetic 
of III ex?ent C ^ a iM^^h nb0a ^/ hU ^ tle ironies. Knowledge 
int«r?«Jii!2 «f?i 5 orbiter is producing such static 

iSilff? • 1 be necessaf y for designing and operating 

o^erii?!ois C ar l r^ US f d in fUtUre Shut?le Experiments. After 
2I?J72« ™ \t m ffe the arm must restow the PDP in its locked 

?£ i^S!! 1 l? t ' ?fr ra J times durin * mission the PDP 
Stlh i?Sfri ii ? ?J 10n ?, lth ° ther ^S -1 investigations - the 
Utah State University vehicle charging and potential experiment 

Si?« ^, aS Part ° f this experiment cons t ? t 

ItllLt % r ° n ? en " ator : This Revise emits pulsed electron 
SIS JhS varying duration and intensity above the payload 
■?I y \ J u ar,n J hen moves the PDP trough the stream of electrons 
Jonninh? h ° W Si eCtr ° ns infc eract with the surrounding electrons 
ionosphere. These observations will further the understands of 

JS. 1 ?^ 6 "?" 8 WhlCh ° CCUr in nature ' If thlre are i 3 SugS 9 
atoms in the plasma to become disturbed by the electron st LI * 

( ^cfefn^av^ £ ^ K° dUCed in ' ^^aSson 
I .pace Center may be seen by the astronauts. The VECAP experiment 

?he otblUVl °J , sa ^ les e of s ™* of the materials which SS^ES 
studv tni ;iL??f;ii 8U J £aCe -w T?! Se ma terial S provide a means to 
study the electrical charge buildup on the Orbiter caused hv 

frlTT* SS?°H 9h the i onos P he " by the emission of electron! 
from the VECAP generator. A sample of Orbiter insulation is used 

mater aS ?rwM e h triCal , Cha S ge buildu P on the "onconduct n^ 
Slilfifi \? h ich uprise 98% of the Orbiter's outer surface. A 
?ri a lit ? at€ i S US ! d to * easure the flow of electrical current 
from the ionosphere back into the Orbiter through uninsulated 
exPerlmenr r f aC » S ^ ? s P nerical P rob «' also part of the vSSE 
SJbfJi? 2in ff. 6d t0 m ? asure resulting voltage between the 
can i?fec? s ^fnMf? OUndingS - Because ele <=trical charge buildup 
Sill indicate hni ™ ic h measuremen ts on the shuttle, VECAP findings 
?..f.,ri -i^fJ? ? T ucn com Pensation may be needed in calibrating 
to nrodu^ i ^ i ? StrUm r^ S - Althou 9h the Orbiter is engineered 
certain amoun? ni^°t dust and ot her particle contamination? a 
certain amount cannot be avoided. OSS-1 is studvina the extoiU 
ishrono^^ £ ontam i nat ion might affect future seSIitJve 
J!iJ?SriSJiM b8 ! rVat i l0 I! 8 ° n the shut tle. The University of 
flown on SKflS Knf} ab IndUC6d A t"o s P here Experiment, formally 
riown on Skylab, consists of a combination photopolar imeter 

? a Suc a d 8 X S s t r- 1 T 5 iS inst rument makes observations of sh^Ue 
JifESI? f2 8 I t ^ 0lOUd3 and ? ther Petioles, it also scans the 
( nil *J y J? measure the polarization intensity and color of 
Hilft 5 lM ;? n r ?; dU ? fc P ar tlcles in the Sola? System and 
Milky Way. During the mission, the astronauts plan to fire 

liJi^Ln fc ^ t0 repos ^f on the Orbiter 10 degrees down from a 
"f! Ct taU to sun P° sl tion. This allows the instrument to 
thru«Lr b ?rr how the contamination cloud created fr of a 
thruster firing and other dust around the Orbiter might interfere 
^M-^T n S the heavens. The effect of water dumped any 
sEuJm- J?-";? 6 a lt alSO sub 3 ecfc s for observation. Du^inS 
oo^Mo flints, thruster firings, water dumps, and othe? 
?n^u m ^ m ?j: ?J S ° cause «? ntamination to condense on 
;2nHn«f?- ? the P avload bav - Although little of this 
SSSfS; ? S ex P ected , an Air Force sponsored contamination 
monitor package serves as a check on the buildup of condensable 

Hf;:!,! scen ^ orblt , and descent. Instruments carried in the 
Orbiter's pay load bay are subjected to temperature chanoes wh oh 
22 I?, betW6en ?°° degrees Fahrenheit when ?he bay is^faci™ 
P^senJlv 0 .^?^" 13 ' 61 ? 150 degreeS below zero ^ the s^ade? 9 
thll? SiXilSS t ex P erime nt developers are forced to tailor 
iStJ«f; 9 5S. 2K? r °J? Ct ^ eir ex P eri "ents from such temperature 
extremes. The object xve of a Goddard developed thermal canister 
experiment is to demonstrate a better way to maintain thlSesired 
temperature environment around an instrument. The mer intent 

S"!!.£« t hSir^: hl0h ^ W °5 k in ^"e^*witl; e a e Sp U ^r nt to 
ff a ? f eat b ! tween h °t and cold areas, if successful, this 
ih?^ f°l y °° Uld Pr< ? vide a controlled temperature environment in 
«iS?nf? S™?*? 6 inst f uments cou l d <>P«ate despite sevSre 
"terS?aneta?v S^JJjfT 8 " DUring flight *i«ometeroids or 
< Jllllt Shf X f Pfrticles may sporadically bombard the 
ni^fJ' iliu* Un } versit y of Kent in England has provided the OSS-1 
pallet with a Microabrasion Foil Experiment as aw ^ w 

s".j« u ixS5;i:.K rt Js} es ' Mounted on t °* " ? h r a !;e s rmai learn 

Di^rfo L ? 6 r } ment : this one-square-meter sheet consists of 50 
pieces of aluminum foil varying in density. As the 

?on°^ te J 0idS hi l the f ° ilYs ?hin su "" a « A puncture the 

re^rned fS'SnSflSS'? - A £ t6 f the foil * h * et "Ul be 

fnirf2f? En gland for chemical and density analysis. There is 
maS lilnal ^° ern ov ?I.the possibility that manm^e ponS"on 
?hJrS£! 9 fi h f com P° sition of the Earth's upper atmosphere, 
affSFii e°on n Lrth traV i° let rad ' at i°n from^he sun ^adversely 
street lire on Earth. Because of this concern, accurate 
^hor^ m6n ? ° f ? his radia tion is necessa^ ?he Sava? Research 

«nJ!?™\ under takes to make such measurements. Containing two 
™£!o^° m ?J erS ' the ob J«ctive of the SUSIM is to constantlj 

?he e Set"?!!:^!::^^ g olar SSiJSi^during 

tne time tnat the payload bay is facing the sun The qhq tm a io« 

2°2S?^ a 1 atta ? h€ ? SUn Senso " which the r its a J u s 
a hJ M hiSrf°i nti ? 9 th ! Payl ° ad bay di "ctly at thesSS dSr?ng 
SJJ»2?«5?y of planned solar observation, a solar flare is an 
occasional spectacular eruption of energy from the sun whose 

electrons smashing into the sun's surface, should a s"ar Alte 

occur during the mission, the solar flare x-ray polar imeter 
( xpenment developed by Columbia University will at?emSt to 

SiriiJi i.? J he pa y load bav is facing the sun and if time 
permits, the astronauts plan to reposition the Orbiter so that 
the observation can be made. At present- liUii it J!L ? \ 
Mce" 'XT? t0 «a t ho„ 1 t S heT:ni a 1r U L 

iSd?S;«?:hi°" S t C u h plants £orm "snin, the skeletal but 9 

seeSuias ? ean S ? edS and 9«»inated slash pine 

ii?2V J P ° ed in a mini 9 rowt h chamber. The chamber is 
put into a stowage locker in the cabin's middeck wiJhfn Ihl 


cL a n 0 ter?;e"he n fhu?;?! teehno1 ??*- "s —^2" ? the 

£ * sS -TPv-S SKtS r^rcT^ 1 ™ a - 

SifSi^f* ' °? e is a <I uar ter scale model of the plasma 
Houston, so you nay want to check those later on. nEK you very 
. . A11 right, we'll follow the normal rules for 

^gu?ef A ?hft S „e C «l T h6re ? 6emS t0 be some infusion about the 
t *gures that we see in various publications that are boino 
Pleased here and the film I've just seen on the JemperaJure 


^ifSi! that , are expected to be encountered, is it 200 

{ 2 fIL ■ ?? °5 PlU f ? enti 9«^ or farenheit? It's farenheit in 
ii -ii ?h V" enheit in Rockwell's handouts, it's cen?iqrade 

MO can we settle on one figure then? ^ fi9U " 18 plUS 200 which is plus 100 

wonder if I could ask another question regardinq the electron 
^?;tio T n he p^a b o r u ^n 9 ^AjSisS^ 

bSTS™; ?o "a% SU nIr? h r ! he •W'r:^^ taught 
roes the 2l»^n ' ? he ldea been abandoned, and if so why. 
r->es the electron gun have any military application. Y 

ssir" th S tblte > "and h ^od^: n i:?o y t n r kets 

ls n caued th a iS"?™?"", NflS * " con'sid'e^ing for 

our humor unfortunately and I didn't know that that would ever 
( t out. it won't work, by the way. There is one little bit of 
truth in that and that is that on future mLsLnS there win be 
experiments using electron accelerators and on these accelerators 
the power will be as much as a hundred times greater and tlere 
will be some possibility of generating an artificial aurora 
2orLf?« Ple are fa ™ ilia * with the northern Ugh^s or the aSrora 
n^n?ii? ° r aUr °^ a astrolis and these lights that we set 
JfiSJfi I occur " n 9 in the s ^y are produced by energetil 
in" till LIVJ Similar t0 the type that we a " goinl to emit and 
mtr Lit,* J™ may . ««»«thing on future mLsions. Our 
thi iilJJJi; S Way t0 ° low * As for the sec ™ J questions about 
diff«;S£ ?S«S e S 9Un ? °f Weap ° nS in Space ' that * s a completely 
Orbiter LPtL Llr inst ? ument ' We . d ° emit electrons from the 7 
urDiter but the characteristics are just completely differ*!^ » n * 
I don't know of any relationship between the two? * different and 

generator. K€Vin ' NASA doesn,fc have any guns, it's really a' 

DAVE COOLING, the Huntsville Times I know that the pdp and <m<j T M 
^fi S i a f ed . £ ° r refli 9 ht on Spacelab 2. Are any of the o?Ser 
l^t-r^^^ reflig y ht, in pabular 

^er*of those^nst^men^s? "° ?lanS f ° r NASA t0 be flyin * ^ 

ao?™ S3 ? e My ^estion of pdp is this, if you're 

going to check for electronic interference, a baseline electronic 
^n^ 6 ? 06 f ^° m the avi °nics onboard the shuttle, won- t 3£t 
afsS 9 whe a vL W Kr yOU 'r 90t KU " band transmission to SrSs «d 
a 7!^?? y ? u ha Y e rendezvous radar, won't it change 

Ulin sTcoLT^' 11 haV ?, t0 fly the P acka ^ aJ? over 
again. Second I have a question on a barbeque mode (garble) 

NEUPERT stan, perhaps you would like to answer that. 

PA0 This is Dr. Stan Shawhan from Iowa University. 

SHAWHAN yes, in the case of spacefliqht 2 we'r* on (n n »-« 

ev.porators off to see how it operates in that mode. 

r - x a ^^V, technical question we don't have anyone in 

f group I don't think that would be able to answer that. 

f?o™ b Jhi f-f HE ^ ? h fu nel 9 ' Orlando Do I understand correctly 
fS 1« ? ^ at th€ SUSIM e *P«*nient is the first and only way 
^r^H U £ e wh fJ her or not ultraviolet light is getting * 

itJos?hefe? m thC chemicals have been in the 

?? M TS R n2f°?fS E ?i5lS?' T 1 Perh *P» 1 can «n«w*r this question. 
ri^rI„?2J t r !J and ° nly one of these experiments? 
Ultraviolet radiation from the sun has been measured since SDace 
research started. Actually the first experiment in spa« was a 
captured German v-2 rocket in 1946 which carried a lit? 
spectrograph on top of it and it was the first experiment which 
measured ultraviolet radiation from the sun. Since that time we 
have recognized that ultraviolet rays from the sun plays an 
uE'SK r ? 1 ? i n th J U ? P " * tno «Phere. We have Jl?o?ec^ni zed 
Slii lt ff vlolet radiatlon fr °* the sun in this specific 
wavelength span varies with the solar cycle. So and also we have 

j:;22?i::^ that the variabii ^y at the m en t is e 88 n o U 

measurement accuracy. So what we will do is to increase the 

latin oif? \? y * This experiment will be flown over and over 
!?Sl2™ i * y * a l 8 ? lar Cycle from solar "•*i»u- to solar 
SwSSn \ td If J? de ? ermine what the variance of the solar 
a o«i?i?J radiat J on is and th ^ other experiments which measure 
a .ospheric parameters can then provide clues about the 

S«nrfi J° n ? f ho ? the upper atmosphere reacts to the varying 
degree of solar ultraviolet radiation. varying 

is°?he onlv wav^iV* be Safe t0 8ay then that this experiment 
de%l t eting nl ? h nzoner aSUre OVer * ^ term Wheth « ° r not " e «• 

BROOKNER y es it's part of a more complex program which takes 

this into account. The most important part is that we increase 
^at^r^Ir^^J the Un i qU ! capal >ility of the .huSli is is 6 
i^orfi!n^ P K rime ?J COmeS back and can be "calibrated. These 
th£m»?^ < the V6ry ndSty chara cteristic that they destroy 
8 i^ 8paCe : * n ° ther words they a " destroyedby the * 

su^m^i2 9 fi^ y Kyf n i t0 measure - Ultraviolet radiation from the 
deSraSed aiS ?r Ji? d S ° W * ?* B l know exact ly how much they are 
sHfno! n this respect tne shuttle is absolutely unique 

dlcliSJd! 9 * We kn ° W exactly how m «oh the experiment is 

CHICAGO SUN TIMES I have another question for Dr. Brookner 
r Jlt ilnLlTt J ndlca ^ on ' I think in the press kit Hint t ' 
™i £i?2? hip between the ultraviolet intensities at high altitude 
an total energy output of the sun. Would you discuss that 

!?°° KN f R There are similar cycles of ultraviolet radiation 
and the principal ultraviolet radiation over the whole solar 
surface, so you wouldn't expect any difference. But, then it 

t^lSEZm^nFli 1 * fc 5* aCtiVe h ° dqeS ' and the'sun ?oiites 

for 27 days and therefore the ultraviolet radiation... it 
develops and changes with the solar maximum to solar minimum. 
Now the ultraviolet radiation in the sun is only a very smaTi 
percentage of the total output of the sun, it's less than 1 
percent and specific spectral region. Bui, it dominates 
completely the atmospheric heating of the Earth above 

™?? X i!!^ el y 5( > ki i? mete f 8 ' 30 kilometers to 100 kilometers. A 
small variation in the solar ultraviolet output can therefore 
?iJS t Jh qUit6 diff ?5 ent a^ospheric conditions. SoS, ana then go 
iSSr«M2 ry S XO J iC P ? rt of , this < whic " Perhaps the most 9 
un Alt ? 9 ;rH^« h T lea J? ed recentlv fc hat stars, like the sun, 
can emit 3 orders of magnitude, more ultraviolet light and yet 

s?a?s YOU AiS°L a L th ^ in th V i8i ? le look liL o?S?n«y 

stars. And so somebody may in a hundred years, may like to cht ••>■ 

llA Sit* Whether the f Un has chan * ed ' So, he Seeds somfbase 
line measurement, and that's some of the things we are looking 

PA0 0n « question from Johnson, go ahead. 

SS^nlli-K 11 ' Be f d ! e from Skyand Tel ^cope Magazine: A couple 
SJt2?I?^ n8 \2? iC,C k" 08 ' Wil1 the micro abrasion foil experiment 
i d nl whi !n? ythi ? 9 abOUt the ^Position impact of the bodies? 
occur. NASA ° f the active flar * re 9 ion should they 

oenL?S??n AL ? fr ° m Canterb ury Yes, the position of 

f lilt Ina \ifn e ?° U9h 80 ifc wouldn,fc measure it optically at 

rirst, and then those areas are extracted for scanning electron 

?^° 8 n?? y ' a ? d in that ' we examine the outers in gilA detail 
In T a ?riflf atl0n UP '? 5 ?' 000 - And at that time, we can then use 
a Xe ( f a ^i e) o X ~£ ay anal r si ! t0 dually measure the composition of 
trl ?n SSii- °LJJf COSmi ° d i ,8 i P articles themselves becfuse they 
illlduA of P ^c ly eva f°!; ated and destroyed, but at least the * 
residues of those particles. The thing that's interesting on the 
till ixo«?men t d w??i field ; WM ? h the »*«<*oil, microabralioS 
rocket SififIS frJfi 1 exami S e ' 18 the contamination in space from 
has fouJd f£il ^ emselves because on the Skylab four windows, one- 
they're flJIS w??J i"? * Cl&S * °£ crat ers which are peculiar, 
trll rLlit d v^ h «. al r lnUm ' and these are ln fact contaminants 
Arv a " /hS?' And tnerfore ' this experiment is 

b!eka?onnH S„*. Jk 2* to a ccess not any of the cosmic dust 

oacKground but the manmade debris. 

ShSSPft. 0 ! 1 ?™ 1 ^, . The ^"tion about the, how we'll know 
a«ncv ! ouAl T A ? ational ooe^io and atmospheric 

agency, I guess it is, in Boulder, Colorado usually monitors th* 

("IS Stents op A* c £ ? a S d8 - , Al80 ^ lt has «ooJ!Ii d«5 n fJS s thS a 

«* ilii i nd that data is "diced down to Earth, and in 
fact we will have a readout in JSC of the x-ray activity, x-ray 

(lux from the sun, and if we see that's aoing up, then it will 
ask permission on a certain mission rule to realm thTspacecraf t 
( oration"* h ° Pe th " We Can catch a " a " Sur?„Ttne 

m?oht R ? h( n>, L* 1 *^ ada that that ' s not as eventful as one 
SS SSf-'STtS s^aM m?ss!™^ons iSX?^ 

^??1Soa a 1a?a a %rom b :h e St a ?la?e U :^? Si0n W9WOU " 

NEUPERT Again, I believe that it represents a n «H 

understand how the orbiter RCS's operate a£ ?hSse Sigh 

pa e r?rcu1« e ?;naJh C o?'^ 9i ^ ^ M » details ofXy^Jt 
particular length of time has been selected. 

PA ? 1 tnlnk we're going to have to break this ^ee 

w2m°r\°£ t0 thS next ^ rou P ° f experiments? So? at Jhis tinl 
Thll\H Bk T? er J° » tep do ™ and I'd like to also remind yoS 
that the prinicpal investigators on these experiments will hp 
around and available for interviews today "§ "oSow aJd If 
anyone wants to arrange them, they should either talk to ihlm 

The speakers will be Dr. Bob Norman and James Barrowmen. 

(NOTE: This picks up at the end of the OSS-1 briefing) 

**PAO division of that center space sciences lab which has 
scientific responsibility for the electrophoresis equipment 
verification test and the mono disperse latex reactor. He is 
also a former of project scientists where the induced environment 
contamination monitor, so he will be briefing you on all three 
experiments this afternoon. I might add that Dr. Naumann is 
heavily involved at the first commercial use of the Shuttle, the 
joint NASA/McDonnel Douglas electrophoresis effort which will 
begin flying on the next Shuttle flight STS-4. You may want to 
talk to him about this after the briefing and I would like to 
spell out, point out that his name is misspelled in the briefing 
sheet, it really is NAUMANN , Bob. 

Naumann Thank you very much. I'd like to take the induced 
environment contamination monitor package first and describe a 
little bit about what it does and what we've learned on the STS- 
2, we flew it on that mission also, and then I'll move onto the 
other experiments. The package itself, if I can have the first 
viewgraph, are is a large box about the size of a desk, it 
contains some ten instruments that are designed to essentially 
monitor the environment that a payload would see from the time it 
was delivered here to the Cape, go through all the integration 
procedures that a payload would normally see through the ascent 
phase of the Orbiter, the on orbit operation, the descent phase, 
^ :he deintegration and so forth and then provide us with a record 
of what that payload has gone through in terms of the particulate 
and condensable and thermal and humidity environment goes. So 
there are a set of instruments on the package to do that, there's 
simply thermocouples for measuring temperature, there's dewpoint, 
and a hydrometer onboard to measure the relative humidity, there 
il* pa u4? le Rectors, little air samplers that pull particles 
through them and then essentially weigh them by having them 
impact on various sensitive plates that are surfaced with quartz 
crystal so they can be measured and weighed and then there are 
optical samplers onboard which then we periodically can take off 
during the pre-mission operations and then post-mission to see 
how much change in optical properties have occurred during the 
exposure. The other part of the package then is designed to do 
the on-orbit monitoring and here we're looking for things like 
the particle and gas clouds that are around the Shuttle which 
were mentioned earlier. The main differences in what we're doing 
SSc*o ?? eV ?f,' J hi !, the monitor Package that has been flown on 
llr'ilL iJ EiJJ f i°??.° n ST 5~ 3 ' and throughout the development 
series of both the Orbiter and the Spacelab mission. So this 
!ii°oL U K to < f om P are from flight to flight, get a baseline on one 
and see how it changes on the other. We had an abbreviated 
mission on Spacelab 2 as you know, this mission gives us a much 
longer flight opportunity to study some of things that we didn't 
net to see on the last mission. In particular we are very 


|, interested in the long period where the tail is oriented to the 
sun because this is an ideal viewing point for some of the 
optical measurements we want to make. We have a mass 
©meter onboard to measure the scattered molecules leaving the 
Shuttle and coming back and from this we can induce the water 
vapor around the Shuttle and other gaseous species that are 
associated with the induced atmosphere. The investigator team, 
by the way, as far as I should mention, is Ed Miller, is the 
project scientist at Marshall, and the package was developed 
primarily through the cooperation of Dr. Lubert Leger at Johnson 
Space Center and he heads the contamination, I'm sorry, the gases 
and particles contamination working group of that center and 
«5 C ?Kl e cJ he ,? nes that 're responsible for looking over the design 
of the Shuttle and seeing that the design decisions, if possible, 
til*- ttt cl! C ^i ha i U can minirai " the amount of contamination 
that the Shuttle does see. I have a very brief film clip, if i 

*™l e J h X PleaSe ; U WiU 9ive yOU a little bit °« « idea 
what some of those instruments look like. Roll film 1 please. 

«LShi^ r i w °?I r h f r6, J* er * y°V ee the dewpoint monitor being 
from til Jrat t^ii* b ? ncnes ' U is ^tually being refurbished 
M?ShJ *l ? ht ? ri °f to , the ins tallation for this present 

Jsit^'whJ?: "P er l men t scientist on this is Wally Parker and 
; ! L L \ 0p€r f tin9 U ' Here you see Jerrv 0we " loading the 
cameras, we have two camera photometers onboard to measure the 

( hit J?! ? 9 arOUnd S ne spacecraft and I'll show you what 

o5? «J^\iJ J J" * 8e i°; d - He ' s ^king sure all the dust is 

#5 nd * h * " ab ° Ut t0 pUt the film in ifc - Th is is the 
for tSif ttlt* monito f' * his is Ro 9« Benton who's responsible 
w?£h 5*.^ ? carousel that you see up in this region is loaded 

1SS 1 8ara f 1 S 8 K an ? } fc P eriod ically rotates, the samples are 
anTthf ISS fr r^ a J td ba ? k int ? the instrum ent and the reflectivity 
and the scatter from the optics are measured. You can see it 

mi«o £i!!L!J C i! d ; ,T he8e are J tne temperature controlled quartz 
micro balances that Jim Fountain is refurbishing and 
reassembling. These have very sensitive quartz crystals up here 
«n El iuSi W i th th ! rm ° ! lectric coolers underneaththem and tSey 
2in\,S%S? H5 anywhere from P lu s 80C to about oh something like 
minus 60C and they can measure something on the order of just a 
few nanograms per square centimeter of coating on them so this is 
how we determine the amount of deposition from gaseous 
nr m h2?^ U an 2 nere y° u se f the final package being integrated, 
ZLt «^ UP ' j !! 8 ^ prio ^ to 8hl P me "t and integration. So 

of M.filI%K? t r K U9h J de ? t ° f the type of Package 2nd the sort 
of things that we have in it. Just to review briefly the reauHa 

?e f w W £ a r t ^f« U M °?| the STS " 2 ? i88i0n ' We did discoJer'quUrr 
Itl Panicles floating around in the payload bay as a result of 
«nL a ' C ;!! t °P eration - There were probably fewe? particles, I 
there' w^ an nM?f! X S e ? t6d above u 5 herons, but from 1 to 5 microns 
there were quite a few more than was expected. I should point 
( ut, however, that on the STS-2 mission there were no ^ 
contamination sensitive payloads in the manifest. Therefore, 
only a very minimal effort was made here at the Cape to keep the 


grab bottles which open up at various tiroes during ascent and 
some during descent and the idea here is to see if we e 
SSJSShw? 2 e eXhaUSt P rodu cts ^to the JJyioad bay? 
fS fSSJ lo 5 ic , acid arnon 9 other things. The way these devices work 
buA.IL ?n Y ^ e P"? vaCUated cont ainers and they have activl 
tSat Se're lookTnc £r £ es P° nsive K to Particular contaminants 
»n *n3 kJ?» J 9 we take a 9 rab sample and then close it 

to sSe if it IL^Z* d °r n JV"^ and then analyze the surface 
Itrl LlL L absorbs materials that we were looking for and I'm 
ll th5 ^iiVS nOUnc * that we saw no ascent Products whatsoever 
D?olSr<-£ y S ad bay °" STS ~ 2 ' nor did we see a »y descent 
ni^n™' J h K r ! concerned about some of the oxide and 

?tll 9 " 3n f h y draz J ne things like that that used to thrusters as 
till ill n^? 9 3 e i tiS 2 ned overb <>« d . So we were pretty hlplv 
that the payload bay does not seem to ingest any of these 

UWU U biJ f o? r d:2,?f| thaM f articular "Aerials. We d?d see a 
be ibSut ihSf 2n»?3 Ui0n ?\ the quartz "^rebalances but it would 
shuf??- 5f you'd expect from a vehicle the size of the 
S5«Jf i " Was i lnder about 10 to the minus 5 grams per sauare 
centimeter oyer the mission which we think is quite adequate to 
( ;! P K fr ? m ru i n i n ! thermal contro1 surfaces of ?he paylolas thlt 
n a L^i laUnC J ed ^ ro,n the Shuttle and we also feel that it 
tlmt hiL meetS J he °Ptical deposition for sensitive optics if 
they haye some degree of shielding on them. We saw tf «T l l. 
scattering of heavier molecules, the offgassing molecules inlL 

rip i^^ivjii imt s^vaa iimt*?^ 

doing most of the observations that they would like to do That 

inSKIi i ke '!*•' "»easure»ent on the STS-3, plus we have a 

wSJon we^m^™',^" 6 W * h »r 4 »«o«c"vely't^ g U e 8 d W : a t« 
fri™ „?5i f n loose " Predetermined time. It is different 

ha^e tSI n^f P f Cefll9 ? tS , that have ever been mad *. " I could 
look ill. L i^ 9raph i Pl6a8e ' 1,11 8how vou wh at some of those 
look like. As you may have been able to tell from th*» fn™ JEU 

a stereo view. And what I've done here, turn the lights down 


I & ,a. r-srs.'ss'S'.c sys r S° MI : f 

PAO Front row 

Naumann I'm not sure I understand the question, let me see if 



|^ p3k PAY LOADS AND EXPERIMENTS DATE 03/20/82 Page 5 


%.ta do-able and I can't give you a precise figure I'm 
sorry to say but it is something we can do. Well, of course, the 
analysis continues, Right, I think we put out a 45 day report 
w which is a very quick look whicii is what we did on the last 

mission and that gives us a rough cut at what each of the 
|, instruments saw and some idea, and I think the quick look 
$ analysis will be a little bit more definitive each time we go 
I because you know, the first time we had to figure out what the 

* instrument was really doing so after we fly it 3 or 4 times we 
H get to know it a little better and it's a little easier to 

f interpret what it's trying to tell us. But I would say in about 
£ 45 days we'll have a quick look out and the final analysis is 
I going to take some time longer than that. 

PAO I understand from Marshall that the answer is 2 weeks? 

|i Naumann Thank you. 

|; PAO Are there any other questions? 

I Chuck DeCaro with Sage My question is on the decrease in 

£ number of ice particles, are you looking for the reason for the 
decrease as sublimation or vehicle movement or well are vou 
looking for? / 

I Cauraann Well, that's a very complicated question. First of 

all just that ice is one of the things that we know is formed up 
i there and flakes off and forms particles but they could be pieces 
» of tile, pieces of insulation, dust that was trapped, a dust 
. ; particle sitting there against the black sky, if you will, 

illuminated by the sunlight. can be very bright, so we really 
? Qon't know what the origin of all the particles are, we hope by 
[ detailed analysis, especially by looking at their trajectories we 
I £ ar \i f 0rae i dea of the P ar ticle mass to see how they get bent 
by the atmospheric drag, that is not an insignificant thing for 
the very small particles. By being able to backtrack maybe we 
can locate where they are coming, if they're coming from the 
k i B f ion t f? y aflash evaporator, or a dump nozzle, we can 
» determine that if they're coming from other regions then they are 
I Probably something else. So we hope over the full analysis to be 
I able to give a kind of detailed description of where these 
y particles are coming from and get some idea of what the 
\ generating functions of these are. I guess, in general, what 

• we're trying to really do is understand the particulate 
environment, what generates it, so we'll know what not to do when 
we don't want the particle. 

PAO Ok, are there any other questions? 

••^umann Ok, I'd like to move on then to the next experiment pk3 
V.iich is the electrophoresis verification test experiment. The 


Vr£ r 5S? n Shi?!V 0r f hl « «P«}"«nt is Dr. Dennis Morrison 
aSest?fn a ? l!. het, K ln the audience wit ^ «d can answer 
questions I guess when we come to that. Dr. Snvder in Marsh*n 

illJi* 1 Ift f f° m Penn State University and Dr. Grant Horrou ' 
from the Michael Reece Research Center in Chicago. This 
yj^'i^n 18 * j ° int Marshall /Johnson Space Center experiment. 
IttZAlZ ?iSn a ^ e K a \ 0r ,f " fli 9 ht of an experiment that wis 
tht fiiifif/c n ^e Apollo/Soyuz mission. And the flight on 
the Apollo/Soyuz mission was only partially successful but it did 
have some rather tantalizing results that have intriqued a lot of 

ESS? th ff° ,S been quite a bit of desire to seetSe 
experiment reflown and the data that we saw on the Apollo/Sovu* 

g v o e t ri 8 f ^te a d nd ampli ^ ed ;< so that,s h - «5?s«t 

?SL J? It I could have the first viewgraph, you'd get some 

idea of the apparatus. This is sort of r this is the whole 

pickaae^L^? ° Ut 'K U f CtUa 4 V folds do ™ into th?s Itttle 
SL L « h8t can be stowed in a raid d eck locker, in the 
open out configuration the device at the top is a HasseJblad 
SE'S.rS 1 ? 1 photo ^fP hs the wo ^ing area h?re a*d that's our 
S! ?h2 S*„ 8 ?? rCe " ?^ hou 9 h on th e modification we'll be fljing 
SSltSwS 2f"? r r:, wi JJ actual Jy have some of the temperatures and 
Shit??! fliJhJ i! til L5?M rde f' i The ° ther mod ification on the 

ZZ Z til ? nt is tn e additional electronic accelerometer oackaap 
so that we know exactly what acceleration the exp«SenJ hSs 9 

{ e ; M J«2S e8 ;K 18 that StiU ° n ' Dennis ' or "Ot? P Ok? good? 
U.e readouts that you can see here, I believe mavbe the n«*t- 
vugraph might give you a better indication It whaTthe actual 
package looks like. This is a control pane? here, there's a 
?™ k h ?" that is P^tographed by the camera that 
temperature are read out with LED readouts and can be recorded on 

f™r?:?«?\ tape ' /° W ^ he actual electrophoreses part It til 
experiment takes place back in this region and I think that 

f^f a S? S Sh ^ fc 'i 1 ? CUt 1 have of th at g?ves you a lit^e better 
feel of how the whole experiment is operated. The principle of 
SL:;^ 1 ^-' 18 the fo J lowin ^ we have a qla™ tull S£ich la 
H^rLl* 018 rec ?P tor here and a sample of "calls to be 
?ISIJ?!S - are PUt ! little slide and a Prefrozen slide is 
Initio 4 \° ne S nd ° f the glass col ^n* allowed to thaw? the 

Ii^?™^ 4 e f ells are actu ally then caused to migrate or 
elect rophoresed along a fluid column. And the amount or the 

SSfW^ 0 * 1 fc 5 ey migrate or the distance ove^Mch the5 
migrate is dependent on the charge to mass ratiole of that 
Par 5J~ lar Cel1 and Presumably that will be different for cells 
of different types So we now have a way of separate ou? iJ a 
time domain or spatial domain by causing tha.e eel 
f -n£ Af / ► " th ? ex P erira ent is finished then the current is 
t«ned off, there's a thermal electric cooler down under the slot 


$>*ight here and a thermal barrier or a insulation pad is put over 
the top and the thermal electric cooler is activated and the 

?Ui?„!J\ then f r ° ze 2 in place ' Thev are then P ut ^ « cryogenic 
refrigerator returned to earth and then they can be sectioned and 
analyzed back on the ground, if I can roll film 2 this is a very 
brief film clip of the experiment in the crew trainer going 
through the motions of simulation. What you are seeing here is 
the pad being or the insulation pad being taken off. This is the 
electrophoretic column being inserted in the receptacles. Now he 
would plug in the fluid loop (garble) here if he were actually 
electrophoresing and turn the current on. This is now after the 
electrophoreses has taken place, the top thermal cover is being 
reinstallea and now the thermal coolers were being activated and 
the column will be frozen solid. Then after the column is frozen 
the thermal cover is removed. The column now is removed from the 
fluid loop. Being very careful not to break it. The little end 
caps now are rotated to be removed and then the frozen cells are 
inserted in the cryogenic freezer and returned. The samples that 
will be processed in this set of experiments are a set of 
standard particles that are being supplied by the Marshall Center 
by Bob Snider. These are human and animal blood cells that can 
be easily identified by their morphology after the experiment 
is oyer with and the purpose of that set of experiments is to 
really D ust characterize the degree of separation that we can 
/ get in a low g environment. Now this particular type of 
V electrophoresis really cannot be done on the at all on the ground 
because the dual heating of the current passing through the 
electrolyte produces sufficient convection and just simply stirs 
up the cells and deraixes them as fast as you can electrophoresis 
! ! m ^ JJ"?, 3 " techniques for separating these cells on the 
ground but this particular technique does not work readily on the 
ground. There is a variation where you turn the tube up and put 
a density gradient into it called density gradient 
electrophoresis and you can do some work with that type of 
process for separation. So anyway what we really want to do with 
the standard particles is to characterize residual disturbances 
due to either crew activity, vehicle motion, residual electro- 
osmotic disturbances or whatever else may inhibit the, or prevent 
you from getting a good separation. Then there will be six other 
columns which are supplied by the Johnson Space Center which 
contain human kidney cells. And the idea here is to separate the 

L° r ? ttera P t J° » e P a " te the ce Hs according to function. 
Now this is one of the things that was done on the ASTP 
experiment on the Apollo/Soyuz experiment. We only got one 
successful column back from that unfortunately due to some other 
problems but we did get at least an indication that we were able 
to separate kidney cells by function, in fact, we were able to 
finish out one group of cells that produce the enzyme 
urokinase. And this caused quite a bit of interest and so that 
/ experiment will be repeated and the aim here is to use what we 
v chink and improved resolution we can get with this process in 
space to see if we can get a better separation with this 


k SUmS^!' app l aratus in s P ace and can be achieved by the best 

Si J 51li. 9 K Und ■•P a " ti e n techniques. I believe that is really 
Sr JoJJlioi i: a 2ifS° Ut ^Particular experiment and as I say/ 
?S IS" Wl J h US ' so lf you have questions I'll either try 
to field them or throw them to Dennis. * it ner cry 

PAO Question, over here 

PRESS How might the results from experiment impact the one 
?SirI e -S! 0 JS? t0 fly 10 J he n6Xt Bi88lon to McDonnell DouglSs. Is 
iSlffhf nything y ° U C ? n learn ° n this that is soirig to chlnge 
something you are going to do on that one? 

Naumann I don't think it would change anything. Let me make it 
£in^ni? at n thiS ex ? e jr ime »t i* not directly y coinIcteS wUh the * 
McDonnell Douglas joint endeavor. This is a ref light of an 
experiment that we have done earlier, it's a very early 
electrophoresis experiment and it's designed primarily to 
SSJi-InJ 11 ? Sta J iC flU i? elect ro P horesis\ The SS5SK.ll Douglas 
IiSf« E.^ ! 2?J! 9 continuous flow electrophoresis which is . 

caf oe learnL ^nf^,^? 06 ? 8 '. N ° W thete are Sorae things that 
can be learned. Control of electro-osmosis is one that we of 

SSIfnJl ^ P - e ? iUm J" this ex P eri ™ent and is something tLt is 
certainly of interest to McDonnell Douglas, other things like 

< i«S!?SSS^ CO ? C K t - ration , of raateria? that can be used is 

!?!i? 1 2 g that , mi 9 h t ■>* of interest to McDonnell Douglas, but let 
;S. P Si£«« U , t i a i 8 ° ? h3t thlS ° ne is P^rily separating ceUs and 
s^a^ P^nsfero 
TolTellli conned!* materlalS ^ kn ° ? Cel? - *° * "J- are 

ofreflvinHh?; Zn^il "** askin 9 w « what is the point 

im D r^: y in 9 ^i I ne lf yOU ve got 80, «ething that I have the 
impression that was more sophisticated and more applicable to 
pharamaceauticals that the next one. «^nc aoie co 



$lut let me point out also that this one is primarily secaratina 
cells and the McDonald Douglas experiments is a? leas? ?" ^he 9 
111™ I?? 6 ", 1 fU ? htS WiU be devoted Pri-acily to P^oUins, 
rS^SSTi^ - d » two 

the impression was more sophisticated and more' applicable to 

IIS; i ? 61 } 8 bUt that ' S not at leaat ln the cards for the first 
problem Xi" ? eparatl ° n is a ver * ^portan? biSLg cfj 

problem, and being able to separate out, for example, takina a 
mixture of kidney cells which are very complicated, the kiSney* is 

Jll 2?J. r 2?SiS: °T? and K? hC f 6 a " Ce?l8 ln there thafdS 
Suin!?JJl- 5k J 98 V B Z ing able to se P a "te those out in 
?etearcn L^ at J an . be ^° Ught back and »««ly«d from the 
research point of view has a great deal of biological interest. 

PRESS Interest in who for what? Okay, well iust I think 

the abxlity just to separate the cells according the function to 

SSi JSJ^ SSS5Sir-j.SE W — " - 

?M„«'^ e ^H° n N Ji*' S Part t0 *° and relo some 2? the 

™a & \t ? P °?u an early shuttle "ight why don't we cooperate 

: y?e fa « eiy a .irs. *i 

of developing the columns and the kidney cell part of'tEl * 

"""fatfand" Gr^t ^ *°? l " ^jucUo^U^Pau! Todd at 
enn state and Grant Barlow, and also supplied the crvoaenlo 

^ iC V!w the life science freezer whtch goes Z^the 
spacecraft and then Marshall refurbished there old MA-ll 


Sirs rs. a ;iJ:*si- t i j.rtJ2r"- Now ' *° ut ^ 

any particular problems that yoU enc^SeJ ^ loinS 1» " th " e 
NAUMANN Okay I think Dennis can probablv answer th^ 

dil"h«. bett " 1 °° Ul<i Sinoe he ^^t'STS.S:? that 

U2S?5f2? a « We , U you sav relatively late, it has been 
manifested for almost three years. And the prolect has b»«„ 

SS? SIS-? 5 v- 1 ^^ -S w 

additio^but the fundemental verfrJca^on^st^'IncfuSea three 

PA0 wil1 y°u identify yourself Dennis. 

/^ENNIS MORRISON, the Project Manager for this. 
PA0 Any other questions? 

The purpose of this experiment is to look »#■ 
E«« S part a ic?f a e ^ 1Sl ° n **y~'&*£ I fn^hi'ch^od s^rsed 


^ML?Sf£ i f« i ?h;.2 Ue8 Si 0n8 lat6r 1 Uke t0 refer vou to Dr. 
particles much larger than two microns with at least in 

K:!! 0 ^! 1 ?!: ?V ^?^?ini«erenrpr 1 oc S e e s e f / you 

?h!i f monomer which is stryrene monomer you protect 

sSrLcEa^t C S°?hf atln9 wi , th ot f er Petioles by the adSiJi™ of 
luhltr ??L F you P°ly««fiM them and form essentially a 

5hiS th"Lrti2li: 1 ;h. l, °y the P° l y«i«*tion process U one* 
?hi5 «rS v5?5 iSi^kv X t hlS B€ ir2 0 " e ° f the surfacfc ant protection 


were then General pi 7 7 nfc ernational the reactors 
for me please. ""le Better idea, if you could roll film 3 

0l"s%eTor? h : b t0 u^ent«s t tiar.r £ e b ? in f h inaUlled int ° the 



H 311." =* s " "KH-; :wr»Sbar - 


SSiSK'ira!: jH: SJH?^ 1 ^^!. 

same manner that the OP? series L "he InS?M. n ?. kind "V ^ e 
n.e.s„ri ng thin,s m e ti^SS.'iaiSicriySf^'th. 

environments and hopefully be ableto extrem f of 

\ -esentation. Gil U here at Mr £1 It* f t r ° n in ra * 
picture and in this slid- ha can that you see in the 


^ tiJa? 0 ^ * n °^ y ' J here is a line in th * Shuttle Orbiter bay 
ih£L 9 ?hLJ° Wn J h f ou 9 h the wire trays and up to the sill area 
where these containers will be mounted. There is a h*n* hli^ 
controller in the aft flight deck 2n this rlilht aid 111 
subsequent flights containing get away specials aI3 the 
astronauts will use this hand held controller to select which of 
the switches will be flipped either on or off depending Son what 
the experimenters operational requirements are. The S?S-4 
experimenter on the next video slide is Gil Moore! Working with 

eJperfmlnt S'Zhf I'^'i th J ? e ° Ple Wh ° broS ^ ^ ^IVap" 

experiment on this payload on this flight, different, sliqhtlv 

Hill : r ^ t K 9r °? P ; bUt ' 2 nd , a sli 9htly younger group? thly are * 
going to be giving producing a group of nine different 
SI're TlTJ n Sna11 c ^ ta? ner P the saml s\ze li the one that 

we re flying. They range, they include biological experiments 

?n a ?ha? r o^ S ±?i e ? P ^ lm r tS and Physical ^ilnce elp?"men?s ill 
in that one small laboratory. So they're doinq quite a hit of 

o? 1 ^? 6 ' think a ver * interesting preSSrsSr to the kinds 

very small amount and learn quite a bit about what's possibll for 

CARLOS BYARS HOUSTON CHRONICLE (question not recorded) 
or^o^ of tne^othlr ™ P 0 "" Prided to either our precursor 

n £d^ 

SSKSS SSI « -- y — w 

? A0 Any othe * questions? All riqht. I undprsfan^ 

Water Vllrla? XTX"? 11 ..^^ and "r.te 9 ic o£ra?ions1„ D ciear 
water, Florida, which is Todd-s corporate sponsor. Before they 


^■bI«2. t 5!i r ff;!? r Sf J' d i lk f t0 take a moraent to explain how Todd 
thZ ISJS .1 IJJf 9 5 ? Ch ° 01 S ^ Udent t0 fly an experiment aboard 
the space shuttle. He's one of ten winners to the first Shuttle 
2f?2 e ?i Invo } vement Project for Secondary Schools. Cosponsored 
with the National Science Teacher's Association, the purpose of 
the program is to stimulate the study of science and engineering 

£li!h? a 2il2r3 if£ ent J l?, a com P etitlon to develop experiments fo? 
flight aboard the shuttle. The ten NSTA regional directors 
received 1500 proposals for the first competition. Each reqion 

UP t0 ?° ? em * finalis t "ho, alongwith their teScSe? 
it ilil S ;i W ?S ft in r it6d to P*^icipate in Shuttle Conferences held 
at NASA field centers. All semif inalists proposals were 

Ii5Si« e 2f £ ?!L n Jf i0 2 al ju ?9 ln * held in Washington D.C. The ten 
To2? M ?5m ?! ^ ?* ar 8 P ro 9 ram were announced in May of 
i2rnA ? " matched each student with a NASA consultant and 

?S ff?J J«*ES nS °f • , 6 s P° nsor was aske d to assist the student 
in turning the winning proposal into a flight ready experiment 
pay for the development and hardware costs and pay for necessary 
student travel. Todd is the first student to havi his experimSt 
S2!S2J: d ^ n i the shu " le because he and Honeywell were able to 
complete their work in time for integration into STS-3. The 
other nine winners from the first year of the project are 
currently working with their corporate sponsors and will be 
I™ ? n f V° l he u P cominq flights as their experiments are 
I f^JSi! f? aS Space on the shutt le is available. Additional 
^ ilS E: a ^ C ? nCe £ ning the J huttle stud ent involvement Project 
can be found in the press kit, of course, and present in the 

co^n, and aV * ila £} e t0 f nswer Ration follLinS the prels 
conference are Dr. Glenn Wilson, Acting Director of Academic 
ollv ir \? 1 1 :" T ion '»MA Headquarters. Glenn are you here? 
Okay. Allen Ladwig, the Student Involvement Program Manager. 

of Si S: - lS2| h ! r ? 7 ° kay ' u And Dr ' Don McCurty? past Evident 
of the National Science Teacher's Association and currently 
Chairman of the NSTA student activities committee. Oka?. We, 
"I e " ere down in Houston a couple of weeks ago, they were 

?or ?L «r a ! tr ° naUtS abOU ? * his pro ^ ect and the ? all showed up 
for the press conference with this fly swatter to indicate that 
they were going to take something along with them and from that 
developed, into the theory that there's a new system going to be 
onboard this mission called the ITS. Insect Termination 
System. So with that I will turn it over to Bob and Todd. 

BOB PETERSON I guess you want to go over just a brief 
description of the experiment first as to what it is? 

JlK tl^L J?* 11 ' 1 2 UeSS that would nice * First of all I'd 
flr«f <3 of comment on generally what I've been through 

""J; * he la ? fc tim ? I was down here was at the National Space 
!Sd^ S ^ SiUm i? n ^ t 5 e 2 ther ten "^ional winners were in IL 
, audience and we all kind of got together and gave our 
presentations here. And since then I have been working with 
Honeywell to develop this project and the main piece of hardware 


^ is the flight chamber. And to do that is has required a large 
amount of effort on a number of people and Bob Molton has been in 
general the general integrator. He kind of corporates the entire 
procedures and then we have the project itself which is more or 
less in the final stages of development here. This is the final 
version of our flight chamber. And we could kind of go from 
there I guess. 

BOB PETERSON I could give a little description of what's going 
to happen here. This, is this coming through all right? Okay. 
The title of the experiment is Insect Inflight Motion Study and 
really the purpose is to compare the flight behavior of three 
species is what we ended up with, and I'll explain what they are, 
in 0-g and 1-g. They'll be two aspects to the experiment. 
There'll be the 0-g testing which will occur in orbit on the 
fourth day of the flight and there'll be a 1-g test and we'll do 
it simultaneously as we can with that at JSC in the hi-fi middeck 
mockup. The insects have been split in half so we have the same 
groups of insects essentially fron the same colony, from the same 
age group in each situation. The hardware that we built is this 
box, is the final version. There were three, this is the third 
version of the design that we came up with. Each one, each 
change that we made was toward less crew involvement. We're 
trying to minimize that. The, there are four units like this 
one. There is, this one is essentially a demonstration unit but 
V. , ^ dentic al to the other three. One of them is currently 
already is now in the bond room over in the ONC building, it 
will be the one that will go aboard the orbiter. Another one 
just like it is at JSC that we use in the middeck mock up and 
then there is one spare in case we finally damage one unpacking 
or have a problem with it. We don't anticipate any problems with 
them. There is two flight chambers in each of these boxes and 
what we will have is that's the A and B chamber. What we'll have 

.J? e w A chamber our current plan and this is the way I think 
we'll be loading the insects 9:00 p.m. Sunday night is that we'll 
have 24 pupae that would be caterpillar moth adults in the A 
chamber plus 12 common house fly pupae which will hatch or emerge 
at about the day after launch. In the B chamber we'll have 12 
worker bees and 12 male and 12 female, that will be in 
caterpillar pupae that emerge again like a day or two after 
launch. The idea being that we want to observe how they fly 
having only flown in 0-g never having flown in 1-g prior to 
launch and initially it started out to be let's compare the 
behavior and difference between 0 and 1-g but, there are other 
things that are kind of fall outs of this, some of which are can 
the insects in either the adult or pupa stage tolerate the launch 
ascent. Toleration levels, which should peak at about 3.3 q's. 
We're pretty confident that that won't bother them. Another 
question can the pupae emerge in orbit in a 0-g atmosphere. So 
that will be another question answered by it. The third one that 
^_.he entomologists are interested in is the in the case of the 
velet bean caterpillar moths will be male and female will they 


l..nate in orbit, will they reproduce, will there be any egus in 
eggs in the chamber when it comes back for example or 
caterpillars. r 

TODD NELSON I'd like just to add that there is you know there's 
been a lot of interest among the scientists, especially the ones 
that are supplying the velvet bean moths for the fact that they 
may be mating and that's that shows that the project is really, 
wKS Jf ne u fc ? r ?3ect because it involves the students at 

with the high school level and that's pretty neat. 

BOB PETERSON Something else that's neat, I guess I'd like to go 
on record, saying that we've had a lot of help from outside 
people, outside of Honeywell and outside of NASA and that are 
providing these insects and I'd like to go on record with showinq 
appreciation for them. One is one group is Dr. Norm Lefla and 
Dick Guy at the US Department of Agriculture lab in Gainesville 
™! ffV? 0 !" 1 ? 9 a11 the moths - Both adult and pupae. Another 
2S« il Mel ?2? ela ??' t aS Co P eland Bee Farms in Arcadia, Texas, 
who is providing the bees for us. Mel is also a JSC employee 

jtc'Jlt \LZi° V ™ n9 .^% beeS ? S the c °P el *nd Bee Farm not as a 
JSC employee. The third one is Dr. David Pemintel of Cornell 
University that is providing the fly puparea. This is all free 
~L?? a f?V° US and these People are providing the insects in a 

( ^ ?J le * Wa L S 2 they knOW the a 9 e and trv and us insects 

Lchat the fourth day of flight on the 25th they'll be at about 
their prime or prime flying capability. 

o2r?i^ L S°!! i F i rSt ° f f 1 }' the reason the Project is being 
carried out is because it's a basic research project and it 
really has never been performed before on earth and because 

I 2i*d th^nr^ ? K ard f ?f?° r t0 mani P^ a te. So by, with that in 
£ mind this project here will provide a pretty good data on the 
I L nae %lJ n * fl i?ht adjustments for a contiuoul period in near 0- 
in t^i J,?n P o e i ty im P° rtant - Because from there we can kind of 
%S^h £«5 fS E V6 some data ln Particular on how the bee will 

* M^J-SS.i?;* may . be J 1 »P°ftant. Because there could involve 
P lilt ^ f! 1 °? 5 6nte f i? 9 around fc he Pollination of plants and 

* Si^ L w ?i nd We ^ ink that with tne Project here and the 
f. data on that that would actually benefit them in other 

* experimentation in that area so... 

f cSfnlfffh 011 ^ W ? U ' one thing 1 "ad mentioned before was we 
I S«!5 k f*if n ° £ the bOX t0 reduce crew involvement. I 

r ZXll Kill \5 efly 9 ° OV ", wh ? t the crew win b « involved to do 
I 51**5*5?* an ? curren tly this is scheduled for third day and seven 

hours five minutes after launch, MET of 3 days, 7 hours, 5 
I 5 in ? teS * An ? 1 think that's scheduled to be ai about 5:05 

£2 Standard Time on the 25th. what they'll do is the box 

^ ocier^nut ?* ^ k " iH fc 5 e mlddeck ' they will remove it from the 
v^ocker put it up on the forward surface of the airlock usinq 
velcro pads, from that point on take video tape recordings of the 



( tha? Ct8 it n dli«^ 1°' h ? W6 ^ r mUCh time we can 9 et them to do 
tnat. it doesn't have to be a continual filming, it can be 
interspersed with other activities. They coSld iake stme video 
tape, go about another task come back and take some more What 
ever happens to be the best way for them to handle 1? i#. ► 
th. *nV^ J USt / est <>w th? box b2S 5n Enflock^r an*d fs 

th!. ?2 the experiment. Initially some of the design" requirl 
them to manipulate parts of the box/but it would have been 2 
but It 52\SS"Si 1 ?S t * d f ° r , them WOUld have take " t££ «ore Ume, 

?t lLZ P t Ct i"t that ther » wlU •<»• I«Ve AprU we'U see 

«? JhTiS i! ?m tin9 a ? old o£ them aniJ "-iiiSi t!« « weii 

Eiii: £ s^ h ii:sfi?5i"sSi. 1 thlnk that pret?y - eu c °«» 

?^ tl0n ; V aS " Ssl9ned Honejwell for a f£ons£? 'Suh'ttX 
initial design flight chamber number 1. This fn«m- «k w 

= o^^^a^ 

you can center on first of all the procedure^? of which 

' *™> *h«t was not very necessary and unwise. By 


f to ensure the experiment, experimental success very simple 
procedures are necessary. 

BOB PETERSON And everything we found with these canisters we had 
in the bottom they were little drawers you could pull the cover 
off and the insects would come up out of there. They're opaque 
and the dumb bugs would hide down inside there so you wouldn't 
often you wouldn't get all the bugs flying that you wanted to see 
so with this design there is no place to hide. We're going to 
see them even if they want to sit still. That's an important 
thing to find out too will they fly. 

PAO Ready for question? 

CARLOS BYARS Houston Chronicle You're using three different 
types of insects, is that correct? How are you dividing them up 
in areas A and B? Could you explain that? 

BOB PETERSON What we're going to do is in chamber A there'll be 
24 male velvet bean caterpillar moths, adults. Excuse me, 12 

e , i 2 ~ emale of the vel vet bean caterpillar moth adult. And 
the 12 fly pupae will be in that same chamber. Okay now in 
chamber B we'll have the 12 worker bees and 12 male and 12 female 
velvet caterpillar moth pupae. The reason we separated them 
that way is that if we ever see any moths flying in chamber B 
^ they will have had to emerge on orbit. So we've separated them 
so they don't their not in the same chamber as the adults. 
1 n *t s essentially the basic reason for the division. There'll 
be 36 insects in each side. But it will be moths and bees or 
moths and flys is the two combinations and they are, the word we 
get from the entomologists there is no problem with them being 
together they are not going to antagonize each other. They may 
stimulate each other to flight we hope. 

MARK BENNING (garble) Engineer Todd I was wondering if you've 
decided where you are going to be going to college in the fall. 

TODD NELSON I wouldn't mind going to the University of 
Minnesota. 3 

BENNING Have you applied and been accepted any where yet? 

TODD NELSON I've been so busy right now I have really 
considered. ... 

REG TURNELL, BBC I should probably have understood this but, I 
I: "i tm u IS . ifc the P° sit ion in the locker they will be kept in 
the dark and when they are brought out they will be exposed 

Si! in?°i.ii 9h K a I! d £ hat ' S v What Y OU hope wil1 make them fly and 
, then will they be back in the dark again? 


^S2?«?f LS0 !*. T U at ' S correct - Li 9 ht *■ of the experimental 
factors. It's been a hypothesis of the research report liqht 

effecAh^Lf 0 } 6 £ th K orient f tio " of an insect and just what 
effect that has in the absence of gravity we'll find out. 

TURNELL And the other thing I didn't understand is quite 

h2 6 o5 a " see K how interesting it is to know this, but how will it 
be of some benefit later on to have this knowledge? 

TODD NELSON Well that's part of the reason it's being done or 
performed because it is a basic research project. And, with that 

?ro Ca \£ hin £ °f 311 the ° ther things that have'been 
learned from other basic research projects that weren't 
hill 2?tt y acce P ted or originally planned out. So this project 
Eff "ii 1 2?" J n ° W generate a lot more interest K this area by 
5lJS 9 *i! e ? "f 1 !? contlnuous d «ta provided on the Shuttle 
with the experimentation regarding the flight of the insects. 

thf spfders on^kyuC? U *"* * t0ll °* UP t0 the «P«i-nt with 

122? l E i S ? N ,K T l!f ? nly c f ta 9° rv ifc would follow up into would be 
just under the biological area of life science. Dealing with 
^ e i f0rmS iS ° ne ° f the very interesting areas and the^ore 
C k h n e W oe1?e e r W ofrwe?n Ce.^* 9 * neral ln the °" g environment 

2™?i!!I!£ I T! B ?° JA ike ln linking that there have been 
experiments before in which flys were flown in space. There have 
«n«^ P ^ iOU K ex P er i rae nts in which flying insects were flown in 
space, what happened then. 

SS D e»«£*n t P lJV f fl 1 I,d K like to know "hat the title was on 
the experiment of the other, what are you talking about? 

JAMES WILKINSON BBC I don't know what the title of the 

f?5: r i;;i! f?S 8 ^ 1 believe there were experiments where fruit 

doX't know wh^h 1 ? SPa ?f' Eit t er by the Rus sians or Americans I 
. aon t know which I can't remember. 

PETERSON it seems to me the Russians did have a fruit flv 

experiment. I don't recall what the results were? I don't know 

«o m a CL? e ^ e /° ne : l he ' Arabella °f ^e spider that was a liSue 
somewhat different, but I don't know of any flying insect 
experiments in space that we've done as pa?t of our spice 
program. We may have I'm not I haven't been associated with the 
spacecraft flight control for about 20 years and I haven't Said 
too much attention to what some of the bug payloads may have been 
up to this point where I had to get involved and I've enjoyed it? 

Sh2? ?h« S ? N i-*?} 1 1 ith the fruit fly vou have to keep in mind 
that the fruit fly is very small the size of a pin head and any 


^fi^J ou would observe this insect would be extremely difficult 
to get any good flight data it's such a small animal? I think 
m»lLii 9 P roba "y concerned with not flight but more or less the 
mutations, maybe, of the fruit fly if it%ver was performed? 

JAMES WILKINSON If the bees and the moths don't fly when thev 

TODD NELSON Well, yes. There would be (laughter). 
JSI^^ohSS^ T ° dd y ° U tel1 US Wh * these P-ticular 
WrK L 2° H * YeS ' T 5 6 reaSOn the "iteria for selection of the 

p^Troi s'?t?: awr^w^v 5 1 tta 

pair of wings P a „§ where £ £h. fly ' 1 ' , 8 \K 1 Ej tw ° 

^no^he^flTwhiri^ 36 " 8 ' ^'i 1 be -".WtKiii. whether or 
• S.i-i. i y is a " lore hi 9 h ly sophisticated flight control 

^'roUen??" "«* t0 maneuv «i"9 and P survivin 9 in tgSVHJ'Ej 

there. *" there any other "J uesti °'< here? in the back 

Aft/SK t.^ 1 ^- IM^SS'' thls 

weTave f aro^^?^' S ? 1 was kind of wondering iLTif 

.2 ? 9 ? up with s P ace stations up there that would neS 

Kv! tS'SlfiSlJ: 8tU fJ 1 Wa8 kln * ° f wondeMng°how we'd'ever 

nave to pollinate I mean the plants up there and if this works 
out fc I suppose we'd just probably use bees? TMnk that wou?d 

?S2 other center^ 0 '"" qUeStl ° n h " e? Are there <3««"°ns fro. 


/ \ 

c.,J PAO This is the Johnson Space Center. We have a 

question submitted by in writing by a Mr. Michel Goldman. This 
is the Johnson Space Center. 

PA0 There are no more questions (garble) 

BOB PETERSON ...they may not do it intentionally but we may ge 
a lot of maneuvers that we've never seen before and it should be 
interesting . 

PA0 briefing is at 10:30 tomorrow morning. 



HUGH HARRIS Good afternoon, I'm Hugh Harris at the Kennedy 
Space Center with the participants in the prelaunch press 
conference for the third launch of the Space Shuttle. 
Participating in the conference today is Major General James A. 
Abrahamson, Associate Administrator for the Space Transportation 
System from NASA Headquarters, Glynn Lunney, Manager of the Space 
Shuttle Program Office at the Johnson Space Center, George Page 
who is Director of Shuttle Operations, and the Launch Director 
for the Kennedy Space Center. Ken Kissen who is the OSS-1 
Project Manager from the Goddard Space Flight Center and Dr. 
Craig Fisher who is the crew surgeon from Johnson Space Center 
and Captain Donald J. Green who is the Shuttle Weather Officer. 
And we'll begin with a brief statement from General Abrahamson. 

GENERAL ABRAHAMSON Hello, this is my first launch obviously and 
the first time that I've been able to carry out this particular 
function in the NASA team and I've noticed that as you have all 
been concerned with this launch and previous launches, there have 
been a lot of questions about the machine and how well the 
machine is doing and that's very natural. I think however, it's 
probably worthwhile for you also to think about something that's 
very clear to me as one who's fortunate enough to be part of this 
overall team, that the Space Transportation System is made up of 
a very complex series or group of machines and backup machines 
and computers. But, the system itself is also made up of 
people. Thousands and thousands of people who work to make 
procedures work, to make repairs work, to make tests work, and I 
think it s worthwhile just remembering that those people are part 
of this effort and to date, on this particular launch as they 
have in the past in the development of the Shuttle, they're doinq 
a magnificent job. 

HUGH HARRIS Okay, thank you. Mr. Lunney. 

GLYNN LUNNEY while we're in the final stages of getting ready 
to launch there are a couple of things the people are still 
working on but, they'll be resolved satisfactorily and I think 
we're ready to go. 

HUGH HARRIS Thank you. George Page. 

GEORGE PAGE I usually speak for the Launch Countdown phase of 
it and I'm sure you've already been briefed a half a dozen times, 
but it has gone very well to date. We're just now into the last 
built in hold prior to picking up the terminal count and except 
for one or two minor little cleanup things that we have to do 
everything has gone extremely well and right now we don't see any 
reason why we shouldn't be resuming the count on time and 
hopefully getting to a good liftoff at lOrOO tomorrow morning. 

HUGH HARRIS Thank you. Mr. Kissen. 

5? 1 ,.!! 1 ? 8 !? W® 11 '. 1 ;™ been told as payload from the gentlemen 

1 !j t / nd my ri f ht that we ' re ^st going along for the 
ride. That once we do get up there, we're looking forward to a 
really successful flight and we're looking forward to i" 

HUGH HARRIS Okay, thank you. is Dr. Fisher here yet? Okay. 
We'll go on to Captain Green the Shuttle Weather Officer. 

CAPTAIN GREEN The weather is looking real good. We'll have some 
stratus and fog in the morning hours again, visibility is 
occasionally down to 2 to 3 miles but by launch time we 

out «f P fh te C l OU t y SkleS 6 miles a " d haz «- "Tnds will be 

£ Jf e 80 S th Y2 s J about 5 to 10 knots and temperature at 
launch time should in the low 80's. Looking at the landing site 
at Northrup Strip, Edwards and Rota Spain, they are all lSSkina 

^^e'w^rfL^ ^i"?: 8 : vi «i"llty L^nresWi^d^nd 
surface winds less than 10 to 15 knots, in summary for the 
launch phases and for the contigency side, weather is looking 

HUGH HARRIS Okay thank you very much. We're ready for 
questions, if you would raise your hand and standup when I call 
if ?he 1!^ S? 6 can find you expeditTSuSly and 

theiS f! J*** Yi 11 V ave to me if there is somebody in 

tnurlJf InA I don * ca1 } on by name, please identify 
Oka5 liSi X 0 " or 9anization and speak only in the mike. 
Okay. Right down here in the second row. 

JAMIE MATHEWS CFCR Radio is the fact that the external tank 1* 
going to be about '50 pounds lighter going to sigJiluaJtW 
change the look of the initial shuttle liftoff, will U still 
rock back and forth and rock forward as it leaves the pad? 

LUNNEY it should look exactly the same as the last couple, 

before though. Y ° U be aMe t0 U8e the 8arae Futures you had 

PETER ADAMS TODAY Yes Sir. How does the weather at Edwards 

Ji5hf°;S: Ba8e l0 ° k at u fc ? U polnt for a March 29th' Was it the 
right move to move to White Sands? Could you land at Edwards If 

the SJiiLS^V 11 ": ? ? ossibilit y that Edwards coulf^f been 
the primary landing strip? Looking at the weather at this point? 

o^TS'LSff!! i t,S dl f f } cult fc ° P«dict the weather you know 8 
or 10 days in advance it's probably goina to be 8Mfi nn*i ^1^!, 
out there which would mean it would be okay for q 
or fLr X Sr^ d thS J ake b6d wiU be for proDaM?' three 

?onger 51 f.i? 6 !t ?h 9a Jj three ° r f ° Ur W6ek8 ' °< ^beev 
longer, we felt at the time as we prepared to decide what 


S???p? 9 ?Jat P was EfoSViW^ with Northrup 

was aolna X «„! J e 6 ? 0t the in <*ication that the lake bed 
was going to be out of service for four to six weeks as ronnr L 

w<f f h W da *\ a r- And we ' ve thou 9 ht that around ?he whole sestet 
GEORGE PAGE I don't understand your question Jay. 

HUGH HARRIS Right here Connie. 

ss^.-s-w S.2 S3 sj:s ss- 


concerned about the safety of the people just in the area if* 
many many miles from any source of water or any convenances It 
nimbe a ? d of° p :o;". 0nly 9 ° ing t0 be able t0 '"^handlTa'Ste^ 

Sands. Are you concerned that they are a little gustier on Ihl 
rfm^JS,;""" y ° U C ° nC " ned to U ^s e i r de? a£ 

runways and we'Se ^^^^La'a^ \l l^s^lt^t 

TURNELL Two questions I think probably for Glynn 

Gill 1J3 SjSsS S r 



on this next fl?gh?f i ?hink i? Si?S™?. d ° that firSt if we can 
weren't able to get exactlv tht \.™ rc «f tances were such that we 
that we wanted t2?hJf Sii? the crosswind landing that we had 
about wh«e wl *?gh£ 1.5 tanttZ iTn^i^ ° han9e our 

with Mt. St. Helena i *,nV? £ ' The f e = ond question had to do 
present time. ^es'anyb^ PrTtt^ttr ul ? at at the 

they'll really be abl« wT... ff etty £ar "P I'm not sure that 
on ?h.t vary LowJdgabl? EE, th ° U9h 1 ° an,t com " ent 

=:S«S5KaSl; sa - 

comfortable you are with this i,, „!v f fc 1 us how much more 
two. tnls lau nch than you were with the last 

ooStabS r el \ rl9ht at the P" sent «°»«nt, I'm very 

!v1 ^'inASiH; n^ws'doTfolhTLl ^seioY*", 
1 hl aw tu i e9a ofof S t^„a h s W tL e i 1 h the ther^^fsti 1 

part of the cSun" ! thJnk trZ tL™" r J? ht in the 
an exceUent in t vehioL I ^M a i 1 ^ tandpol ? t Ke ' ve had 

ESS K HavS blen'b? S? '^JS «"7"^" ^ ' 

'nape^an^e EZtSX! 1 ^ «"e S p?o 0 ab?y me i^ a lfot f ^te d r 

on L my f^ue^on ^'V^'i? 11 ™ L J nney - "' s a £ °"°««P 
crack at it. 9 "hat ! Sas « s iLtlZ ° f ' he p ? nel oan ta *<> » 

operjtfonal p^XJ'b^^,,^?"'" "* leSt and 

developments that mighT^r. Se Ire hJSf SL!"? f r ther 

we can 9 turn it SoSS „S w °we £ Jf/R"""^ ^^Impro^ 


Ttl« ? ieW that aS J some "hat natural flow of events. 

lltlrn^ n ndUly P ressu 5 e ' lfc ' s not "nduly influenced by any 
™Ji22l* P TTV!£ h t a8 econoraic ones with Arianne you * 

Z?,t * M We fee V h at we're on course in the program that we 
even al'itJt hJ^ 1 ^ 6 that in a number of areas i^s going 
our best S Lit ^VS^JP eXpect and we look forward tl doing 
our best to make that continue to happen. s 

RON LOCKHART NEW YORK I'm trying to figure out whether or „ 0 f 
when you get to the operational stage of the Shuttle now tS 
titles o? tL ?hu?: an ' S T e3tl0nf Vhen yo«'?« K SpLaUonal 
is nothiL ?o fStf"! a ?u aWay frora the experimental stages there 
is nothing to indicate that you would not move up the countdown 
if one was going very smoothly, if it did not have all the foL, 
that is has for instance todaj and if you were not in the 
experimental stage. That once you got into the operational 

Sou^d'own*?! °il Sh ? ttle ' W °' ld ^«"« mov"g ti Sp a ihe nd 

countdown if it was going a smoothly as the last couple of days. 

GEORGE PAGE I'll take a stab at that. Whether we're 
operational or experimental phase, we try o the liftoff t< m * 
compatible with what we think we have todo and the lobf Se 
letter ibJ2 U S H th J nk T hen We get °P^ational we'llbH little 

don't think we'll be talking about moving up if we ha one n to be 

ABRAMHAMSON Can I add a prespectlve on this? Please? I think 

"a'tTthf „™ y ° Ut qUeStl ° n wlthin '""count "self inS* 1 "" 
that s the way you were answering It, right George? 

counfi^?, " e11 I ?? 8 ans »«i"9 n°t J"" the count no the 

^\i&iiVSiKM: ST.???" move ahead unle3S the " - 

tro* Today is mlnUte ' We ' n 9 ° ba0k t0 *° u - p <*« 

you aon t nave the same kind of protective faciliti*.* f«r n, a 
th f fc yOU would have at Edwards. WhaTkind of 

iS"' SiS s~ S put 


?Jin? r ^,l? a J2 a f ? f any ki ? d to brin 9 the orbiter into. We do 
InlfLl ? at i3 , n0t 1 uite as bad as ifc ml 9 nt a PPear on the 
surface in cerms of sand storms. You've heard a lot about this 
gypsum stuff , but it is not as heavy as sand and not susceptible 
!?«r£ <n 3 ?K k J nd °f damage that you mi * ht have if you have a sand 
the length of time that we're going to be out there, that we have 
a reasonably controlled environment, reasonably controlled 

;Jbi?«°2„J n « hlC ^ Jf WU1 haVe t0 get ° ur Jobdone and get the 
orbiter out as quickly as we reasonably can. 

Sfo„f E ? A ?J ER „J\ TIMES 0n the tail to su " and nose to sun 

portions of the flight. Are their temperature limits where if 

ESir 9 ^ ?V hat *° int before the end of the 24 ho" or 80 ho" 
soak period, you would consider taking the spacecraft out of that 
hlJri:™? f athe 5. than exc eed a given temperature and if you do 
have temperature limits, what are they? 

liSTf! ™ k Geor 9 e ' 1 don,fc know what all the temperature 
limits are however, we plan these tests with our thermal models 

?or Eh 0 :: u ?Ki; n tha v e ca v ndeed ^ the attitude a i a r?oig 

for those three periods of time and we will monitor in real time 
the response of the vehicle thermally to being in those attitudes 

w'J h ° Se Peri ° dS ° e time and if we te^" to lee anything that 
{ 'ives us any concern, we will just backout of that and go on with 
che next test I don't have particular limits that I have in 
at one K^J?"?* 91 ™ Y ° U 2 n f exam P le ' There was a discussion 
LV^H ! , ?, if We ? tayed in a ^rtain attitude a long time 
it wa?m wel? t IZT^ mi * ht "* nt *° «« up an APU to kelp 
advisibie thila ?£ con ° lusion w ? uld °* that would be not an 
££?*^ We 
S'EiW i» a « d -o? *> tS tha? kind 

S r LS?n LINS NEWS Was any tho ^ht given in official NASA 

to moving up the count and launching earlier tomorrow. Was that 
ever a serious subject or a subject at all? coraorrow - was that 

ABRAHAMSON Actually not. I think all of us felt that what we 

Jhe^c^r'the^Lnoh" 3 ^^ ? niCe St3ble COUnt one tbat -"ordld 
?-L It" ' tne launch crews in the entire system to have the, 

way wf Eh?nTw^ a 2 V * h *\ Ln the first *™ bec au S e that- 1' the 
ttL tJ^t^M i B ? 0lng t0 t ave to operate, you know, on a long 
term repeatable basis. So there was never any serious 

Sravana^'tn^^f 17 th6re W6re ' there was an °P«on that 
moving'up tne d'ate? ^ any Seri ° US co ^ d e<ation about 

! Jite N !ands. HOW ab ° Ut m ° Ving U Up by an hour ' not a dav - At 



S^SSKJ** v, 1 W ° nd !f if y ° U can give us a little background on 
Todd Nelson who was the student contest winner and whether his 
experiment is in place. We just had a second to talk with him 
and he seems very excited about it. 

PAGE i think it goes in at T-8 hours, it's ready, it's 

here. And it is prepacked and ready to go in the part with the 
sublets in it if you will, I believe gols in at stooge at T-8 

SS^^k < *'? \ ike t0 COmraent that on if 1 can I f » not in a 
Kf« i \? i USly to J conaBent as George has about where we are in 
this particular experiment, but I hope all of you feel the same 
excitement that I do in that I think this is really an important 
adjunct to the Shuttle program and that it really, i-!e Ked 
riSrfSilf* *^ eSe y ° Un9 people and tney are sophisticated 
2it! tZ ft'l a 9reat d ? al of P° ise and Iln > Just delighted 

with the fact that we are going to be able to accelerate their 
experiments into the flight schedule. ^xerace cneir 

MARY BUBB I wanted to know about since your delay of White 

IZ'hti £ t 'SM ip baok here ' 5m «»' » 

now. i, we have not sat down yet or had the opportunity to sit 
down and lay out the STS-4 flow with the new return date. In 
fact we were still in the process of trying to firm up what we 

??me ld f^ n fo^auncS?' re *> in * 8t?11 ^ in a la? * ^ 

ED SIDER SPACE 82 BOSTON I heard there was some 

possibility that thermal stresses on the external tank if there 
d a ? a J" ?S\!! 0t bSd enOUgh to re< 3 ui " the normal two day 

f! r fc lf tnere , was anv Possibility if there was an abort 

r Sw!' T U W ° Uld , ^ y f° lng ° n Tuesday rather than waiting 
the normal two days to Wednesday. 

f?f n , now have a 24 hour turn around capability. if 

if i? 2^! m ™ a JK? aU8ed . U8 '? tUrn ar0und could be corrected or 
the neJt dajr 9 €Xternal to the vehicle yes we would try for 

?hf2Jifcp R ^n^ E f a IZ Mfr HI ^ N NEWSPAPER I'd like to know should 
21 h?li ?! facili ty be unavailable for landing on Monday do 

*Inn!S; 3 cont i n 9 en °y for landing the orbiter back here at the 

ennedy Space Center and what was involved in the area of the 


LUNNEY We have two plans if i may. As you know we have an 

?^we cSSldn^oo ^^ niqU ?/ hiC !: i 8 n0t tar ^ted r™%or\Erup\ ™ 
iE we couion t go there we'd probably retarqet that for pfl ua ^« 

weatSer^ 1 ? 1™ ^ in adVance that tha^SouJS pres^nab^ r bl a 
Zlthlt would *L a !: d - We d ° n,t ha !f any ^^cation that tSatwould 
De tnat would apply tomorrow. White Sands looks like it win hi 

t ilf on r n a M?° A to f° rrOW - Now with respect to the resJ o? ^e 
5£th?So SEh4 ^ haVe a K Plan that sa * s we ' re ^oing to go to 
SJJriS P an ? aS . a backu P to that we have the runway the 
concrete runway at Edwards and we have the runwav hero wh»f „„ 
would decide to do in that case would be baseS p?iS"iiy I Sink 
Sh.MwnSJ^niSJ'or haVe in 6lther Place and^nr^iMon'Sf 
Edwards and over run and be allowed to overrun it if came to 

entire JK5lf™ ? °? e here * Howe ver, our view of that 

r r sets jsa-na-tS^H^ 


^sU^^ra^^Wl^^^^^" *» 

Gentlemen from Sky and Telescope. 

a " e0ted ' eSPeCla1 ^ the °nMf req^e^o Su„ 

s-f^ joS i ;s:rr t ^ ,, iriSJs^tS'j;s 

orientation which would permit the solL o^fnJV Y t0 , the sun 

probably the !east aff eote a -o-ld'^S.'iin^Jri^rSSit..' 

PAO Over here. 

AbSsoT^ ««... ^r General 

problem you had on thS first ?wo 5?iS£?o SR ? S u and ^ aft Skirt 
( damage, is there any' change" iTthTl^' 1 T that tB6re WaS 

s^ira onl^^ h ne n ^^^^^^ e ? n t ^- f wa ^ h ? h -l^ s to * ^ ^ 

about two inches off the skirt area in J h 2 " d if We did think 
flight and inside the sSb Wde tne Sf^kir^f 100 ? f the 
some bracino material f™ k« *7 r skirt area we have added 

know on^ne'lSst^coSple^o? fUgh?! we^^V* *F Pr ° b&bly nOW 
equipment in the aft skirJ Hit It fc ve ? ad some dara *9e to the 
to beef it up Kck "hire to 5iIl2?^ a JS r i mpaCt and we ' re tr * in <3 
sustain, that is not a fliah? ?«,, Ze JS? damage that we would 

ks ufajsi ss.:: 2:."™* !p "* c ">" ■•»■■» 


KSSS'^S.-hKT 1 - t0 try and 9et so - -Per^^h tnat 
JULES BERGMAN What I'm getting at, is the fifi-h f 1(n u t 

surss.'S'irTS s.ris ; K', 1 : !:, a 

SS3.R!g,« "S.fSiT3rS!,a... 

inclined to be conservaWvt ^^f^^Ton'"^!^^ 
GLYNN LUNNEY I would say for al! intensive purposes, yes 


. »0 Gentlemen in the dark glasses. 


Bob Gallagher from (garble) in New York, I've got a question here 
I'm sorry Bob but we only accept ones from the newsmen here. 
PAO first row 

|-4k P RE-LAUNCH PRESS CONF (KSC) 03/21/82 PAGE 13 

PAGE once we get it back here? I think we aet i ► h a ^u 

in early April. We're talking for STS-4 now what -d ? iL ?SL 
June That's two and a half months, something Hke that Y N ow 
h^e L y dn kn0 ? ? aS6d S P ° n the mods we are awlre of noS ihat we 
J? V rainimum of Problems in flight but somewhere around 

davs iSJJT a ? d that * S Without workin * every Sne of tSose 
days, that's keeping some open time. 

ar'ounfto ab out h r„,on t r '~ turn « ou "< 3 setting 

PAGR Getting down to what? 

ZEA Maybe a month, or six weeks? 

™?L . u* f 5 * 111 think th at's a little ways off. we're 

^?< t0 ? 6t . be "f r eacn time and °nce we've got our full 

( ^i?S3- landl "9 Ji»e at White Sands and that was sighted as a 
day"t ShitJ aSSSl »iS°? tion ; ab ° Ut high winds at that tim e of 

/ £F h?ue " e -1 — ™ rfib hr 

orbit and the amount of light, doesn't It Glenn? 
I'fsorry lt happened? 8 * " Uu " a «»'«n«ng at that conference, 
doSn E a rev earL 9U f S %M W ° Uld Say ,? ne other thln 9 about coming 

Dust wait and see during the course of the mission what £he 


SSSJd^SV^ffr difficulty with White Sands in that 
it's i fllJiS^Sf m Pe ? Pl€ have re P° rted to «» ^ least is that 
in Si »f 2i ?«.Yf J place, as a matter of fact, you can land 

iL !?' 8 beautifu1 ' a " d then you may be weathered in and 
Sol?? 3ble J° 9o Northrup strip, and that's happened at 
Powell a number of times and it's kind of variable, so I think we 

SSZS,J°« b ! °tl e t Ul n ? to try to not run arou " d and chase some 
uncertainty that probably will never go away on what the 
conditions are actually going to be when we land there but we 

oruLn?"^ !f * h ?i dUr ! ng COUtSe ? f the fli 9 hfc and if it seems 
prudent to move it up to rev, so be it. 

KRAMER That is it essentially the same position you've had 

on the previous 2 missions is it not? y 

JJ£ e We' 11 onl y take a few more questions, now, over 

ao?L W ^ T S? Sta l Foundat ion Question, has NASA considered 

Con?L*™ fn3 a ,J? r ? he ?? dCe Int ernational United Nations Space 

fo? til SSiJJ ^ Ci K?^ he Same kind of ^udent participation 
for the third world children? 

ABRAHAMSON Right now we're in the 2nd selection phase of the 
^S°In ary s ? h ° o1 * Xpe ? ime *t program. That phase will be over in 
May and we hope to select twenty US proposals. Frankly, 1 
iJ V JEl «S° Ugh J ° f t 5 at ,! nd 1<in not aware of maybe somebody else 

IzAtl c?r2^n aS K and 1 d ^ hink we ' d have to think that through 
pretty carefully because there are other aspects of the 
program. For example, each student that is selected does have 
iSSi«?Jf;i haS sponso " wifc hin NASA, he also has sponsors 
}?nS;Jfifi P ° , 2 SO ll Wh ? does P rovide s °*e assistance to both 
ioSld iJi^i-S^ SS rW1S V nd - 1 think those kinds of arrangements 
™ogramT addressed if we were going to broaden the 

In the upper row, here. 
BRYAN HALLSCHEPSKY from Space City Two MIT Have you 

^iToff^n e la ! n ?, Crew ! any s P ecial Private incentives to get 
STS-3 off on schedule and faster than 1 and 2? 

f£oLh t l? i !J k the J aunch team we have out here is mature 

enough and dedicated enough we don't have to offer them 

iSSIStiJI! to do 3 good job * NO we don,t 9ive them anv extra 

PETER ADAMS from Today Just have two brief questions. General 
Abrahamson, you had lunch today with the astronauts? Iny list 
fch?« L! in9S ' any last minute advice they gave you or you gave 
fSS and also one other question, the robot being extremely 
important part of this mission testing dappling? testing its 


ability to move an object through space, you weren't able to 
grapple on STS-2 and yet on STS-5 you've got to deploy some 
satellites, just how far back would you be pushed in terms of 
actual deployment of satellites for STS-5 if you couldn't do the 
arm exercise the next time around? 

ABRAHAMSON On flight 5 we don't use the arm to deploy the 
satellites at all. 

ABRAHAMSON Let me go back to the crew. I did not have lunch 
with either Jack or Gordy today, in fact, I was over there and we 
were having a discussion of the weather and how it is that we can 
in fact best understand and best make the decisions on the 
weather, not merely for this launch, but for the operational 
phase of the program, it's clear that Florida is a rather 
unstable weather area and as we look out in the future what we 
need is just the best possible way to in fact to be able to 
decide that we have acceptable conditions for launch and for 
return to launch site abort, those kinds of things. So that was 
the primary discussion and that was with a group of the 
astronauts, John and Joe Engle and others. 

? A0 , Are there any additional questions? Ok, here in 

the second row. 

,^ SS fc x. AS the shuttle 9° es into its operational phase do 
you expect to ease up on the weather constraints for launch and 
landing or do you think they'll stay pretty much the same as 
we've had so far? 

ia??n Y t „ We1 !' tne Y ,:L1 P^bably get a little bit easier, but 
again, I think we're going to go kinda slow on that. We 
certainly want have decent landing conditions here when we launch 
i? m ?^ 6 K We ^ aVe t0 RTLS * The ran ^ e safety has some minimum 
tlStt Y,i h ? Way 33 yOU know here at the Ca P e ' 1 thin k we'll I 
think we 11 learn some things about that however, we'll probably 
still play that fairly conservatively as we go along especially 
since we will have during orbital phases the opportunity to go to 
another landing site or what has been discussed here move the 

Jf?^" 9 tim ?,? Ut ^f bit * wnen we * et in to the operational 
flight we will probably carry onboard enough supplies to go a day 
or two more than we normally would and if coming down a day early 
for really good weather got us out of some questionable condition 
kind^f flex"ibility ank find ourselves trvin 9 to exercise that 

*JJJ. ° k ' Ve ' U have a final <3 ues tion here from the front 

C ' 0S ! *? B ™ S0N The Baltimore Sun Hugh, this question is 
probably for you, I've heard crowd estimates of everywhere from 


at the launch. Thank Y ° U * U f ° r COml " 9 and we ' n tomorrow 

1 u 



t-^ ~tf~ t J^ a li 1 f t ' 8 get rolling here on a change of shift briefing with 
Sirs 318-" i9 L?f ieCt ° r ' ^ HUtchinSOn ' V^Tover the last 8 orV 

. t t . "f u there isn't really a lot to go over. We apparently as 
opposed to the last time out have really got a gen going here We ^'Th^ 
^ 1 bi ^™- ^vehicle's cooking'real ^?°th1 cr^'isl^ ver^ 
Mfi ^ ? hrou9h , aU afternoon and evening events without a 

running a little bit behind time lane of the time but in 
th^w^T 6 ^" 3 ? verythln ? m wanted to *> I believe right down to 

SlniS * 2* T ry sir>gle thing done in the flight plan that we^ 

fanned on today and we re looking forward to a really busy LheduS 

cTfor 'S n^l £ ?3 m ° rnin9 we ' 11 te *Wtl» arm out a^d fron 
^ f °" m ^, the °f xt 5 or 6 days we expect to be extremely busy and there 

. , . . _ (garble) let's go to questions. Do we have a mike handler 

sst^™ zi: st 90109 to wing it? okay ' »*' wm 

P ^v F T^? i A: ,WIC f^ W ^ RICA -" Nea1 ' ab~t an hour ago, Jack Lousma told 
ally that he wasn't feeling too good earlier today but he was £~H™ firL 
the time, was he referring to thTeifects of wSghtlSsnlssT ^ at 

►m. Yeahr I think Jack wasn't feeling too swift some of the time 

Did he take scopetec or something? 

Yeah. Let's see...i think he took two, two scope tecs. 

Is that normal to take these? 

(garble) prescribed. Both of them took scopetec after launch. 
They both did? 

(garble) as laid out in the checklist. 

Is there a chance that the ill effects can recur? 



Okay, next question. Anybody else? This might be the shortest 


(garble) Erick. 

«- e^ed S^J'f'ioSrSS 1 *"■* 

And nothing extraordinary out of that. 
How sick was he? 

sonething that we^S SlJ'hSJ 0 J^*"**" ^ is tti8 kind of thing is 

as Tmtter 5 SLt if« wJldta™ ™fI$ P ; r ?"*\ a T2. r » rln 9 to 9° tonight 

Here in the second row, third row. 
when he flew S " flHBf -« BH »-n" ** »ave a similar experie** 

So you kind of anticipated it because of his previous... 
available to move around in had a l oh £w£^,<wk if VDlume was 

This afternoon, you noticed that Jack was always there and always workinq and 
P^tive? 9 Sanethlng "* 1 ^ ^"o* ^ him oonSeSy 

Any further questions here? Back over here to Voice of America. 

imi . _ , K1 21 th6 ? e f k ? Ut of Number 3 ' when we expect this power 
c££s into tte fli^htf ° Ut ^ ^ aS ° ent ° r descent rather? HovTmany 

and «^ nff^ flrSt °" T taven,t decided if w,re to do that yet 

and second off we have a normal procedure on the seventh day of the flight in 
the morning called PCS checkout where we exercise one of the APU's and we 
??^ y f ^ e f ^ nber l > ^ is possible that we could decide to use Number 3 
fT^L Z e 2 r ! S f V** of o^fi^ng what we all believe to be the 
fact and that is that it doesn't have a cooling problem and isn't going to 
^i.? ? pr ? blen for ^try and you'd just like to make absolutely 
positive it doesn't. I really think there's probably going to be a lot of 

s1velaTdi5,1rat t atL SUbjeCt 1 la * anything*** 

Front row right here. 

™ HAVERS.. .OTF COAST SCIENCE FICTION SOCIETY. . .There was sane discussion 

^^.^ area ; Doesn't that being rather noticable, being 
ejected as described, isn't that a little strange. 

ijm . ^'-I* 0 '* th , ink *>• For °ne thing, Jack was describing where 
JL^T if"***** the particular attitude we were flying at at 

JS-JI?" f* m a ? aU SUre that ifc ^ ^ng from the nose. He was 

2 lJ?t- 1 ?*£L cat °^ r , tne nose the direction the particles were 
^\ *■ * ?£ f act' I think one time I recall him sayin? something 

about a wing tip or it was coming up over the wing tip. There were seme 
pe ° E Tu, 2** Contro1 Cen ter speculating and that's all it is that very 
possibly when we went to tail sun, we still had some ice back there that was 
immediately being vaporized off and you were seeing seme of that. All three 
of the previous two crews have reported a considerable amount of particle 
activity around the vehicle. Particularly early on after we get « orbit and 

Is this still early on? 

Oh yes. Definitely. As a matter of fact, when Jack was doing 
sonedescribing of what he was seeing there a couple of passes before he went 
to ted, Crippen was standing behind me and saidthat sounds just lite the 
fXl ^ < -° ne ^ C ^- n ! d **** anything coming off the vehicle or 
thfbSSotel^K <J?* P 3< S °t^ rSe ' *>* nypergolic reaction, one of 
the byproducts is some water. We probably. ..the water boilers probably aren't 
f Wating any water so the water boilers aren't going. But I don't think? 
v -^ e u doe f n t seem to be any concern anywhere about what it is. They are 
probably ice crystals. * 

Any further questions here? 

^ C ? uW ex P lain to us what's happening with your shift's 

lengths. This is a lot earlier than 12 midnight as we were told it was going 

it? He ' s 9°t an ear ly turnaround. He's ooraing back at 6:00 a.m. is 

u» ma ^Jf*' th ^lL S , n0t \^ e least -..When we got off an hour late, what 
? f} d "a* shift everybody's shift schedule one hour in terms of Central 
Daylight Time. I went on a little early today, so Toimy Holloway, the guy who 
was on before me could get out a little earlier and Harold Drawn relieved me a 
little earlier and I apologize for getting here too quick. But there wasn't a 
lot going on and this is a shift where my group cones back into Control 

SE^ - . 90 ^ t ° rT 5 e H eVe ^ team who just relieved us so you know, we 

did it a little early. That's all. 

Are the shifts going to be (garble) 

N° they will be very... once we get going in this, first couple 
of days we have a kind of a whiff erdil that wi cfcwhere a team has to leave 
the Control Center then cane directly back in and the reason for that is so we 
always have a group of guys who are familiar with the entry available when we 
* ™f opportunities and once we get into the sequence which happens 

the briefings will be at the same time. Until then, you'll have to put up 
with a strange... for example, tomorrow and Wednesday I have 12 hour coconsole 
days. So the briefings are not uniform at the same time. 

(garble) whifferdil 

You want to explain that? 

. - - . ^ ° f sleep. No it just means we aren't running a regular 
standard swing shift where one guy gets off and what I means is we get off and 
have to cone right back again. That's my definition of a Whifferdil. 

I'm convinced (garble) Anybody else? Erick. 

One last thing. Can you walk us through the exercise of the RMS 


tu In general, I could if I wanted to open the flight plan and go 

trough a great amount of detail but basically we're going to power the arTup 
in the morning, we 11 uncradle it, we will roll it outboard to its operating 
position and roll it back inboard to make sure we have all the motors required 

^JhL^ IE" ^fl?*' ^'f 6 901119 to pick ifc "P' of course, without 
i n ything on it. All the arm work tomorrow is what we call unloaded, no 
-Y y ^? onboard, very similar to what you saw in STS-2. The arm will be 
placed in certain positions and tested by moving it and then putting the 
brakes on while it's moving, and watching it stop, and making sure we gather 


00 the , dampening characteristics of the arm. One test tomorrow, 
which is very similar to one we are going to do on Wednesday, with something 
SSii^/SiS t T*^^ have lt ^ ked at a Position and fire the big ICS 
jets to deliberately induce a vibration in the arm. We will grapple the IECM 
tomorrow, what that means is we'll put the arm on it and put the end effector 
on the grapple fixture and close the snares down, but then we'll just let the 
end effector loose. We're not going to pick anything up till Wednesday. We 
are going to check out backup mode to make sure we've got a full set of 
redunda.>cy capabilities in the arm. That's a pretty good overview. The 
entire morning is devoted to armwork. 

we're going to °Sfc ™ M ™ * ^ ^ 

schedule here *&»L)™ *** ~ W 1 — f "* « 

™^ ta T orrcw du 5 in ^ tey? I can't answer that. PAD TV 

requirements of course and TV requirements that we're doing for our own use 
are all preplanned and... I can tell you the general reason why. Whenever we 

, th %™ "2 s to transroit televisicTto the gr^'we caXuS !£em 
^FJSFifS! ^ters and (garble) Oh yes, very definitely and 

u M. 1 *** H? its the amount of television we can provide and that whole plan 
i J^^n^LJ 2 3 S*?* of fact ' are using the reoo?derf P 
•hS^*!}? £ U1 3 ^ 5 ust sta * in 9 ***** of the game the 

entire flight gathering data and that's exactly correct, it's a trade of* 
between the digital data and the TV. 

very much. 

I think there will be plenty of TV over 7 days. Okay, thank you 


Ess? ^i^^VF-^ as - s 

Orbit^ p rJSll*. S-I?" Hosier, Deputy Manager of the Space Shuttle 
hl»Z 11 Pr ° jec * °"ice here at the Johnson Space Center and we 
have passed out a statement to you. Tom, I quess vou w-rJ 

;"s°: B i?i;«::t"SJ ln9 iu and lf you,a iik * tl 

wicn a statement then we'll answer questions. 

TOM MOSIER Okay. Let me state first of all we have two 
regions on the vehicle where we have observed tiles mtssina 
^ ?hi n caMn f0r r?f d .. fUSela ?? re9lon of the orblJir jS 3 r S?ward 

Alio* I'll tilk ?hr 0 S«h a ?r? Ximat6ly , 25 tlles miss ^ ^ that 
oth.r .„L i k through that area and then I'll go to the 

STS-l %li °?; na J e ?K" t ^ eS ^ a f ed on Predictions from STS-J and 
oio i win range from, I'm talking about the tile sur£a<-» 

d^grles'^o'aboS^S!:^, 18 the maXi ' Um ' wil1 ' JbSut 400 

tm^ ?» iL abou * 00 de 9 rees "here we see these tiles missing. 

Jhij are Jm* Sfl? 0 £H fli9ht because these "lea are I , 
SSk in SI \<L ?LrJ h t V are a ?P ro ^™ately 4/10 of an inch 9 
the MnLh V temperature region and up to about 6/10 inch in 

protection plus those temperatures we So not anticipate anv 

X™.? 9 }? 1 » nltion ' aft « ignition and up to approximately full 
thrust. It appears too right now. But, before SRB ionition 5. 

fr'S. 0 ^* Hh " ? PpearS to "« s °"" e tiles „Wch ale be ng Jos? 
surf 3 ?! 1 5 he tem P er atures that I've given you today are 

:;!-s%ys,s™ ;::»;;;,- - slr-i,,-;;., 

PAO okay, we'll start with questions here at JSC then 

hill 1 9 ^ t0 the Ca ? e ; J We ' U start with Jules Bergman over 
here. Give your affiliation if I don't recognize you. 

JULES BERGMAN ABC NEWS Tom, how can you be sure that no safetv 

!ead}nf LnfT ^ 'S?" ?" n ° black tiles rilling frSm th \ * 

Ihw wu dol'2 h«?Eh the T D 98 Which d ° take the raa * imum hea? 
wnen you don t have the wrist camera to examine them with. 

TOM MOSIER Okay, that's a good question. There's a little bit 
ntlJt T ab ° Ut thi t ln the sam « film tha * £ ob'.'vad during 

ih"h we lost^he^n^H 11 ^ 6 " 1 ^ ^ the Vehicle ^tin| tSe t?L 
wnicn we lost these on the top of the body flap and the base 
region. Wexe clean there. All the tiles a£e in shape. " 

region of the body flap on the under side^rTaU f^e ^As'^ 

the JiZJ'Si't 8 ^iS" 8 Wlth the ma which inspei?ed t^'top of 
fSct i! 9 !h! ^ W ° U f^ 9i r e «• »"othe" indication that we are in 
tact in the more critical regions okay. Those two Di*ees of 

emphasis on those tiles which are more crUicH These 5 !» 

Se hiv^-uS» ee S. B {f 8ln9 t0day a ^ e the lesser 'crnfcallues. 
!L I, tiles ' we P roof loaded them, we densified 

attaeh^i 8 ^ incr f ase s the strength of those tiles and it's 

SSSff - - a SiW-isy a. 

TOM MOSIER That's correct. 

«n I on C ?^ AULT Aviation w eek Tom, do you have any concern at 
doinTa J! S2 8 ;.S aP ? aV€ ^ U 9iven any consideJ.SiSS to maybe 
%i n U sldfor^he^noL 1 ^ 5 ^??!:^^ 4 ! ^ ^ t0 ^ - 

JThSS'Kffc for ra ^\ 0bVi0 ^ Sly r' re lookin S at what ali^n*ble> 
heati™ thlrJZ 2Ti f° w ° Ck , With ,' , An y fchin 9 to minimize the 
neating there we will do and still keep the mission safe. 

lookina at a m'^l^A^' D ° eS that mean * ou are seriously 
j.ooKing at a maybe a 45 degree entry and maybe also serio U «?i» 
looking at having them not do the Ais anS AS?s on the way down 

~Zl*lt ? y ay . ifc ' an ything we can do to add marqin. we will 
certainly consider. Now what else that does has"! £e considered 


brought soL ?ho££rap£s 'of Sit* 2 ha^Io^Mw^? 9 a " d 1 

MO T4S/uot£«r °™ S " "° lhln9 ° ther thi,n •*»» t»i"«bi« 
ALLEN I'm still unclear what caused all this. 

i« n i ?J?h« S h lno "" l "9 in dy„,»u\ r „^r" on Its"'™ 

than Jou^ad o"n ?oJ ~v%™m ** renuous reentry on STS-3 

^e M ° S No R i^ug eV6n STS - 3 entr y as P la ^ed we feel we're 

on liftoff. external, this ice may have damaged the tiles 

we, from the film that we reviewed, we could not see *™ mi*o 
striking the vehicle, but that is certainly a possibilitv 

VICK RATNER ABC You haven't indicated why you are so 

° r^?^-* ■^Ssfe- 

"o™3 end arTall S.S2?5<S iff b ° tt0m °? the vehicle and "he 

thinlf^irat S'.?f e L let ? e Step ^ ou though the layer of the 
nonuniform 'stiffness if you will, and the a 

U JULES BERGMAN To*, you have indicated the possible causes of 


this phenomena. It sounds like there might be two ire ud 
forward maybe and vibration back by the body flap area? P 

TOM MOSIER That's that could very well b«» hnt-h 
?« b ?n bl Le Tl ^? n "^o^he^cU^n^rhaps' 

"estlons then 0 *.^. 9 ^ hire? " th * ^ *» 
DICK LEWIS Chicago Sun Times You indicated that there were 25 
^ocked r o ?J eCe t,° f "J 68 fr0m thS n0S6 ' the whUe tills t^J wIre 
unttr bod"' °° y ° U haVG 3 nUmber ° n the black "1" on Si 

TOM MOSIER There is approximately 12 from what we've observed 
cnan that, but that's an approximation. 

«. I k ;° n,t t ? lnlt so ' " e ald the •»«• inspection after 
And I believe and I'm not positive I believe thah ►horoT- 

t f s":s i^^Ms.^*- black iine ?hat •» 

Sl"nS"S S «.r.SS ~" " UeStl °"' «• temperatures you're 

TOM MOSIER Yes, degrees farenneit on the temperatures. 
Ai^ref^ 1 ^ °" s ™:\ lt «• reported that you asked the 

IcuS?"es so i'cJOil Personally familiar with either of those 

otK? SoSsrstS: aria .^r have any 

PA0 No additional questions at KSC 

PA0 Okay back here at JSC. 

conference oivioSIly ?he?e I= 9 »l^," e h>Ve this 3ame 
incorporated on^h.^.«".„' 1 £:. prl,, " y Cha " 9e that we a " 


SKf thrSi^h/Si-f t0 aSk f f the that we saw 

does that havl a^h nVEo SS Juh'tS ? }? tUte8 f° r the P ast hou ' 

do you have any idea. 6 tUeS or is that liquid or 

heard that reported anY? r^a^^^an^rcole^^oS^Jat 6 ? ^ 
beefing when we* ' h 1 ave ha ^e%^tfTc a h n a a n t g e°? ° f that °" the * Venin * 

aU E ?he A cir E cuif brSf, ° OUld y ° U ex P lain the effect of 

asironwts! Camera P robl<M on the schedule of She 

TOM MOSIER I really cannot. Vn sorry. 

that enve;o^ a , n n n a e,J ih. A ?e.«n"wrpu? It? ff"V S wlthln 
til., we have to r. m0 v. for initiation Z%lr°U£l 

don't envision the tiles th«n-ii 5 1*? ^ditional margin. So I 
the turn around. themself adding any significant time to 

to squeeze up into it to rcaiiv 1 \ ? tnink the y have 

TOM HOSIER no th. first report was from the crew. 

significant time to the turnaround. 
Carlos Myers 

up into to rea v X o5k out °^ tight p }?? e h *ve to squeeze 

TOM No , the firgt repocfc was from fche 

launch pad. N °' talking about the film from the 

PAUL REESE AP And you have no other sources of ground film? 
T0M That's correct. 

that, the tiles that hiv! 1™! i!5 ^\ thi ?' and to substantiate 
^ 4LCl one more time. 

25 white tiles°were pUces'of me^ss?™'^ The Sa * 8 
black tiles. Are we thlr-f^A L * ing ;, Now y° u ' v e said 12 
is the correct n!«bli? 0 "' t0 lnfer 37 ° r nearl * 40 or w hat 

oTthe aft end? 5 WhUe tUeS °° the forward end ' 12 black tiles 


So nearly 37 so it's 37. 
T0M 37 total tiles. 


y 37 total. 

TOM yes. 

Question right here. 
Name please. 

were not densified were £roc? L»*1a 1 J/ tr *?! ,d -v The ones whlch 

A follow up, okay. 
?M!!le m has ^reappeared S'SSl^^nS KJ.3" 
™fs what thi? liTfiiSE; 1 ?"/"' " 1 » ht d "» O"" 3 ««« all 

pro b le m is ■nd.rEiEJI.Hj 3$ hu't.S K^." thls 
Okay, Peter Adams in the back. 

JnX^cTarea^nd^ 2? ?° Kat^s^ f^ 1 """' til. loss 
the RCS, is there any concern fo? \h« L P ° Se a ? y P roble ™ to 
system if there is ?ile Sarnie ?Jere1 * reaCti ° n C ° ntro1 

ISt you- We seen.^Tney'weJe and^ 1 '.^ 96 ln the RCS «" i> 
itself. y were and th ere's no concern for the RCS 

ABC, here. 

work to take a look at the tiles under the belly underneath? 

2°**! a«n.i. i.m!!? mber lf 1 don,fc know that we can ^ that. Number 
2, I don't think you can reach around and see can see a small 

JAMES WALKER Under the nose? 

This gentleman here. 

JnoL^?™f R R0ITERS Conner Iron, Roiters. Bav. voi 

in« U In t .?.a;. SPi0e Wal " * ° ne of the »tron.«ta to'e'aJSne the 

2! more que.tM",? " 0t TOnsl "«« i - •»« time for a 

S5k here. We h ' Ve S ° me P ictures here, Okay, here's a question 
SAM ALLIS' TIME . t . . . 

SAM ALLISON And that is under the main body of the Orblter. 

Orblter itself. Do we have a model, I'll point that out? 

Yea. We had one here earlier. 
T0M Our model is missing. 

£M 2 ffiS^^W- 3E.-S JoX 

T 0 M Just one copy. 

Can you use that? 

I need a picture pointing out the missing tiles, 
these here, T^iT^^U* ™' ^ IU1 h ° ld 

S \H' ?! h \2? ° neS again wlth the RCS thrusters. The 
You want to show thera. 

it u P here wit!!' 1 ' f ° r ^ micro P hone ' he ". Let's, we'll wind 

Pictures at oS*^!? 0 ^ th 2 J^h speed cameras and launch 

TOM _ . , S"CiLL'i . 

.*t„„o« so wf h.^V^otten a„ y suflT^ £?< 

shift bri.fln.'SSJSiS £? T-?0 "fifii^J'S J 0h " , <" ° f 



things we are going to redo for tomorrow, and the following 
£di£ieit£S- £SV con, P} ete Pictur. of all the flight plan 
m I\? Ut J i Can 9ive you a thuob nai * sketch to five you 

an idea of what* a going to be going on tomorrow. Before 21 
that, let me talk a little about today. As Jo^re aware L La 
some problems this morning with video equips of El SirS 
vSic"' "e li^JTZ^ ? nd ^^^^o^cS^LonSoird^tSe' 

effector grapple test was not done. It was theonlv RMS dto thi- 
jnorrung that we did not get accomplished? nt onft ™her^hiSc 
SdiTJhtt we' Std t A^ n a^ U ^ hlS tU " . th " y°™v 8 °Se 1 L°h t e«in t g in9 ' 

of £h<™2 J M * And . the reas °n for that is, really a couole 
that if we Lit wi L«f C J windows - A «<3 we had pref light decided 

any event, so we had decided this morning thaf we were iSc 'going 


to deploy th« IECM on STS-3, now he files again on 4 so recall It 

nueh as the PDP we deairiS*^ WSi 2 ht ' h f ml * hB «*»"« twice as 
► »~Jr deslr « d 'he extra weight for the loaded arm 

test tomorrow morning. So about lunch time, that's where we 
XI inS* w « e , "«"n9 on a flight plan for tomorrow that involved 
SS S» ?n 1 ?hi^f t ?«n^„ Pie 1 ki 5'.K th * IECM Up in <=hrm«"ng n «d Ved 

camera on the end of the remote arm, also malfunctioned Aaa in 
it appears to be a short, the camera is inoperative we'trild to 
regain it and couldn't. That camera is the P p"me device thtt the 

do that. And so about the middle of the afternoon w* «?ir?L 

Sr 1 Hflri^ n ?S h# Sn2 li S ht d « viation fo?%Smorr r Se°to W no? t S^y d to 

f^J? ^ he PDP ' but to **«Y some of our procedures to qo 
2!ui aS'iSK •"•otor camera. Now you^elrd" weU 9 

th."s 9 Jhe«^ ^. 1 fSf r ' ,lT et met go on with the execution, so 

ass? a s 1? £r a? -?„ a^s" 

alienee xn tne afternoon. And as the day wore on. we had * 
so we made lunch and went on about our business this afternoon 

Shi5h d li°: 1 25S II 325S d 2i2 d 5 h# ° f ° Ur P-noad th bly% f oor n ?ySies 

S? 2 standard procedure that were using to gather test data 

?SerSal?S 0r ,nH l0Sin9 ca P abUit * we havestrelscd £he system 

nours by this time. Tonight and, I'm sure if vou've been 

if ttf."!DSJl"J 1 5 /9r0 V5 a ' y °. U V6 th» «min|, b "d goings 

or tnis episode so I won't go through it in areat detail hut- #.21! 

?£rJ!r!! t / hrOU9h ? he d °° r ° losing PtocidiJe? we cou?d not get 
SSiSSff ? oor K c o"Pletely closed, we got the door closed. We 
SSi? iS.i a J Ch lt ' . The aft bulkh *« d latches and we can talk 
2& tht follow?™* if ?° u want to ask question? owe 

awhile what SI Sid Z^JZ** basicall y •«« talking about it 
awnixe wnat we had planned on premission if thl« u*« f-o 


?J t S?5 te ? t0 clo ? e the door a * ain and «a you just heard, indeed 
normal Cl ?S! s *£ s f**orily and all the indications Im baSk 
whicS i. Xl K^i° le 18 2 OW ln P* 88 ^* thermal control attitude 
«?i«„J J5?. barbeque mode Perpendicular to the sun which is the 

5hl#. ii 9 ? 2 ° nly disc °ntinuity on our whole thermal profile 

2jf«!5 i nCUrre K ! aS the 15 or 20 »inutes the top sun warSing the 
dSn'? Linl HL^S?*! W ! ? ent into th « ba^eque atticUIIn^we 
wh?„£ 5i nk that d i sturb «<3 our thermal test or the recovery 
which, of course the PTC was designed to demonstrate wall 

Srilf? fr ?" th 5 86Vere cold soa * of th « tail? or h.It .Sak of 
the Shift'SS tilt E! k ° f ? he bay -, , Alon * aboui thi. tiJutS m 
to lit lam tafJ ^hSS f^f*^ 6 medical conference and I'm going 
to let Sam talk about that but the crew is tired and neither one 

bLk "f*£ ?h t e il Jlfl^ lln ? "f 1 Chipper and w « havl deS!deS to 0 "* 
Dack off on the flight plan tomorrow. We probably won't Dick th- 

t^r w a J f t^r?hat?rk^o? i^ b ^^ 

awful busy but a very successful day. (£rtli) SS^JoTwant 

°«w P ?Su . VM ^« 8t i riefly ' du ' ing our conversation with the 
slier) lilt n^h? 9 ™^ reported to us that they had had little 
sieep last night and the reason was that they were awak«n»ri 
several times by apparently noise in the headset clrtlinlv it 
??Ies n °PrevLL lan w t0 h Wake them UP and 1 th? " " contrlsTJo'some' 

Jp? UnfSrtSnlteJv fhil Jf5 tty 900d pla ? 9 ° ing ' not to wak « 
™^ unfortunately, this did occur and the crew did not aet * 

cninK it s time to let them rest this evening. As Neil 

we're going to give them an extra hour ol sUep ?n ?he n"n?ng. 

HUTCHINSON or more, we basically told them that we won't call 
King°aa" U SSiuS? " Pr ° bably " *" h ° Ur " rl * 

21.^ are^er^t^er S% S.v.^.at.n fETE., 1 
tMnJ ^ Ula t b ' V" 1 "* o' »«ons for thai "St baticlu?^ 
bihifd £X ™' h " d ^"Pf 1 ?" "u" intake and we'« not much 
be ".ck on ZZIL'"""- WUh * 900d nJ 5 h "= , » rest, I think w^U 


S?5"? wan"lo iS-inS 1 ; !" , pt J OC to u » *o«ii» that", "aally 
K SS'SfJi f? ° U ii lne ° f the ^ an onboard! Si detaU^roSedura. 

9 S."nt« « Jon." 1 " 9 ln the »« nl '>9- in fact, I can just about 
KSIXd tnVSa'&nnS E^iftStH. WhS'S ?ilf 

WILFORD But some time tomorrow. 

WILFORD we want to sleep in too. 


l£" le ?.£ Sl2S ;^ Ce ,° f - tha J- 1 have talked fc o both, in 
SS'iw thtt SEt SJ^i?' S n9le ' and Cri PP en and three of 
fi?«h?! y »; !L at kind of P h «no««non existed during their entire 

vicinity of the back of the bus when we were up there too-. 
BERGMAN is that general stuff ice? 


"? »?h.r ttan"?^! J2f? •«"«•»* ""t than the ".„&.■« 

"ch^.y. *" d f0t Dr - PO ° l - *> u «» <="» aito't eat very 

DR. POOL That was the report. 

BERGMAN is jack Lousna still nauseous? 

«ijrii.^^»a , i^^s««s^!' with th " 

medication tha^'e^na^ne^alrfn'e 'wh^ f r, * h * 1 «°* 1 « 
MORTON DEAN . . . CBS ... I 

P00L 1 think tomorrow will be a better day. 

SS.fSli'SSaitiS: th4t hav * anythin9 to *> wlth hi « 


tired toda? a L f SL a :J Ullert ! n i 8 edition, I think he's 
tte y »ti£ si^ness? h " n0t reP ° rted t0 us an * P robl *» a »ith 

PAO This gentleman up here in the front row. 

SE€«»Zi-£i™ = .... 
&S™F r- »- ™ ss stars s;. 5 : 

'TOVAOLT Did Jack vomit? 


done with th. pd? «^i2 tattJ^Jl*' th< l0ad6,J mS tMt 

M?.r„oo„ & ssrsriiiSoJ! intend to pick UP th « "» *» 
SS"^ -Ts^riisL.".^-:?,;--'' 901,19 to 

crew feels when they wake ud in J,? i 111 de P end on how the 
tomorrow is that we^reaUy Ltd to a!? ?iU 9# Th ? n,eSSage for 
straight and narrow here and aft ?hf™^ the c f ew , back on th « 
reasonably well, and a toSll! S..2I? J n0t tired ' eatin * 
system because ju!t d2"^fS^iSS:M Pairt °£ tha airb °"e 
not. we will not run the 2n| fir f "f ucti ^,work when they're 
PDP for loaded arm. for 8cience P*ior to running the 

COVAOLT i understand. 

all we have time fo£, that's L ? ded arra fir3t and if that's 
haven't decided yet whether we'll na^hf^* 1 alght add that «* 
grappled to him for 2 or 3 days d?2in5f?« away : W !, may juat sta y 
grapple test is withou? the earner We ?h?^ h ?r. diff | CUlt the 
fairly easy, and if it is? I sSso^t Jl%< ln tV* going to be 
we normally would at night. uJSSSS?. Ili 1 *^ h ± m away * ust like 
then pick him up agaiS the nex't d?v rf*<t" Ck the ana awa *' and 
couple of options. ProbaW? ?he oXe thLH i not '™ hav * a 
now is to sleep with the arm attaXI* It in raost favor ri 9 h t 
payload birthed and latched? attached to th « Payload but the 

camera? ° kay ' Have * ou giv «» "P on the DACs and the wrist 

SMS! are^ gr^du^ wUt 

DACs, the DACs IS? of lltrll V ™ Say ? iven u * on the 

on and off is the ex?en? o? ?he E?2£hiZ2! *£ Cle a clrcult b " a *« 
there. I think it's fair f° ? lesnooting capability 

much with tha DACs. Th^re Le L^L? 6 P f° bably won ' fc d ^"9 
possibility of trying tS Set Jhf« ;.^ lkS * alkln 9 a hout the 
breaker cycling SlthouSh I do5bt it*s^SoiJf ^ raorrow circuit 
really think we probably lost them! 99 d ° nUCh qood ' 1 

PA0 Carlos Byars Houston Cronicle 


?h" S fly 7 *" ° n 4 di »««nt subject, what has become of 
222252? S ' a SU " ha ^one EVA. He's in there 

BYARS Has he been seen around the cabin? 

BYARS Gordon didn't smoosh him? 

PA0 Ha l Selstad, Baltimore Sun 

toward the sun EoLway S^fSr^t"^"^'?;^^^ 


^WiSw^r o» h %ra?-a t . t h e 

you have eve? „.„ It, "IV th, Sea? U.fZ "* Cal1 *° nkt * £ " " 

these things when it i!I dSin Sid K.f nd " you .* v " »«" one 0( 
when th. «2al. «. L??eotir D llLli ^fS^"i n ? th * M>u ' 
have the capability to sho™ Eh. ?? 2?" drlv * motor » 

9.n 9 together, th^'cjSS.Fg S^^^/ft?^ 


the. until we tSe oaj Sut « t Sl£k"2 h 2T -e did 9 " 

about a half P hou? la^r thJ? o^rSSd JL'SLJ'"^ "Sf" 9 and 
absolutely normal. operated the door. Everything was 

PA0 Right here in the second row. 

made them and whit do we kSoS «bo2t JSif ""V!!!' "J?" 9 ' who 

h " - ^ ^ srShfss.s:^ 52 ss.^sssn 0 " 

before we took \ff r S ?5 we woul(J na »« ootreoted then 
me bac^up'TkSow-a few tMnVablrtiT* * " eW S ° lld ' wel1 let 
are basically camerM we, slmlli.r £ til Camera ' The «■•«« 

-Tata^^r 8 ,""^ 1 ? " l S5 » a1 ^ 

SKJ!" S.°do t |; av : r .om. , n ^.ra, wh h !ch Ve ,?e la „ teS he^cJ r " te9t 
LAWSKI And on the DACs and the IECM. 

^£5S"not o P er. n u t n g ha .'„*d r :: 1 iL a n L. kn ri Sd9a °£ tha DAC « « nd 
there too, of course the?"™ ill SoSl , A£*T ,ir » tu S e P»"«»«n« 
.11 o.ttin, very, verbid" "S.^tSS ^^.^ 


have t^JfiSUtSZ S the^ t .5"«" a S5 t w I 0 „ out 8 i nc ? - *»'* 
to birth then a. opposed to the Id? ?f u 'J?-""" W syst,m 
the cockpit. »"»«<» to tne PDP. You can't see the ICEM from 

S«r^ g about 'he miS~aS K J"" 'S*"' TOat ° £ «>« *W 

grounVso hwe you "nl ihe^uy "S tw!"Y t0m the alr t0 

the tiles now, So you^ee? ?!« ^V^ZX,;* 1 ""* ab ° Ut 

Se". S5 ^"cu?!^ ^» ~^»-«"i?" y ou a ?olJ,r? d th h {„ lt 

SH'4s ^^rf^'^A^ 

™°ahead Jules? 6 '' 8 9 ° t0 the " COnd one on th « row there. 


In the back row there. 


Save thT;JS3^ I't tU i Tsy"Z\TJ°sr t "1°% ™ ^ 
to birth then as opposed to the ?dI I J?-"'" 3 JJ e W s * sten 

the cockpit. »""« to the PDP. v ou can't see the ICEM {com 

SSKg about^he 1 MlS""^ S» h " •!•»' — * <* day 

ground, so have you anTfhe Suvf SS S.?!" d , frc " the * lc to 

the tiles now, L yT£l JSS^^^f 1 ""* ">°" 

one iota. And most of Sj iecilS ?S ^ thou 9 ht 4bout the tiles 
and I don't think the crew ha^elt^,. V? 0 '" ? ver th *"> ^en't 
working on this execute "ay ?ro£ tZll 1 ta^JPi "° ^ Sy 
about the tiles and I havet.i tin 21 JL 2 * nd hlve b « en told 

going to see, all the beJt ™fi?2- kl 2 d u ° f tem P e «tures they are 

ground and ^ce^ 1 ^a^ y 1o^rd1s^ g ^ r :e un 2^^ h er ? ha 1^ nk we,re on Lud 

£°ahead Jul..*''' 9 ° t0 the 8econd one on th * °«k row there. 

K? subject w.r%n. d : n you"; d r. th dMc U u b .i?S a 0 ; h . th : l0 °5 » nd i 
grappling the pdp toJorrS"* r» p"« Y 2£.? toc,dur " «°r 

HUTCHINSON Oh yea. Thar* w*« 

whether, one of thl ihingJ ve "re ^fftna^Z ? alk £ ng u about 
were going to do the «el.W.%i!!;!! talkin 9 about ia whether we 

the arm ouva want «X J« Zu I? go do the science first and 

diacu«i2ny Jl itA wI?kiSa 'Si fJZ !i r,t ; J? w " that ki "<5 of 
>g«ther for ?o^"rSS! 9 " h °" t0 get thU fli * ht Pl«n -trung 

PA0 In the back row there. 

WAYNE DOLCHFINO...KTRH...We were fcolH « 

were lost. There were reoorta «n Sic f f J no critlc al heat tiles 
plans to do that? aaa that been or is there any 

teams in the Control c« tec. addr « sed "y the online 

PA0 <*> ahead. Hack Kramer. 

2£5.. oid.T&iS'tiE^'S f 2 4'"? bit « b ° ut «» 
SriSSS 4nd " d 1 « - " - 2 ^^i^he^. 1 ^ «s- 

really probably only the iSt ? ™ ^"* think that of those 4, 

some distortion In the %2i52 f!2i 5 V £ h J?i e and we ' ve had 
in the front, the 1307 in IZt \l i rae * nd two bulkheads, the 582 
to one anoJUer? Now tht do^rs afe'J™^ V Utl ! bit "^tive 
take the shape of that twist SnV 1 "?" and the * literally 

anchoring th^door in the fr^ni- ^ ?u at J**J* doin 9 we're 

forward «d artbulkhead™ Jhi\£?JV Ute 5 M •"•«**•«>. Thl 
or latohe. that we^d'a So^'Sft'h'SS.'Si.'JJtV'iS.S? ™ 

55Kh. door v.," M'S"^ 25' / »'"• "« 0o« that mean 
where it . h o UU h.^rSJen^'wasV 2 l§ t t h r 0 ?'.: n ( in S h b * yona 
inches, oc ch.c.ct.cis. ii .oneway i? y " o«. lnCh " * 

•by loiiy, *s rSoEPxfj.'fST.'is^'s „. n s I wh think to <iult * tn «- 

-mount up at the inbo«d siSe of tS« SalJ'J"^; 2* ry ,Ml1 

have some piotuc... They to^LS^ Sf lt\%°l u *£l\ t .. 


?hf n f i f°*?? t dUmped onto ™ R and P c °bably get a look at it before 
tne riignt's over. 

fS^ R |. rt 2 n V inal < J ues ? ion remaining for that. If you were 

about to come back and you closed the doors and you got, say, 28 

ij£?5 # !H 1 ! t0h#d ' and yOU had ' say those 4 not completely latched, 
would that represent a safety hazard. ' 

*n* 'h W6 haV ? i°° ked fairly «««*«"y «t the latch 
we conlA MlStlJ SflS' f ight n ° W ' a circuraa tance where we believe 
£L ?E ! nt ?f without any one set of the bulkhead latches. 
in tMnW 0 ??^ 1 ^ 8 ' We J, ike fc ? !? ave a11 the interlines made. 
IV i f K W f ha f a P roblem wi th tho center lines, we'd have a 

«2 *.u ,,, We ' U take one hete in the 4th row. Right up here 
and then we'll go to KSC for questions. P 

to^Jomf £F*£? r ?J° ble ? J hat Columbia "as, doesn't stand up well 
f ItZlm Llrt a J * hernal tolerances. Are you finding that some 

one SSSJeStS? *" 9 eir to11 a little raorc than 

^!IS^f2 N „ N °' I ';^ 11 L obvl ^aly/ it's more than we 
suspected, or we wouldn't have subjected the vehicle to a teat 

Zi^i?£ o ^v!!^ yi ^ bay 

?}" g f fc for and 1 think we've gathered some very good 
«^! t i° n 5 e " about the doors Perform and how the seals 
ESJf?S!?JI?Ji raC09 5 i8 ! that going ,to turn right around 

J«f«i L ! f y ' not " bad " this laat attitude, but it is 
tun 9 wi?rr a M„r^ in S C S ld u agal 5 and durln 9 tha " hour nosi 

yj^-f^ 9 il 9 t t0 Check 5 ho8e door8 s «v«ral times and with the 
SlJJJUftS'' r° try . a ? d un< S«rstand how the structure is 
slr^wS 9 ' rt i- WOU } dn Ju 8 f y lt ' s '" 1 think we were a little 
surprised... one thing that you should be very aware of though, 

f!flJFLi?.!Z T ay : Mh *Pl ° r fo f m thermally, it was. . .everyone 
iJtJiL^ii!!*! f? at w had a " al Problem. One good piece off 

quickly, if it had been the structure, in other words, we had 
actually twisted those 2 bulkheads relative to one another, it 
would have taken us a long time, quite a bit of PTC to alt 
ourselves in a position where that door would close properly. So 

w.f?S'i:S!i52 ll # an !Y a f f° £° ur <5 u ««tion is I don't think 

jJ.^mSft^Jt^ bahaVin9 ' - i8b8 naving. We're 


?Sl n f i ?°w?? t dumped onto and probably get a look at it before 
cne night's over. 

fSif?5 R fcA 2 ne u final < 5 uestion remaining for that. If you were 

iJ^fS e ; K latched ' and you had, say those 4 not completely latched, 
would that represent a safety hazard. ' 

HUTCHINSON No, we have looked fairly carefully at the latch 
H 22SiS n rI!S#.r tlV f ight now ' a circumstance where we believe 
£L SSi ! nt ?J wit hout any one set of the bulkhead latches. 
?S -£?;„ C ?J terl i n ? S ' we J lke to have a11 the centerlines made. 
In think if we had a problem with the centerlines, we'd have a 
SJ-i VS 9 "' whether we needed to go outside and put the 

spare latches that we carry on the centerlines; but the bulkhead 

i2t°S? B i 3 £. pc#t F r , 9 ?VS cleared to reent « without a "t? 1 

set of 4 of them not latched. 

ItS 11 taka one hete in the 4th *ow. Right up here 

and then we'll go to KSC for questions. P 

PETER ADAMS... GANNET... Are you finding that looking at the 
payload bay door problem that Columbia has, doesn't stand up well 

? ;S:.°Jhi5:i? t h *l M tole ![ anc « s - you finding that loll 

oLsllUlltl? 9 their to11 a little raore than 

S!!ISiS S 2 N N °' X -;i w ? 11 ' obviously, it's more than we 
suspected, or we wouldn't have subjected the vehicle to a test 
ZJll 2i2 U }f B i t cl °" the payload bay doors, but that'S wSli 
71^ ?i ing i fc for and 1 think we've gathered some very good 
information here about the doors perform and how the seals 

dand "cognize that we're going to turn right around 

SSXiSTfcE HiS 9 an 2 St f Ct fc t iS Whole thin * a11 over a * ain ' <=old 
soaking the bay, and not as bad as this last attitude, but it is 

Iui n9 wi?,I tar ? ge " in ? cold again and during the 80 hour nose 

7llf!i. 9 i n V° Ch 2 ck i hoae doors several times and with the 
same intent, to try and understand how the structure is 

s^fliS 9 ' JL w ?K} dn V ay ifc ' v 1 thlnk wa ware a uttl « 

surprised... one thing that you should be very aware of though. 

dJ!«!S°?- t 5*. d0 ° ,f didn,t Unlatch waB not that tha 'trSS'had 
deformed in any way, shape, or form thermally, it was. . .everyone 

evidence that tells you that is that we got out of it very 
quickly, if it had been the structure, in other words, we had 

!SSiS 1 hJJ W i:S #d th0- *, 2 bulkhaada MM* to one anoth«, it 
would have taken us a long time, quite a bit of PTC to get 
ourselves in a position where that door would close properly, so 

^^iLi*"??* """thing about the seals and I don't 
v ink... the bottom line answer to your question is I don't think 

qSSstions. ° kay ' We ' n 9 ° t0 Kenn * d y Space Center for 

Thi8 is Kennedy Space Centert ^ ^ coup ^ ^ 

scopolamine dextro L^t^e ?a£e£ or ^iSiST'' t00k the 
prophylactic and what the dosage Sal? ln ee<3 U was 

dSaflrin* < «, = YeS * T hey took scopolomine dexadrine The 

which is something like 20 2iL*£« fi^ t k f h0r ? ly , aft * t 0MS 1 bu "> 
had th. option? bl.ed on ?h*i? l£n J?!?," 6 Jf" 10 ?-, The r *•»•" 
to take additional median! ^£ «oo^I„| b ?!lL the f r J * yn ? to,, " ! ' 
more often than about 4 hour? I th7nT^ Sh! SL n ?V° that any 
^taking it about 3 time, and I'thlnk^out^h. 4 'itL^l 

VLTIm today, oc just t £ a Ss£' h C "™ en t °° k " 3 the 

BL0ME Bot h crewmen prophylatically? 

P00L That's correct. 

BLDME Both crewmen 3 times yesterday and 3 times today? 

P00L I believe that's correct. 

* t.k. it i^Vi^^r** ns^-s. 0 ^* who «- 

*• 1 r * c,U * • c "»rlo °n Skylab, it went something 



interim he had sS»rd?HiSSi^? 0ted " a9ain and in the 

222. U.rble,." 0 fUrthSr ««" KSC. s'm sorry. One 

Mark Blum* 

MWrtoo a. ii.S^BdJS.tSS'ttJt'Sr:'"*? t ?" t on *•*""«* 
patch was not as .H.o?l« n .. t ." p ,S: x ,COp0lonlna t "" rt «™«l 

POOl That's correct. 

EMMS .£$ ^ .T" P la?a " S^." °" 
had plenty of t 5, to.J .»! Me * rl « d *> «•*• »«e Nell 

to -r«i-is. th^t-si as ^sis^sms s^sr* 

PA0 Any more questions? 

Dr'^ty ™ : SSxSSS S^! %te a „ . n 

HUTCHINSON Yeah, that's a good way to put it. Yes. we ha™ 

i^tsiiiss r^ii? to get Sp late - it^sj^ 

i"2ven generate™, at a11 ° f " hat ai ^ ht ^ borrow 

HUTCHINSON Well, I think there are some cabin activities that 
very well could take place. I'm sure we'll So ?hf««- f?il .SlS 

l.;I.?f depends really on how well the crew feels! If we 
working well. Could you perhaps amplify on that a little bit? 

ss?;""" on at au - That *•"•»•««« -y -flftj 

BYARS i might be mistaken about the shift now. 

=^..1^; ~ sfart^.^w. 1 ^ «^ »?. 

SiM. ?hi» P K°* lul f U ' and ln *•"» °< "•cutioS "S feS 
wUh'it Lt .«!.*S 1 S* nt , ,,,pp0 " a to *> an,J th « int«f.e. 

PA0 Right back there. 


1 PETER LARSON Orlando Sentinal Star: Two quick Questions, how 

tnis nocturnal radio interference? And secondly, is it tm- th.t- 
Lousma has been talcing pretty much only liq^idatodSy? at 

HUTCHINSON well I'll answer the first one. it's a static in » 
SX'-^ta cat?/ de€P 8leeP ' bUt * hat ««tainl? is™ 

Dk. POOL Ok, both crewmen have reported eatinc todav hut- 

^i t n y iSt C 0 f f^?/ hey , b °^ "PO'ted^hat t£e"v1 & onboard 
quite a lot of fluids and we're pleased with that. 

PAO Kay Ebeling 

^i^v^akefn?^^ P ? bll8hin 9 Newspapers: what kind of 
SSrina ?hJ Jjfi P ?? V? e around h «« «*= Johnson Space Center 

arJ thJS dlina'h*™ 2 X. WtdS 5°V ° any are inv °lved what 

are cney doing here on the ground in support of that. 

^?? IN f^ Wel1 yo ?' re goin * enbarass me Kay, because I 
. . , 1 * 5 ' did °<" ground, ba««line atudi.s but not 

ffiSS^a isu&srjrsrs ijars 

s.™,.a si's sa-*- -""« 


S^ISf?? K NOr , tn *y ^ ^e control center, though, 

Jh? 1 *-,,-,,.-^ ? h *!f '* bMn • t'»»«ndou« amount of work don. on 
?S2 t!; g „" dln9 Up t0 thU " - 11 th.c-11 b. SLT 

JOHN PINER, REUTERS , Last night, in addition to the h*»a B »* 

llil^SX! f£«'»J, CO T e ° £ 'W' tl,e -itu-tlon «. were in 
tikis a Ihilf It ™J ;„" h * n y S?' " rst 9et on ° Ebit *">• vehicle 

SS! It takes ylt i iS!i2 U Jo\"f , ,r heth " th « sun 18 »»ining or 
thfnt ..iff !! " a " nl J? to hom « in °n an answer, r don't 
siil... H a Y* any P robl «"> tonight. The reason i don't is 

Sll? IJ.E f* i" P*" 1 !* th '"" >1 «- ntro1 «d t'reibin^s pretty 
well stabalized now and I think they'll be comfortable. * 

£S£ ,ot y ° U abl * t0 J-t how much sleep 

90011 Only the crew report. 

BULB AN And did they say how much sleep they got? 

*£rble) Vecy little sleep. We didn't take the tine to 

BULB AN You didn't qualify it? 

i POOL No. 

5" . «™ ^z"jjs*s epjs""' ~'" *•*• ~ — ■ 

PAO okay, we'll say goodnight now. ThanK you. 


STS-3 CHANGE OF SHIFT plOj 9:30 am CST DATE 3/24/82 PAGE 1 

T( Good morning and welcome to the Change of Shift 
Sfi^JJS'* " SUr ° y ° U reco 9 ni ' 2e Tommy Holloway who was Flight 

soen? tL ™i? 9 i! S S ent a - d *! freSh OUt ° f the * 0CR aftlr having 
spent the past 14 hours m there and has the privilege of aoina 
back in there at 6:00 this evening again. I'll let Tommy 2t«t 
?ommy 3 SU,mnary ° f MS Shift and then invite quesS. 

TOMMY HOLLOWAY Well first of all th*> Qhifh tu ^ 

shift In* w??h th ? aS ° ent , teara P arti = ipated in was a very normal 
?5 firJS ? nlv i: a . co "Ple of additional what we would consider 

oefore l h t til*? 9 fligh V ^ failures which maybe workel out 
ts vou n?obahL LZ Gt 1 11 get t0 those in ^ust a minute. 
iii£h?iS ? ll WS have restruc ted the flight plan very 

slightly for the next two days to provide a little better 
opportunity for the crew to catch up on their sleep a£d eat inc 
Yesterday as Mr. Hutchinson no doubt briefed you we had a J ^i' em 
hi™ th S , Payl ? ad 5 ay d00rs that ke P fc crew^usy? Sddi'i^aUy 
7 alCeady ? ad a busy plan irking on ascertaining Sat 
we had a good condition with the payload bay doors and as a 
result of that and along with the addition! fw"th" thly were 

cite thp,l n ?h2 Ulte a f W ? U we ' d like for them too, we elected ?S 
giye them the opportunity to sleep a little late this morninn^H 

?a a mna P to'th^"* k#P f S P , la J* laSt night ^tho^J we's 
h!d iSSLif, t 6m °? schedule iast night I'm confident that they 

reallv ao to S!5 « OUr ? nd 3 half ° f WOrk to do beCore they coXld 
2 2 6 SO we ve restructured the plan and are flvina 

«. Soof?r°?K ?%i( 0 " "? y have hea ^ °" the M? to grlund! we 
mI?f,^Mo hat i hat sltuatl °" «'U be remedied and some 

crew "5S Srt r S'2h«"li h :f " e ? u "r tly beln ' wocke<5 on 

crew nas part of them in place already. The second sianifieam- 

lSi! 9 2; r hSSr l I 9 iJ h K ? f , least of interest that ha^happ^ed in'the 
appeared to L I ^'"l * P eriodof time we experienced wh£t 
appeared to be a one or two one and a half pound per hour GN? 

Pressure Tn t$i 2E,J hat V S6d f ° r the ^maintain She c n 
pressure in the orbiter. There is a great deal of mar<Hn u 

?he a " lib? aSd at i aC L r ? qUlte f k ? ="PPo« th'e c a bin f p? a !« e l du 
cne flight and in fact, most of -one GN2 that's onboard th* uti[, y 
orbiter some 200 odd pounds is used is on board fo? the 
possibility that the orbiter develops a leak at 1 L MnA ~e 
course of having flown it for thesVloSe thre! dJSS o nL 

expect to develop a cabin leak at this time Setback to °the oT 2 

eak. It leaked for a while and then it appears to have 
stopped, now, that could be caused by a cSSplS of thinw It 
could be an unusual thermal situation that ' s going on in the 

orbiter that's faking us out and instrumentation is not rially 
/ ^correct and we may not even have a leak. And Mr. Hutchinson is 
struggling with that now and trying to understand it. Or, it may 
indeed be a leak, that remains to be seen, but we still have 
malfunction procedures that we can do to isolate the leak and in 
fact with the present leak if it indeed was leaking and did 
reoccur we would expect to be able to fly the full duration and I 
think that's about it for openers and we'll let you ask any 
questions . 

PAO Okay, let's begin with questions here at Johnson 

Space Center. Please wait for the microphone and identify 
yourself with your name and affiliation. 

CRAIG COVAULT Aviation Week Tommy, would you review your RMS 
for today and your outlook for RMS tomorrow a little more 

TOMMY HOLLOW AY Okay, today we're doing the activities that are 
on flight day 4 and the RMS that involves doing a thermal test 
basically. We are not unberthing any payloads today although 
they originally thete was one unberthing of the PDP as kind of a 
piggy back operation to the thermal testing. The purpose r,£ the 
basic day to day is to determine how the arm will operate and 
react to not having the heaters on. So, we're basically going to 
put the arm out along the longeron operate the heaters for four 
hours then turn the heaters off for a couple of hours and see how 
the temperatures re&ct then orient the arm in a z direction, 
that's straight up relative to the orbiter and operate the 
heaters for four hours to achieve some stability on the thermal 
situation then turn the heaters off for two more hours and see 
what happens and tomorrow with the exception of the IECM 
operation which you've probably already been briefed that we have 
under the camera situations we're in right now, we're no go to 
grapple and unberth the IECM, but we do expect to be able to 
grapple the PDP and do all of the science operations associated 
with the PDP tomorrow. 

MARK KRAMER CBS Regarding the arm. There'll be no grappling 
at all today. Is that correct. 

TOMMY HOLLOWAY That's correct. 

DAVE DOOLING Huntsville Times Just what is it that has gone 
wrong with the cameras. Is it inside the cameras, is it the 
circuit breakers, do you have an idea what it is if it is inside 
the cameras. 

TOMMY HOLLOWAY Well, camera C has a short, electrical short 

that is popping it's circuit breaker somewhere aid I don't think 
. we know where. Probably req-ire some postf light work before we 
V_ inow. (That's the aft starboard side) Yes. Camera C, thanks 

for helping me. And the wrist camera we don't understand. We 

really don't know. 

M«h». k„a And for y° u Marines, aft starboard means rear 
c ; right. And are we going to try to fix the wrist camera ... 


last night. And I've not seen a transcript vet mv f r UM« 
SSa? ?= S fh» o^Hi Spec ^ ically about the *°"«t Problem. Just 

arc .£E : : • 

ass "ssras uS-xs«sr. rs-^-s* ^ 
^"s^isJ-srssw.s.i: a„ n — - 

TOMMY.HOLLOWAY I assume Gordo was down stairs and j„ k was 



waf tu^ned^r.^as SS saL^rf 0 "^ " the "~ th ° "HP 

trouble and you also madi p£a"na "aat nUn"? had the 

same area, you made plana to IrZ ^ nl 9htto ' yes slc >< in 'he 
Interference'sound*?" ^if^ ^j^Stl 0nb0aCd the 
TOMMY HOLLOW AY Well. that'* f-h^.o *,u 

REED COLLINS What's it sound like. 

ap^™^ Ki.?SriS5j e SS 1 ° B t tta 5 1 is «»' it- 

know about it. lnter£erenoe »<><> not and s band. That'a all I 

anToand. "" l What does that — » " . a ohp rather than 

•S Y ln H ~ aircrafr^e'a- S 3 $?' '~ «»t are 

morning when the g^s "Ski So f!»?f tOM J ts conditions, in the 
hours the pilot sl%l T.\ \oSr" SSnWSl»* 1#Pt 6>S 

consequently when wp a«u. 1: do tnat anymore. And 

possibilities of the long term si t^M^nf J he f ll ? ht crew and the 
very important to make sure £hat thlt Z»r dev fi?P in 9 it was 
and also that data was L r ? «f ^ hey " ere getting their sleep 
going on or at leas^u^'tel thl r^Ln^IT ^ hat W « re 
experiments that were aoino nn % £ ion of the "epical 
we're primarily concerned lith iU^"* °V h ? short "^sions 
-orning, whethe'r theTare IblS iT^SuSVSS? ^ neXt 

SSiSTS .bJS^JiS Ju™^" 9 ? b ° U , fc AP011 ° Which 
^you did ask *2^^^^ 

TOMMY HOLLOWAY Well, franklv t ,w *. 

' trank ly I don't remember asking the Apollo 


cancelied" 8 !^ " " 0t d ° U ' we "«""»■? "e upset if Si 

he felt, will It be ud to M. d?f f! ! y was be °ause of the way 
decide whether &£**i?£ ,M l S£ l £»*>* I ' ulle «°" *» 

, TOMMY HOLLOWAY i„ that case it's up to oordo. 

TO«MY c HO L LOWAY No sir, xWe told you all ! Know about th.t 

SJKS. o„ And har^| n w??l t J h e i t t ^f?ec e t1h th ?" ^ IS «»" 
Monday. 111 that eff «ct the descent at all next 

thermal conditio^ a«innf ?S. ^!" tClM ? hi " in ""«™t 
«or, today, -U W, B ^^%^*- i.| u ^;- 

i^t&ilzh* a& idFF : " " p£ --»«""ity 

instruct to -^^ii^'SK^CS^'A- 1 " 

on Qloslng t e dJo ,„d tlilS the,,!""*"* tlme we a " Panning 
kind of situation"! have It Sh A til. me " u «? ents , 3«e what 
before entry and thlt^^ch'e'du^. "^conr^lu^sf! 1 ? d °°" 
MlTStMtlon!" 8 m °" phot °9raphy any nore inspection of the 
TOMMY HOLLOWAY There is not any planned at this time. 

TOMMY HOLLOWAY Okay we'll qet the fir**- „„. 

systems that supplies gn? JiSni S?!v fc one ' There are two 

•tests af K : s ; " ! F s S.ts'^st,!? 

cabin, so if there is I i£!E - es ? u " of oxygen and in the 

the^ottus or SSMy ^.iU-ffl-J Jg.ri'S". 

that was creeping a^osslhe^win^w'^oylirtts,^" 4 FtUlt Fly 

^ . J- e -r^ntr £ fTaWyou? 

TOMMY HOLLOWAY Rephrase your question. 

S E£ P^^S^^S" ~«-Pli'»- i- yur two 

that. Now we did read L I £2! 5 an ? theIr * bout dol n9 
POCC this y" d n aj ^vTnearTit'on ? ener "«?, ' y the 
sounded very enthusiastic ^out^'^Zunrof'^ 

data that they are receiving and so baaed on that internr-taM,™ 
, °n those words I would think that they are Jery excUed^ooS^ 2hi 
' gett^g?" ^ qUaUty and quantit ^ of th2 e X«;;°th2! a he^arS e 

PA0 we dld P° wer ^ the PDP yesterday as scheduled. 


DICK LEWIS Chicago Sun Times ... i believe bv Col Lemsm* 

the (excuse me could you back up we missed part of ihJt? SdwSSS 

possibility that if it does dry out the landing might be changed. 

TOMMY ROLLOWAY I haven't been briefed on the status of the 
lakebed in the last couple of days. That may have bUn because 
my schedule has not accommodated the last Eriefing I had we did 
not anticipate the lake bed being dry enough to suDoort a Lndf™ 
in the time frame that STS-3 would be flying. SUPP ° rt a landin 9 

TiSes. That question was frora Di <* Lewis Chicago Sun 

ROB ZEA Channel 2 Could you elaborate on the Dartiei«a 

iS !hl r i?^ Par 4 CleS althou ^ they report that it didn't Stick 
p2rh«J ffi?* qUlte aS u We11 as the fli 9 ht 3 guys have seen. 
Z/Jl S?-J at 2 Ca ? sed by the orientation of space craft We do 
have different orientations and are flying we flew a local 

rdi£?i:^ tlt y d \ co ?* tantiy aimost ° n "WE J is* 2 1 s a j. h ave 

be i nhfn^l 0rien J ati0 ? and diff «ent sun angles and it mlj jus? 
SSoinS X!!" 0 " °f C ° min9 OUt the back end olt of the main 
engines that we also experienced on flight 2. Additional? there 

ven? SSS?: , 2 5*5 m ? in 6ngine hard » a " that allows a cSwtwJ 
vent that's used during entry for purpose of purginq the main 

ISmE* ^ Wa ? n0t Present on £li< * h * 1 and 2 and Is of las? 
e™r?I'^ h r e ^f a ^ heory and or suggestion by our main engine 
venting out these new drains. These drains were Dlaeed in f-h« 
vehicle to provide a vent capability during enEry thSt do!a^! 
use as much helium as the system used on fligSt 1 £nd 2 

ZEA Apparently no serious problem. 

TOMMY HOLLOWAY We don't think so. 

MARK BLUME Medical World News You said at the beginning that 
I ne crew wasn't feeling quite as well as you would haSelikoS 

tndi^M^^^H G ? rd ° n * ull «ton as well you Sa?e any 

indication that he is not quite up to snuff just as Lousma is 



answer the question with yes o? So 11 Sh"*** t0 you ' Could * ou 
Director yoj must know a L ™-,.?f< th V re 7 " the Fli * ht 

taking medication. " °P ftratlon *l Point, Is the crew 

-Us have ■>.,„ ^ 9 t ed b ? 1Uve thSt ' s unless t „. rul.s NASA 

to°th. doctor o^"hJt"o« r !iSd ^ r ;, jU ;' ?? ln9 to hav « to 
nake him aSaUaSle It ySu. " him <5 '° la6 * ni W «' U tr y t0 

c ^ K -sTLve ssL'is&s-xis;; as 0n t o h : h . 8l ni lo pc !„ b i:^ su - iy 

and it really doisn^t make Int * h * V ?' U 8 ver y d i"icult 

The problem that we have is KfJiff •"25* What U is ri * ht now - 
our best to get a litSation KJJ '}?? the ° rew and we ' re doin 9 

S»55"23 iSSin. 1 d T^ n <'J M» reference, to 

E 1 M" <»ntr y ',„o Sl2f a' Xf^T&^e ■ 

HOWARD BENEDICT AP You've had a lr>«- 

"e&i «ft ^'co^yS live « your 

[Tit. 0 * what "^ht happen! but based ol ?£. cu«Snf" I Nation 

of problems that w. LZl*,» <S>«»tlon. in terms to the number 
iiL* Z : *' we nav * ln kl >e spacecraft. I auesa ai «n u/m.i^ 
Ji^ fl t0 , haVft a •P* c «««" that waS absolutely perfect Bu"t ?n 
^?f°L^ < 2 Wn 4 expe ° tations ' 1 think «hen I get honest Sith 

^f l Ls^^1s^^Ke h ?r^ t So!n^%^^^^ i s"i„-n n - h ^°l1-^. 

52!a5?3& ^ome^'s^S" 1 1 ' h ^ ht ^ 

thffc frh. „„ °l! ay for the benefi fc of Kennedy let me repeat that 

^^ k r?ou% n % 0 a % 8 ?r:e%^ f ?Sr^ io k a% b ? dat 

GEORGE ALEXANDER Tom, not to belabor the point, I just want to 

c;rrier r wavS a thL U JH erStand - Th f TOF ji« 2S2dSSt.d 

carrier wave that the guys are picking up on their receivers. 

TOMMY HOLLOWAY Well I think you've said more than i infnA** 

SSv£ » - ■s^stswaS?! 

TOMMY HOLLOWAY No I don't think so. 

PRESS not radar. 




Did you say it was not radar, Tommy. 
No I said it was not coming from the Orbiter. 
You did not say it was not radar. 
I don't know what it is except it's in the UHF » . . 
MORTON DEAN Tom did vou aav that <*- t« 

»p~...ct in .„ y oSLr^i?:^ ^pis^is'jf 

PEERS AKERMAN London Times Could you clear that u „ x„ ... 
rad« or not radar and you say that if L^Vs^-band " 

TOMMY HOLLOWAY You know I'd »a1l« Kb. u , . 

UU.P'SSK! NOt * thin, we found out about 

PRESS if, not it doesn't interfer with the s band. 

^a??^ A ^P d.^.' ^t i o B t ^.s^^^ a n n t w< sr:? th i nk it,s th « « 

beginning. It^areTto be Th8t '« 1 «•« »» the 

H^S!o5a^ ,ER M iu n ? u S;? 0 t ;??.f°f L «r tenc " »"d one tor Mr. 

TOMOT HOLLOWAY w. didn't record it on the ground, if. been 

recorded onboard. 

' SSi» ---- - Ksrs-rsr^-w.^ 

TOMMY HOLLOWAY I'd have to check back with the guys I don-t 
f"lowT*9% ay the " y ° U 9 ° " n0th « 24 h ° u » try HoXtaSp"*. 

TOMMY HOLLOWAY I did not say it was S band I said it was OHF. 
PRBSS okay does that mean it is not ground radar. 

^yoS'oTa'nd ?a?k n £ J™"" 1 ""™ expert and you ought to 

ni^oge"™??" ,f? t d iTeXl^V ? th * 
It possible that'^ighVcau^ a^o'rtniVcl'Inl SXiS? *' 
TOMMY HOLLOWAY During the period of tine where th. 
■SS^^rJIlSE a4 '"""Nation 
Mow S'SrS ol'the^urSIion^f^he'ff?^ 22 ? h,1 £ a ? hour - 
that so-called leak tt^rtL^^i^JJSI^^ U " t 

^ l s 9 or% n So;r. h ? s jests ^Vi^'^r" s« be J n «~ 

left at the end of the flight! ° and haVe nitro 9 en 

this ior til re«%r"i "issLnf ^ °" W may haVe t0 endu " 
could not be fixed there la * h^,,« ' 1 I t 8 P resun »e that it 

3^^^^^^-^ notloed 
s^-fssss* th. 1 ^.?* had any " potts •< p~"l- -ith 

infection about tEr^^^t'S ^e^ 1 ^ ° £ 
newsroo^"' bri '" n9 HaS *»«»orIl»d and is available 

^.^^oSi^S «•»«-•- off. but nr . . 

-tat the npSrt. \£l »t£5 J ^ve and'? "•J." 0 " done 
them, in answer to fch- nave and I leave that up to 

what was gSi^l^S^^Xi'eS^L** 1 

the separator stopped workinq and *hL Si co ? ao<ae and it stopped, 
first talked to them w£nev« S2t 52 WM * bout fch « that we 

«r„. is-,. aisKk-Ma,- 
ES. -HSFDa-F — 2~ - 

Which is not a significant ILE^i 1 !** U ' about 20 pounds, 
that we had in thf beglSSingT in ter * 8 ° f 250 or pounds 

a^eas^s ^IwSyl ^ to 5 ^^ 1 "^ 

exercise withiZtSo hours of tit ?fl UP yOU,re told Mv « to^o 
get you too riled Sp you wilt be iw.^J! g °, fc ° ^ caus « ifc «*U 
wondering, is this an ex D «? ? e J? relax - 1 was 
what. i 9 just lSSktToJ'SrShi; cS/in^gT hi f °? n or 
or two flights and it's never olen £ne oefSref* 8 ' fli9htS 

^iSS^fliiSt 1 . 1 : ^ ^^Sit "nd -ny exercise in 
guideline, is probably a better 2*22? J 1 ? COU ? d rule or 
short duration flighti Lerciles I?. Lf ayln9 . lfc that on ver V 
to 7 days at crew option we'd JM J„? °* re <5 u i"<3, flights of up 
minutes a day and for lSn^r fifihi-f L the ? to exe ^ise 30 
requirements and I forget what thS«I there ; s additional 
crew activity pi™ni£ 9 &>£^ Now, why our 

sleep is a good question Dr«sl£?„ £ eduling e *«*cise just before 
their part 2nd JF^hFtf^ii^™^ "fV" 2 v «»**ht°on 
again. * yo rxx tnat on flight 4 and not do it 

out of your sy^^^i^a^o ' l^^. 8 9 " 
I don't want a whole bunch of StoSl. ™ni?J* P °° r U" 1 90 ho ™ e an<J 
on. last thing. He's had a low da*- fSS"^? up f nd tr 5' ln 9 <=<> 9»t 
OK.y than, you „. ty nuoh . a A ^f e ?^ e ^ u ^ ' -^o^l J^"^. 


Chang, of Shif^i!? iSi" 9 fl? 1 *" ?"S 9 eretlM,en - "•!<»»• *> the 
who i. th. Flight sSfa2I; * ntcodu « Dr. Ellen Schulman 

. ran., of the overnight shift by Sr^Roulway? 

««. «ny r-^rS^tS cr.„^ neil^^."^?^ *° 
-OR. SCHULMAN I've nothing to add. 

Okay. Questions here in Houston. 
K^i*Jl2!p? *Md ZLJ Ch} i lm * n di ? Jack and have a good 

night so the cabiJ d S a i up last 

careful to not vaSe"^ £ ^^r^thl ^ h \. 

Idea of that? their medical intake ' *> W have an 

DR. SCHULMAN what do you mean. 

yesterday. Did they take any last night, today, 

of sleeping piul? t0 f ° UOW Up * Was there an * aiscussion 

?^ t S^, 0 J^ c --« st - intervene. 
That's correct. It was last night. 

yo U r o«n i2LS5cS2To52T ' would you not notloe 11 <* 

attached to our communications uplink and SS2Sl"k SJd the 


of course „. oon't know where t^^our«"f XL'loltt ° £ 
the way it H a p£e^ h n^«e SFKlpS&g 

but they didn'fhelr it*'* ^ night What they have been he « in * 

sm-ssk. ^-ssa.^ sis £s- lSa sr 
oe i to 2 ^coSS'dSter^s 1 ^."" ■ ■»-•*»• 

TOMMY HOLLOWAY 10 to 15 seconds. 

Once every =»0 minutes. 
TOMMY HOLLOWAY No, for a period of 15 or 20 minutes. 

10 to 20 minutes. Okay thank you. 
^K A ok.yV? h .?.? inut "< *•* - I *-t (the 

T SJ"i£k foTlJ on^ »}" y ° U f dUmp that audi ° »«» the ««th so 
mi.3 C !o„^a k il°or 1 .ar i t fc^fSann.? th " °" *- 

Do you know if public affair, line put that out. 
can g .t it to IT.' "° ° an that - We don,t h »« it ft but w. 

Was not feed out on the... 
public access ^ps"."""' ' fed ° Ut ° n air to * round or any of the 

' Could you make that available to us please. 

Yeah. Yep yep. 


bit and he'« worrit ?h.;^» J 0 " 5 ' nas «l<™ed down a little 

abou? ™ ad2?Monfl StL^tHa^ 7*'" ." tlU thlnkin * 
situation, but that"?, 1 SEE g-SSil^SS-Sl^ 

^n-ii: Hi 2 - -as - & « 

TOMMY HOLLOWAY Yes sir absolutely. 

ALBERT SAILSTBO will you have a payload on the end of it at the 

■stunt a-r&C'KiSS.^-"-*- •« 

' "ALBERT SAILSTED About what time today would you plan to do 

^ylV^lt J t f° n,t h " e that infor-ation with ». but Vn 
What was the times you said. 

DR. SCHULMAN You mean medication for motion sickness? 


saurt-s a 


TOMMY HOLLOWAY Well at the present time the le.k h«- 

not raoccured. And*"" .xJSSrSfJfh?^* 1 "* *"'" d «y ha. 

could ifin *##^Z y wouia not be a serious situation. We 
Sot M.Uy? lMl< ' don '» ™* n * >»>» <=h.t It'. a Eli do 

out th. .Ibow camera. CouII you Slllln h£ \w wtls ' 

hav. jTOpardisad the .lbow o««S?«5 P th " P roo » ,Su " °°uld 

SEiST^ «.^.?S" y 1 " i8 " d "» -*«"• °< "at 

not trti.k takln, out t*. Jlbow A J d ?5 a * «*<*U*4 to 

that proc.dur. could^^ i^df^n. h °" 

your quMtlon an.w.r.d? Th. JlbSS ™S " f * «* t the °« 
pow.r .ourc.. and tnalr poi.nU.7f SluS SSdSTfUVhl** COm ° n 

ca».r.., w. h. V .-. 1 .c°t.d ra n5rt| h r". P o t S.r thf:?^.^" 9 



ISSlL'fSSnLt ?";„^ tth, jK qU " tl0n ' thU ~ rnl "9 «»t Jack 
Sound, lilw the knob can* off of your connodtt lid 

ssr.r 1 - ----- » s^tsm: 

sr^oSssr" 1 don,t tMnk 1 think ««•*■" «.!». 

on flight day 2. That Slli'h. T;'-?i5ii" '2 tn *. on « <*•* «• had 


that as to wait until the scheduled test? 

ap 9 d O„ a th. pop lo-iX^V^S S 5S cSSple 

-.t t„ u .f y^i-a-s-ijiu-g. 

inboar/so^i^ Sti^^S^'aS gS^*- 


MAR^KRAMER There's no position whereby you just oradle it and 

TOMMY HOLLOWAY No sir. We rotated in. it's ready to go. 

Ready to come home. 
Pete right here behind you. 
i^llF^^ «" -»i-nt Reagan 

TOMMY HOLLOWAY Any plans to do what sir? 

JAMES WILKINSON For the President to talk to the astronauts this 
1 - jMMY HOLLOWAY Not that I know of. 
PA0 Anything further? 

TOMMY HOILOWAY If h. <J«cid« to I .uap.ct Wll do It. 



briefing, i thlSk i^ve*?™** 1 ??? 6 the chan * e of shift 
in and lark whenwe ^ hSr^i.'fiVirSj!!? 18 Whe " We corae 
outgoing flight director if, Neil Hu tchinaon, the 

and he Sill J fuS do^S S 2L*Jh? ° n » y ^""ate right 
repreaenting the OSS-1 wloaT 22 S^I J^"?, 8 and then 
program aci2ntiat fro* SSdSS'sSeS KiK: ? er J er Mc "P«t, 
Sam Pool repreaenti n rthV^Icfl aide 1? h Jh?J! ter ' ?! d then Dr ' 
any queationa in that area. We will L f h ~2 h °5 8e lf you have 
and then after we... I'm not aure whif 9 «« ah !^ a ? d 8tart » ith N «*l 
OSS-1, perhaps Dr. New£e?? wiU hl5S .222 Ji?^ 1 ^ for the 

attrSilr - ^tTa^ cent^L^d^hen 

SK'™ "*Mf3»- Aa^a?!^* 1 ^ day ^ay 

we're having a little f uaa at tbm £LIn? fi have P rob ably heard, 

occurred today, we got ill* ^hJ %i£'i;!Sii 11 * t * n * d ifc 

morning right aa scheduled? We cot^l 0 d l?, WOrk done this 
afternoon with the exception of Ibon? T ! h ? t 8cience this 
*XV or maybe an hour's worth of 5n?o ' 1 thlnk we Miss e<3 about 1 
afternoon, we ran aeve?al othfr^if 1 7* ne 3 ! arch act ivity this 

-tin in tail •ur«?;i;K^ ot 5:j 1 s: i }: r fl ^" t « dto,s - we 

at about the rate we expected 2 i^i! ^ ntinui "g to cool down 
•xpected and it's not Mc^ld'a* H til Si* 8 i cwer than w « 

you all know why we didn^t^S ^f I Pi ? king up the IECM «nd 

left is backup cradle which we S a ^*K? he ??f y ^ DT0 we hav « 
quit with th« «Sr ttS'J lSIfc P i Sfif wi H ? et done »• 
20 ainutea long, where thJ crlw Suf* fJZ ■ 1 " pl# P roc «<^re, about 
node. Tomorrow^ going tl £ JnShlr t # "5 aWay in the backu P 
some thinga to ata?? living^ ^ ! V^' have dOM 

our entry optiona. i g U „J Jbout th« ♦Sf*^!"* to open U P 

about that ia we're looking ml sLthlr 2iX thi 5 g I want to "Y 
to be made for a ^fr&^lf* S^iv^i^d^tti^ 01 ^ 

cordon Pullerton? aaid he hii 2iL ? the s "9eon. The pilot, 

anping, and S'wl n t edT kS2^h b ?? ,ilMl1 d *««*«ort, 
anything in the medical kit that 2« ^iJ hftther ?E not tnere w * a 
make him feel acme better, we J.XeS ^, Pt ! ac f lbe whlch * l <3** 
attempted to rule out an^hin^ s^?^^ 

DR. NEUPBRT 8* happy to. i 
HUTCHINSON «,,„ „. U back up to th. oparation. part. ' 

rradian^ £„Uor aSd Solatia™ x-r« SW?'' """"f' *"- he 
iJf^IitiniiS 0 ^*' to » otc ?" Mother aS"™ d£ SSt 

th.t „. to h ^ Skis SWS'g.lSSST^^KS!""- 

^^SSS^iiS 1 ?!*? *" Br " ^ »" burton s, y whether 
DR. SAM POOL We don't know yet. 

JULES BERGMAN ... And ydu said you recommended that they eat. 

ssK.ssa^-^n:^' mean that they ha « n,t ^ ••«»« 

ESuSSSir! swSrw sire.- - 

JULES BERGMAN... Just too busy or what? 

HUTCHINSON Providing the com works. 

dr^sam pool r e ,„. n^m, ru have 3oae fMdback on ^ 

provide us sone flexibili'S in J1A L" 9 ?°wf° that ' but *■* *>•• 
problem later in t" mis^on! °'" * i9ht « ""'her 

PETMADAMS... Would you be more inclined to land earlier or 

PFTER ADAMS. . .Thank you. 

48 hours? 

I'^ofe^ctly'lurl'of t e nZ l t ti0n ? f fc « iats «»' «d 
running about i coSplI of kilSSEJ' m^V" 1 " 11 * have bian 
lower than we thought w wS^iM'tTrSS L* V S W level 
•11 know our hydrogen for the full ? an ? of cou *«e as you 

consumable and whin t -»f j - 1 c * Us ** the critical 
are myiiS^ ^W' th « -jn^—nt tichniqua. 
operations, Serial operation? EoS!*, 0 ^ 90 ^ 9 S* ck to two co»P*tIr 
didn't do that, £e turnts 2t* f or * he G ™ computers, we 

need. For Mania: ChlTLZ" that we know we don't 

because we haven't been the flash evaporator system 

and those kind of thlS.^ith thltVl*?! f^* i aunch *«i«lly 
going to be able to proJiSe ou^SLii^i* ^ nd of * wa '« 
hours extra, another dav at n«r«!i S? anou 9h cryogenics to go 24 
-tin have our 24 hour'waJe Slf^oIJuy.^ leV6lS ' anl 

go U8 a t n a a n x 8 ^l4°h n Sur t a hln9 ^ ti- 

tbit correct and you wilt to ItlL " n °V t" 1 **™ Neil. la 
additional 24. want to stack up enough that you can go an 

p^eTwuh rtjru^'^&s-. "*£* v * - 

extend an extra 24 and maintlil « SiV* ve b9m 8eein * to 
• 'ays will maintain? SI hive no iJi S? Ur r f sarv « that we 
i»to that 24 hour Jlservl. To Eght II^S ?h "SiS -11 * cutting 
assuming we don't get into any dittiel L 1 S 6 5°° ks ' P^ected 
here, we have enough for a 24 hour m!l*?L * 2° down the road 
come hoae and whence get^e'Se^lf SlvI^rSlSrs^e^f ^ 

^Jr^u^ 1 9 % «~ please 

snatches and are you hJing'E. soVlf "C.? 1 '' 

redundant, in fact coSpleteJy r"ed!ILn£ her 8yst f>s, i« farily 
everything and even mo?e than tha^ il 2* r ! f rea11 * fc wo of 
strapped which means you cal takl one llr^ ? ha S We called cross 
systems and make it talk ?ro£l L?? i?"* fif* of one of those 
systems and get a path that Z»Z K ln anofc her one of the 
individual plrts of each oSe If X^"" 10 !*?- 00 to P of that, 
communications gear hive SdundaSS ?« I? at **ngs of 
normal execution* day, wl hid In 1™^™!^™* T °? ay ' durin 9 the 
Plasma diagnostic package? oil If^M™? associa ted with the 
does, it's mapping the orhi Z n9s ' you "call that it 
And one of the things wI™nTtI SE'SIST^i 0 int «ference. 
system is in high powe? modi £.5 Ef^VfJ' 11 ? 11 the s ~ band 
orMter. And si, we hlvlblen o^r^? d °J EMI is around the 
pc jz mode. The only til- „2 <n K * tin9 in what w « call low 

SSS.-3: s-s ss^TSr^H^ ~- «. 

2 * o^;tKa W ;iSh b !h! . t0 ^ i9h ^ for th « «P"««d purpose 

•nd of that exercise which 2! did Ck ^u 10 ? power at the 

we did today, was the Si iISbJm ' WaS the last PDP activity 

power about; I dSn't r52Jll P ? 2Inni^/^ n wa went back to 
«ide of the S-band Lln^nde? Itltll ZLtSt'l ag °' , th « low P° w « r 
Now the problems that vou Srih.h?! J number 2 was inoperative, 
when you were waiting fSr L ?J «L heard when you can « and 
with troubleshooting that S!oh?J! ! 2 V6r ^? re were ■■■ociatad 

transponder in both thThigh and ^£^,2! 1<5W P ° W * r node on thia 
inoperative. And that's r2!l?v «7?V£ equency a PP*ars be 

sms^es: i^SS i bat we 

AOS and I'm sure that theJ nroh«hfS ^f5 lls t f en wnen we * ot an 
■-itch us back to the backul syst^ fnl £m COm * and Which wil1 

•tt^pting to ST.? aSSfi STdSS!.? e - t S" thln9S - we were 

that's probably going to b. cheokL bf!^- 9St • ec0 ^'"«">««. An-3 

and I think that's iTt?ibuto to a iL^J ?2i hOW 8 * 00th U went ' 
which is of course the gear desion hL L th i**i'. aot the least of 
able to get in Toronto In "he lit bSS5i„*-? ralnln 2 * hat we we " 
He ton in the MDF, apparentlv HJS ,^ ? floo F and here in 
because it took us atlut 10 minute J 19 l i " al } y good stftad ' 
and I believe he «fd i J2ok h2 ! ZlSt**'? ^ tne first "me 
tonight, and latch it VTo HT^VZ'Z & Stilly f lne . 

<• od operational system there. 

you h.v. to com. teSi J"J$ h * " l9ht plan fr0 ° h «« on *° 

s '» - ar= . 

HUTCHINSON The shuttle is » nv a u a f a «, i„ 

HU. JINSON it's primarily commands from her* m ~* 
we asked then to go back and switch us over to the alternate 

»• <f so w. could 9 ,t bwk in and ao ,o». ,or. trouble.hootin/ 

HUTCHINSON not to my knowledge. 

Paul Seesner, right h.r.. second tow. 

' ^no^fd^-^a^ SMS*? a SS" f n of .t.yin, 

to what the weathlr might £ on ^nd.y.^" you bMn told " 

HOTCHXNSON ». hsven . fc got< ^ ^ ^ ^ 

yS« S55Si'i& t t h h !s"o???o„; eather P""*""" triggered 
™r"2t. ■.ys'eV&.'y WlllV ° l 1 «•* any 

KJi2?75i^a',i^tjrtSs s°fs- Earu « in 

water, there was a lot of bubta?.. In \S! i 1#d up a ba « wit >> 
. the source of his gastrfc d££S. or whaS'"' C ° Uld thls 68 

I °« EJtlSS. or°^l%T r ^L"- f ,f 5 n »' that 

<»POllo> Shuttle .%! VIMS Afi'LS 1 *; Mi25. 

Right here behind you Mike. 


^«n^^;-^ U ;- ^* h ^ w P-« r -on« of tta. On th. othj 
HUTCHINSON y«s sir. 


other transpon... y ena " ng the 'light when you have the 

HUTCHINSON it doesn't. 
AL SALSTEAD. . .Okay . 

ESS* ^SK k !vV-- n "H"" 5a"- 

b*..^ then go? m of'ioSr I SS*' * nd ?" , U "° uld 

and so forth, there are failweJ ih«5^US?!* r l*™ 1 *** in it, so 
telemetry, and no S-band. fcaV * no comnan < J "' no 

AL SALSTEAD... you told him if two transponders go? 

HUTCHINSON That's correct. 
;AL SALSTEAD... Thank you. 

Jon this side. °£?ght Sri** he " fr ° m ab ° Ut the 5th row 

•o- -y, what was that? 

HUTCHINSON No. No th.r.i. „„► „ ,. '6 

»aint.„.c. foe th. t?«^3. t '.? 0t - We hav « "° K>«i 9 ht . ° 

VIC ««™»...»or. plKwnt pow., , uppll „ oc thIn9s 
HUTCHINSON So . That', corr.ct. w. ao not. 

are good places to start di.5««i , r8Ca11 that »is«ion rules 
I've neve? seen one^hat* ^^^"aSf 08 ^ t0 and fa8t 

Okay. Ri ght , next row. Yeah, there you... 

^K'ffthTi^ bit 

and the pop people for tomo?"w ? f! t !! #,l . th# ^ P* 0 ? 1 ' 

out and a more general qu!5«S" al 5J2 Em5 that 8 1)4160 worked 

package becomes more complex if X.J?! orbite f experiment 

«nc eering versus science ?ime? 8 * 9 rowin * concern 

on tomorrow/so I can™ £nsw« Sit JE'lS J" 8 * for what ' a * oin S 

changing, i me an that oSah? m k! to change, it is *' 
here on STS-3 « comp^r^o ShJ^J^Zi^ in what we ' r « ^oing 
acales are going to bS 5»inS Sh.^SiJ °" STS " 1 and 2 and the 
see them tip even further 4 22a Si ?J he f, Way * You ' u Probably 
will be primarily acllnll or SSrF* h ? We get to STS ~5, it 

opposed to 9ather\n%^^^^ such as 

Okay. Next row up. Right there... 

th « S-band tanspondersrcou"Ti;;iLr^7 e f e J° lo8e <* 
safe landing and still 'be Jade? landin * "till be made? is that a 


"•'1 come backed wr1^Jt 9 Sp t Sere C at°Jh? , ;^ i0n8 nOW and th « n 
Center. Do we have anything ^rS2 JsS? J ° hn8 ° n SpaCe 

Obviously not. 

No, we do. They're working on it. 
more tired. ™ h ° Ur later ov « «■•*•• They're a Httle 

9iv. you aboat^^ore^c^dsnerT^Ky?' KSC ' r ° * oin * to 

Having a few technical difficulties over there, 
waiting. a0n,t you tak « questions from here while we're 

fro. KSC, w•.l^;Sve^o h g^^a^k W ^o C th22 t 1 goin ^ 1 to have anything 
i h *i« a11 rl « ht? ™ay. I^wrri i^ 1 ? * a f nute John - « 
at KSC. Okay, in thJ back of JhJ'roSm h.?eT t0 COm * **** to vou 
PETER ZACKIAMD. . . LONDON TIMR<* a.. *.v _ " 

y.t on that ^t^i^i'i?:^^^* d ; 8 te irs£ on 

P^u^ think it's going to 

head-et on. i honeJSy lon*l tnZ SS'J'h" 0 ' J 1 ^"* his 
«cv.. fi for our own comJ cn?iguriuo" h * Ve d ° ne nothln * 

Okay. Right up here about the third row back. 

low power aide^^Se^aS^dlr^i 008 ' does the of the 

in which you co.municat™e^m1trv SS 9 ^ ^ J* y the Woe*™., 
also, this evening wUl thJ S5 Ihtctot Z^ t0 the orbit « * nd 
grappling of the pdp? ercector be disengaged from the 


' Now wTii^f^f wil1 h *™ no change on how we 

sonfiguraJoS St^.S^t?:^: * U A* "^rZt 
equipment back on the system !hT !^f h * f! St of the s " b and 
*n the good transfer? sTwe £222 S at J^i* and <*•"*•■ 

straps made where we're operatic «» ™ V n V f tnese cro « 
c«t of the gear that IT^fit^^^^ all the 

* your capabii^t^^he^ ^ni^ ^ 

j An of it? Okay. 

| Okay, one more here and then {garble, 

»«• if ttoy^SSi.'ilS.'". 90 * h " d * nd SWap ov « to MC now .„d 

aSSS^K — ■ 

course, we went all day todav JitKJJ ™ feh fc £? conna 8y8tem of 
orbiter. The only malfunction I h!Sw??? ?£? bliai V t a11 in <*• 
busy work was another «iSSr p?oblS2 w?iJ h .!i l8 e ? tlre day of 
bay. One of the cameras Ioo£ in 2* £S S*"*? in the P«yJ-°ad 
This coom thing is liEily tTtu?n ™* °K f f°? en u * on 
Part of a very redundant .ylti^ 2n2 r li**? n e thln * but one small 
behaving super. 5e?ve bJZ ,m a 2 th i n,c th * orb iter is just 

the NOAA folks about the flare actiJi^ ke ? t a P ri «* by 

events since we've h*«* ...5 activity. w e haven't had anv m-5 
are aware^^^Sa^ ^Vll^L™** a " hopeful^ ?ou 
our* Wes to go look at flail. ?. Ji 0 "^' ° r we have allowed 
sufficient magnitude, i rJ"^ r iL2h!n PC ! 8 f!} tS itself °* 
believe tommofrow it onl o? \ne "SI II J 0 "* 0 " 0 "' 1 

we need something to go look at mSL L 2« 2° flare ch **^9 but 
this solar inertial Uttitude L ?J£ d ? have to *° out of 
careful to only go, we can onlt at J^S k *S ° ne ' wa ' rft v « ry 
the top sun attitude^t Se «d I? U J tU W ? oan to 

to get a flare anytime they Jant !o wfrl 9 ** Wh#r * th « y, *« able 
and choose and as a matte? of f^t ??» f r# Very ca " f "l to pick 
Looking for one unleS hTwaf or bl^Ir! 6 W ° Uldn ' t 9a 

That's all the questions. 

U w« can rap it VSlw'wiS fSt FLE? U * 9 ° back and a " 
jantlemen go home/ SigSt hJre ^^'t*.^ ~* and these 

™ y b ^" y the 

fUTCHINSON Very much. 

AMES WILKERSON. . .And you sav what- 

ommorrow? 8ay ' what are th * n»st important items 

r. th. i-.-o big on... w."r. oot£n J *°" « ci «>>«. Thos. 

SEJrj&E^ uss: r Sr 5 a rail t°, „— , 

■orning. And mor. .ciinc.. * x * m P 1 •' thl « "0 bum In the . 
In th. blu. coS^Lok'n.^^ ° M "" al •"•'*•»• «>. g.ntl—n 

S^^xi^ 8 ?';-^" Jo yo« thi\,k you will know 
tran.pond.r? h * hl9h t ° me on th « n u»b.r 2 

troubl\*„&°?ha'J\ t iS^L-J " *>night, if w. 
knew before w. go to bid I„d if Lf*?^ b * f0r * f 1,ft » "« " iu 
•oon in th. .ocSing becau*. w. win 2IV;",7V I1 i fI ow falcl * 
th. oth.r .id. oe that tran^nder. ° Ut " " e have 

SS'StSSSTttaS 11 ' c,n you t,n T*" aoln « to 

55?SSp«-^ ^ JSVS^ -oo« on • 

first thinfw. triedto at likTT?? ( 5 r0m '?* « rouna «*• 
through thl low powir °J° Jta? «£*2 ZSuSt " a ?° th " 
pow.r node of coir., w. wire on it 2if J°f. J2 a you kruM the hl 9h 
.s p wh.t we wer. for^ifc^ ^th^we r^.lK" 

Walter IWW..*!!, thi. transponder in the high power .ode. 

the next one. ° k ' y thank you for comin 9 ™* WU see you at 

acquisition «™^U^ln^i\VX checklist < "'11 have 
again through the a-band atatiJ? » 30 ?* nutes through once 
duration. The fliSht cental ?2*i iI? awail .f or about 4 »inutes 
troubleshooting the i-h22 SLjf - iS dis cussing 
transpondeli ol bSjcd SffJKffir" ***** "* tW ° 


'^t^xiirtsri^ss and r lo r to th « ^ 

participant I guess most of whSS'ar^^!?! f ntr ? duce the 
Dr. Ellen Schulman the JliSht SSoJoI Jj? 1 ^" t0 you by now - 
course Tommy K . Holloway, Flight Di?I fl £j SfJ * 8Cent tea * and of 
Al Pennington who is the infci2r«#.-i ! fc ? r and on mv «treme right 
Officer, inco. i don't miwhf?^ Syatems and Communications 
communications probieW b" wS !„S52£ nCt J° Suggest we hav « * 
questions for him. Let t«»J hiS? 9h J ? aybe you ' d have some 
evenings events. On0ny begin with a *»«naary of the 

difficulties with JhTcoS ivit 3 ™ ,^ i ha Ju tine we have some 
to bed, which established a Sll \S0l X the th « «ew went 

communications through the eJ«n?ni !^ WaS "factory for 
the experts worked on and elated S2f f^*" 9 J? e evenin * A1 
in the control center and hlJT foc ? afeiOB that we hav * 

details of what the problem* ImtlH 5£ fc \? U 5« J" the 
with the COMM system and IU1 if? Sf. 5 fu th J dlfc *<"HtU« were 
detail later on or at Jeast trxlttr £ u 5*i k a £? Ut that in 
Present time we are opera tin* S5?E W»tion«. At the 

and we anticipate that^oday^we^? ^ co «™nications capability 
nature of what happened to us LsJ e^e*?™ ^ deter T ine tfce •"<* 
forward to reestablishing an ti 1 even * n 9 and are looking 
of our redundancy in Ehe*cS£ tLtZ redundanc V or at lealt most 
do have redundancy in the COMM illTL <* ?° Uld em P h «size that we 
communicate and both with 2,r * y stem ln terms of being able to 
the flight crew ^ f& i^??^^"* and our v ° ice 
today is flight day 5 modified * m\ 5* 5^ that we have fo * 
OTOs that you wili y hean^c!te* \t d 2S >t t0 sone Pulsion 

Draughon is in for the second shif^of friS? ?? try teara * Harold 
several propulsion burns and wS'll \?L iiS ht ^f h fJ* and we ' U do 
today and do some more of the Idp f?f?° unberth the PDP again 
and VCAP pop joint searches and so Ln fn3 appi 2 g and mi marches 
that I'll turn it over to vou La t! d SO £ ortn - M w *th 

over to you and see if you have any questions. 

h«e. we've gX'ffuSywK^*^ <* order 

we've got sone downlink TV iehiSSiU 5i iJ e this "o^ing and 
J:05. so, we're gSi£g t 7tl£ f^iL °' th % ^deployment at 
there and go in ectas? over the PDP Lnf rt l 10 . min ^ te break in 
% KSJ " g ^ * 

Jive^some &t1?£jK*&^ ffi Can "» 

especially for TV and when Sou »i US? J ex P ect POP deployment 
the crew whatever procedures yoS- ve f ^f^*"?* t0 with 
iat transponder back on line? fl * ured out to try to bring 


5s p^n^x^nd'i^v::* ^ that 

«t » y (i„ g . C t 1P ., but p t;;;1?i Si 1 SchJSuudf n fc hav * th0 " tlB " 

**> Yaah, th. TV plan still Is 

£an!£S£,lons ^Yo^r^or 1 "? *° Bak * an * ■"••"•dul.a 

bring southing up for Js h * ° nU * J Stlte * " *° u <*>«" 

that will happen today? 7 h "' w * ca " k «««•»*•* that 

SrffiJ that S^SSS,"" do you plan to 

stats— •~- s ~ f " ^"'^..•"f.'s;."''' 

PA0 Jules Bergman 

oortecSyf^ou nSTit'thTi t0 »f k « «"« I understood you 
abilif" y *° U " ld " the P r " ent we've got our fill COMM 

nTgf pow^f£Sa.,? 0t,, tr W» «. working in both low and 

nu^/on^ne'ln" f £ HS" * ^1^' 

1. ». do have two r^Kt^s 1 ^:r% h ~ y ( s ?rc i r t 0 .°. n 4Sr,% y .o ,n 


conceive of four siparitS doSnliJkf °L« a " W6 b " lcaU y th «n can 
became of the the XnibiiiS! J?' Ur 8# P arat * uplinks 
P-rticular gujs. Th^inl^l 25 0 m!- C £ OM st "PP ln * those 
commanding out of th! SLP bl# * ha PP*ned when we were 

nominal operation on yJ!?JrdS; .2 3£ # Ut i* lzin * tor. POP NI 
we had lost the pm 2oJ"inJ cL?Ur J! PK? 1 !? W " b " ic »^y that 
that successfully by crew wiSSfilf.. ! 5 h *J ^ ra ** w# "covered 
was operational. w£ Sad a? JhSS mL*^,!* that tlae « v «'Ything 
only knew of one potential problem J? f**"^ 9 We 

at that time to p£ess on with our J!™!? I and W6 continued 

activities as 5« I* 2i 7 ~ normal troubleshooting 
procures" 11 SnSShV "uUtioSs^^d^l^ h S •~"?.td these 
we got into some unusGal iitilSiSS !£a ?~? r ? b ?S t 3 ° r 4 si * hts 
with the help of our ND oers^nl? fnJ laSt n i? ht w * were abl « 
Personnel tocome Sp Et^hX 2i Kin? 1 !. 0 ? 1 f J ig !!? ?P« a tions 
to the problems having to do lilt SiSVV P°t«ntial solution 
control of these systLs L "f* log i c °? tne ln P ut to the 

amount of logic relays (solid a^?. ^'* ""f* fc 5 at has » "assive 

wtrol those ws U S ! ", a f* however), that allows us to 
....dea to try 8 S'SjouJ&gS*' »hIT af^r'noon 

thl problem .„ronoe P wra.? !r.r e t0 h ° ld that ' 

and figure out wha? <Zt r^al si'Jation "f 11 9 ° baok ln 

JDLES BERGMAN But, Tommy, what Al 1. f .,u„ 

are confident you've cot i Mrk-,ro,„2 ^ U 2 9 us is that y° u tw ° 
will not have to land early! " d Procedure and the flight 

^ h H s^ lt y R ji h s.;rt!:rr t edu o Sd n " d * nt ? hat »«•*« 

continue yes. redundancy we're required to 

identif^oufSe'JI'a^yoJr'aJfli^aUon. 0 * 11 ° n *» by nana 

SKrHS tha? a «oS!d u ?ne u £ur. b V t V' taU ? hat 1 

do get around to trying to ficur. £J.S V he « X9C « 1 »« "hen you 
Hro^Med t^" ? ^ " 23 -taTSE ?h". h °" * 

™ h,v. tot.l c^nd^p.S^J/^^hft'jylur ° 0mnand WMCh 

t.l.m.try capability It thi tiZt 21 L^ 9 .1 11 ° e OUC Toloe and 

£ ^ s Sfi? Sirs? L a 

PAO Peter? 

. than a problem, P S ortS out X l"* n nV^Sis 2 l W aituat i°« 
time we'd know our status reLti™ ?2 tu ia ev «"ing) so at that 
problem. Now as far as LJinl the communications 

situation, that is enJLeJJ dJLn^t uLl*tt f ° r the weather 
are people that are vwtehiL If? nd ««t upon the weather. There 
appr^cE the pl'aS^^oi? ^SEiS IT^?* and " " 
permits us, we intend to land aTthe niSJEKi" tha *« at "« 
approach that time, we will start IlkLo SH^"* a 2 d as we 
weather forecasts and short te?£ ™2 \S d ! Ciaiona baaed on 
ought to come in a day early o™w£5hi? L t#r "».? B wh « th « »* 
normal day or whether, Inl ontl S£ «f ^%? Ught t0 , try U on a 
-Ct like that we ha.e th,^ g ^^X^ 

briefing and I infer from Jtl L fcim ? at " r - Hutchinson's 
a d that you haSe some^inS ^ ? aid and what * ou hav « 3««t 
indicates that the S h ^ ° h f^"? forecast whleh 
good. Is that trV" a^ Vwro^g? 6 8imd *~ might not to ° 



seen them, you must have both t»n!^ eS ****** least I have 
the flight. th trans P°nders operating to continue 

TOMMY HOLLOWAY You have interpreted, that correctly 

ssr.-sa'-j' 5sr w -„-j,ssss„ 
SEsrs" s=« aaaaraa- 

elect to go ahead and fl! h! J! i 3 at .f ny time ao the * ai 9 ht 

2STS !&±!SZ^g£$ S-p^-u, 

JULES BERGMAN But one, you haven't lost the transponder ye« 
TOM** holloway w. do not Know that w.-ve lost the transponder. 
JULES BERGMAN Two. you -re hopeful you can g et It back? 

fflJSS^Jg ^MondaV^y? «»* 
TOMMY HOLLOWAY „.n. based on the weather that very weU could 

involved in? 9 P ° f the mission that the transponders are 

TOMMY HOLLOWAY As much as we talk f« 

probably appear that the abiHfJ ^ the crew, it would 
verballj tithe mo" critSal SiS ??™ unicat e with the crew 
• ability to transm?rrvector dlfinUion IVtl bUt } n , faCt ' 
space of the spacecraft to thl inrUfiS n ? £ the P°sition in 
critical thingf JS aa a mltLt 5? fl^ 0 ™?^" J S the most 
the ability to communicate aid L«f,i lf W f lost the u ? link 

would, apaSacra£t™Sl«J £ly Iround Li HI coraaands ' 

support them ^JSth^Sa no^^un^laJe 8 ;?^ 3£* S * 

I^Sffi ^ es 8 * r that's correct. Al, why don't you fill 

clear. The 

the uplink voice and the u^lin^%«L^ this ^l"* in time, that 
further have the capability 1u£t ^S^?*f atl0 !! 8 do work - We 
have turning those links on o "goring the links that we 
and with thlt that doSs giSe S2 soL d ° hav * • 9°od uplink 

-. the transponder ItaJlf h« a SroM^ con £i denc « in the fact 
I -aid, let me^int it St.^tf.^S}^?.^ downlink - 

TOMMY HOLLOWAY We didn't talk about it only^being downlink. 

AL PENNINGTON That's rlnht. . j *.u 

experienced so fa! "i. thi'SLSlnk^h ch'?' P " bl,m we '« 

band voice and telemetry! a ° wnllnk whiol > is our ability to get s 

, good job of managing thaTsvs?.^ "J* 1 Sy " en and he *»» « 
Keeping us with ! blsiTcaffityV^Sr^. ° ent6r and 

that redundant system, and. ^you^on 5 ^ jS'loiS'i.'&F *' 


r^a't^He^st".^^'" V* 1 * *» «• — t transponders 
At PENNINGTON That's affirmative. 
! J^pSE"" ABd 811 °< «"». actions have accepted 

; fij^Ts,,. .^«^sf«r^-: , ~ 11 ^- *« «"ic h is 

j units, »e have checked unlinked a*d EL^ an "* in wlth th °« 
cases. Both upl i nlt corned a'd S3cS*2 SS'SlSS * U 
JUSTIN FREEMAN Just to fallnu i.k .. 

«« with the low power 'd'own^ o^rans^der^XrT 
AL PENNINGTON res, that's correct. 

dSwnl I Lrif^. n8 ^ n U d ;rn Um L t /? t h eit « 0l "< i ">e hi 9 h power 

you delayin, JZ&'J t^E^:™ 1 * «uired 

AL PENNIGTON Now let m* n i,. T 

complicated in a facl tEat we ca£ oSer^} 8 8yatem is extremely 
operational modes. The mode th!? S P ? Cat ? ln ■•v«tal different 
power mode and that is w£?r« SSfL"?^! in right now i« a high 
amplifier system. Okay!" K'SJ^.J^'fr?"* 1 " ier and 
mode, we're using systems 1 oowir LJ? !? U ir l a croas st «P 
instead of systems 2. S2 hivHo? 2? P i£fi" f n 2 ? rea ?PH"er 
out the system 2 preamp and Dower \2« £ 5° lnt in tlme checked 
requ red at this poi nt P beSaus1 ILvl' not\£ n * ^ lnk that lt,s 
our 'ailure analysis. at 3 not where going on 

-n't arready there, does kfES'SS'SS ff&^g" 


2^^^^%^^^™ that 

TOMW HOLLOHAY No I don't think so. 

«« ? U go to Ke^eiJ. U c «?S; B^sr"" 0 " he " " Hou "°<>- Wen 

high power mode I„d if so^s'^u^m? dOWnllnk in the 

"i^™??ernat e e 1 »o1e ha tS "^f 1 "^ *°<« difficulty w. have 
getting ready to t.It ?hf™ 2! hem ">•*'• why we're about 
did ha?. «S aifflSiS "ith^hrotSL y °^' JU " tion «Sfl w. 
i ^ 9 o find out why SH"'" '° in9 

cot. back here°to y H oi«on. try Ken " edy Space Cent « » nd 'hen we'U 

just heard with the downlink on ?hl n?2! difficulty from what I 
transponder number 2? ?s that So^Jct? 9 P ° W#r SyStem on the 
AL PENNINGTON The answer i * 

that, we are oper^tiSg cSrrenSJv^ith ? 0t haV * 3 problem wi <* 
the high power Ecde. That 11 wJer? w£ ^f n f£2 nder nuraber 2 in 
matter of which system we're on e alf/SfT The atrl <^y a 
cross strap systems. The orohiJ; £f. ai 2 we have redundant 
to that transponder and we?« o^rZt n« ^ ^.'H* low P° wer si <^ 
that transponder at this ti£2. 5 * high P° wer side of 

heard^t^e 3 yoS'we're ^iS^^^i^^ th « » a * " 
number 1. .-tW^TO^^ 

SoSTra w^ :rJt e ?lLe tra h n e 8P ?e n ?m er - IE Want t0 ««* 
basically we work in a 8 h„" t !f m Okay and 

lru. in ?his *— n wr • ?2 r i2?k iJ5"£5S£T and there ' 8 at least 5 

p AO LRU is line replaceable unit. 

Yes sir. 

£5 SS^ around" ~ 8WltCfc - - those 5 back a„a 

AL PENNINGTON Absolutely none. 

land there rather than elm* back £ tL^,? hl,:e . San ? s in ord « »<> 
Kennedy on the right day? * alt « rnate »it. here at 

TOMMY HOILOKAY I think that-, probably correct. 

™ Suta^nir^n?^. 1 "?^ ySf ^ £• f«"h o £ 
percent fully recovered? Y us if th « v, >r« now 100 

~r?°SSSHLn gtv^ou^* JT^iST 10 " th <" 
ground based on what they slid* thS w ?£ ?? i J° ra f on the air to 
an. >ager and were relny SSstlinS ?hlJ L?} 1 and , they were U P 
sounds to me like thev'ri ?n „tl 9 4 s raornin 3 and I would it 
very well. they re in very * ood spirits and are feeling 


Mo further questions from Kennedy. 
Thank you. Back here at Houston. Dave Duling 

TOMMY HOLLOWAY No, I don't h*iu„ a 

considering, i sutoom .? 6 that we re actively 

organization consigning S?ner 'J&ZitlJE^* 1 * °? r 
out something to recove? a SltuSliSJ ? nd , trying to work 

;as I know at this timl therJ is nL SiiJf*,.** V ^ lo8t ' but as f ar 
really need those operas Ehat M? i n L *i C \l! P the IECM ' w « 
not a way that we're W illiS^tS^^ Sl^" *• 

the POP experimentation was" d'onef Was^tSat'^Se'p^ioir" 


55* wf iSJSJ^LiJ 0 ' ln ftct *»*»■ th. test and checkout 

i» . very good Sod. " opIrHion? " nd "* " V " y eon ""«"t thl. 

depending upon p2SioSl!r SiLffi™ X* y WOUld ° nly * ask « d 

as sa-^-sr SrH'r - 

probably heard me uZe thl tlrS^nf? H* th * y ar 5 unable ( * ou 
PA0 A1 Satiated, Baltimore Sun. 

this case th. EMI modes? testing ln the POP area, m 

'a long conv«er«il2! 1 C?*S 0 ?S" ""P 1 ***^ »t the moment. You had 
h.p^.r?r?h"m ,t on n t: e'Sf? ' FuU«;o„ t, .J^ U ^ the U1 " " d » h " 
-.-Kin, and rattMng- r&n^'SK",^ ^l\T t '.r\lV s °sL 


to look So™ at tne*Ls1?™ent£ tl S! rf nd "? 1#ld then h « h * d 
happening after that We^!™ he 1 wa8n '* quit* sure what war 
shows us something falling t*t alow notion pad film that 

where we believe the lo*l 2L£r22 5 tand ° r try to «nd«r«tand 
!•- r„u y not l^litrd"^ ^.r,u a . n ft!l„f° rth - S °' 

« r. ci:c.rn.r": ^w^j:',:^.^ — « 


GEORGE ALEXANDER No motion sickness. 

™ sis .iSrsit oH? e jKt":f:^ h x r*™ up thi - 

^y^SSS^.thl^A 1 f' n,t anSW « th » ««••"««, t Oon-t 

and it's supposed to because it might be serious some day. 

current capaci" STt^SL^^^nif r^ 1 " 9 Ch ? ngeS fron * our 
are you coming back? tran sP°nders, do you have two of two or 

TOMMY HOLLOWAY If I have two of two? 

Do you currently meet the flight rules. 


PA0 Anything else, Carlos Byars? 

CARLOS BYARS Let's puruse fchi« » iuh. wn. 

iass-iiSVjfirdES ~ "~ ° the 

tcn.pond.rtwo, " 90 .hJS *X SE?2i.2Ki Jo 9 f.?° w " only on 
co„tt„ u . tlo „ nor | al ^x^fSn^ nor T .l on(>i 

oo-uniMtiSnrciSlbimJ, in o?hecior5i 9 ? t h nOW hs r e a total 

XR, S-SSnSTX?"" Could you 3ust cl " i£ * th - 


Edition to voiSS. 8 b " n<1 9lV " yOU data ttl«.try «. well. i„ 
« ? re 9 oln 9 to^^ge^l^pio^^ 1 ^!"^" »^>>t 2 »l„„t M 


^ PlSj. K8ANZ PRESS COHFERBNCB 5:22 p.m. 03/26/82 PAGE1 

Space Center, and Mi? f a £ ^\°^"" ons at «>• Johnson 

the transponder sitSitJoTand'.Js" spt.k ? o r |i;r 0 nLS 0n£Ua } 0n OV " 
of the mission itself. ru turn i How £ ^nettf 3 ln terna 

the confusion from a stand ooin/nS Jk? ^f 1 ', 1 can u "ae*stand 
significant amounts of flexibilitv Jhf 5? proceS8in 9 -y^tea has 

" s rin^ i9n u ; f ?«Tt 3SE&^^*>52 *. 

crew went into the Sleep ££iod ^2 9 «Ki°Si t0 £ he time that «>• 
teams shift that came off ^his morJ?^ Sm^ 7 ' by . the orblt 
determine in looking at it !« ? 9 ' Wh f? h ' as far aa 1 can 

full capability *mJ£ full JLSSF * ^f^ 03 ' the question of 
possibily some of the con^sion c^L^S? I believe ia where 
is to give you to our StStSS as oTn™ P * iS^Jw 1 WOuld Uke to d ° 
system, and give you our in?e?DretaJ?on communications 
pertain to the management of Sat sv^l I?* ; ia ! lon "11a that 
describe the system briefly first ™„ J 1 '!* ? £ , a11 ' let rae 

systems, two bisic S-Band pm iJlu^l J™ look at ifc as two 
composed of a network sianal o^«« ati °V ystems that are 
amplifier, a pri-S5n£i2? ind S! I?S # * trana P° nd «' a Power 
look at it as two s*oiri?I antenn * electronics, if you 

and then l/iu^Ef^ element^," 

^ c ss ^^l£B^^-^ --sis 

failure in ttinM^.?^^^™*™? ha ™ a hard 

Power systems. Now this awtST!?! ,» mbe 5 ° na ' hi * h and lo " 
the groind interface anl 2St£! Jo^iS*"? 9 ^ .i^° U ? h ? hat we cal1 
box that routes switch commands f^ ?h. at 8 ba8lca Hy a logic 

■ Mffiisr« tt ss.»£: i SS'^T* 3 * 1 ' thl9 

Now you have to look a? this alio « 2 ^"?? pond " number ° n «- 
brin 9 s telemetry and ?ne ^I.Sd °o?o. to ^'^oKnd ."S^Unk 

downlink portion for trlnLnSL u Wre talking about, is the 
downlink portion fir tl^S^ll Z£ff two low and ?he 

functions are operating 2S«2£lv ^%2S?:< B °Z h upUnk 
into this relatively compile Astern 2 addition however, tied 
system, what I have been dJs«?b!n a L.S* W ? at we cal1 the ™ 
system, we have the FM systeS whiJS Previousl Y "as the pm 
network signal processor s^r^ef thin £*l» th * °" tput of the 
(ops recorders 1 and 2> and wSJ-. SJ°M th * °e board recorders 
processor, the FM transmitted Ijd S5^wfJ r S U9h - tht signal 
again to that same antenna eUc^nfL »°^ and - rault iPlexer and 
and this are two redundant IyS« ISJln !° th ° f the *" el «n»ents 
properly. The FM system So ll f gain are operating 
W*" routii .y2^ iS nor » aU y u "d to 

information system onboard th! SwSieSSE "! ° al1 °¥ Rational 
dump it to the ground during a si e D Lf ' I* f 6CO f d the data ' 
the MCC. we do this routinlii *tt?JZ* a and pla * it ' ■ " 

the MCC. we do^^rou" nil? orb't^oX^ 4 * ^ i" 
through out the mission. The qSJ.tio?*? ? ay after **Y 

interpretation has come up. t£ Jil2?«? ?* ™ is ? ion «!• 
we should have communications riiStJI °" rU f e baslc ally says that 
system we have full upUnk S^un?n da ?° y ' wi 5 hin the s " Ba nd 
that was within the PM systems^ we hli*"?.,?? ?f n f y excU3e 
we have one downlink that il lur^n^v ft £ Ull „? pUnk r8d ™dancy, 
FM downlinks where we can t!k2 dlt! lL P , as wel1 as th e 

the control center in a matter 2i f dunp lfc and brin <? it into 
long the recording interval Se San? 1*.%'° h °? rS depends on « 
purposes, we have maintained bo?? Jc. S °, f °f a11 Stents and 
downlink redundancy? one lurtSor sJate^n^ k ^ edUndancy and the 
heard, in listening the Flight Dir!^* ^ J hat you raay have 
over there, we have electednot at t£?« if A f r to ground loo P 
further trouble shooting on t? ans Ln5i tim ! to ex «"ise any 
trouble shooting that we cSuld So^S ! ******* number one « «>• 
from the (garble), this <n?*;2 £ 8 actually remove the power 

the i logic;^h%t e o P ti t oi 8 doe n s te exis C J ^J* M W V° uld 
could exercise the crosa-afcr-nnf;: n a f lrai liar fashion, we 
that option still exfs?L 3t £ a 5 P v2? °K ions ° £ 8trin * 1 and 2, 
requirements of the mission ran! i sinc f " e nave raft t all of the 
redundancy we have elected at ihf- m UP f lnk and down Hnk 
further trouble shooing unless wl hi!! «™m * ac ? orapli *h any 
system number 2, high Power"^^^ 

PUase wait for^he mike* iSfEiJ' ° ff in to W»tions now. 

call on you, unless* ^^iSa^SSr.SUT 

if^m t fc o° g r^ii f x^ a on? 3 of 

"nTi'-m sure your L«e n io^see a \? VGra iS raiS ? ion sta "<U>oint. 
goes that we accomplish In a «iul« rouMnf i ns f ance d aily go/no 
every day, we take a look at thJ J2J«w u baSia ' We do 
systems are working, whethel wXe^U^? ^SL^ 

And weathe? i« going to be 1 5«J i^v° U f 2 aUy 9 ° /no 9<>es. 

you to .« end ^^j;^ t S t K; t as ll '5s' a ;; t 5j« t? pt to » aae 

Kays from^'oH a5J%r-"SS! "atS £" * dlCU " l0n ab ° ut 

today, we'rft flMnJ £ P ' doe 5 n fc look particularly good 

« 'nit.^L't 9 ^"?,,^!;?!' gVno^oVoc.s!? """"borrow. *o 

' There will not be a landing tomorrow? 
PA0 Gentlemen of AP 

cu^ntly „. oi!" J 0 ? " y " ther9 ' s lM « *"an one of two 

have n oi y .^ro a 3:d? n %hos. tW :p??:„ SI" 5 ' T he —«* ™™ 
SStftttfl -^"i- « -learner we 

d^e have oTh^r oS^a? S^f'^' «*~ 4 " nU " b « 2 
tender th^t u S*MJ,.°' pbillt * th " U9h that «~ 

SitV2l&^:^x t^ 0 n u%2°r this y 8 ' 8t «" 

is that correct. operating through transponder number 2 

said we^actJaJL"?^^;^ 0 ^^? 11 ? 1 P coce "ing actually 
processor** and route it to ?he ?ecorder« f fnS J he n fJ work "i^* 1 
entirely separate system fro™ \ 11 Si and from then on ^'s 
1 and nSmbe? af^E^JX'a^^^^^^?' 0 - Tran8 P° nd « ni»b.r 

^SbETyou w"lf stnfh^ Si 9 !* 0 -' Slde ° f transponder 
could ope?ateon{ haVe *" ™ * ™ system that you 

KRANZ we would have two pm systems. 

ALEXANDER with their own transmitters? 
KRANZ Yes sir. 

JIMMY WALKER ABC Gene, what time did the first transponder 
WALKER was that 8:43 pm. 

^did 8 ^ ios°e us ^^ r hr ^ ic i: d i7S a ?;; rv? u iost n - b - 2 

*ith why have you evicted to J2? IL*^* 5° follow that alon 9 
that because y^fea^U coSlS Jnoek «„J U 5 th ? C tro ^l«shooting is 
capability? ld Knock out you're remaining S-band 

n K r? 0 t rou b i. T 2 h ^ t is n sr 2 a 1 n„'i b i. l ^r n .r:u"?s. on we 9ieot « i 

s.e if v. can try It I'lldttl tll^^tl typ * ot to 
When did you lose number 1? 

SKX this tiiMTKuflt'ioS: aw 1 ?!— on - oro " 

Hawaii orbit 57. 8 like ifc was somewhere around 


KRANZ Yes sir. 

JOHN WILPORD New York Times n«-« .u. 

(T a, gr aaatio„ 0£ ss* Sisryou 0 ^.^;-^: Ms,? 0 hiva 

KRANZ no sir, no degradation. 

/ "2tS^.t M iS;;: P Sii3, T J ibUM AS £° U 8poke of th « Potential bad 
!, ite Sa ? ds to »orrow. if indeed you had more 
coranunications problem would that mean that you'd use one of the 

oltlr ?!Lir?i n ? SiteS H you decided for comn,unica?ioS or any 
other reason that you need to land tomorrow? y 

No I doubt it. Basically, what we try to do is 
SSiS ?!J! Veral f 8 ?*?? 3 and 1 b «li«*e that for instance today 
r^i?nS!r o/f" clobbered tomorrow. We lost the * 

n ° transponder number 1. Troubleshooting wouldn't 
«S 2?#.? ?S ,i belleve w « w °u" continue to operate using the 

Ittly in SS^LS?' "* C0Uld — . =onti„«rk^„ g bU ' 

. . . Okay, and another question, you are able to aet 

£?rvthi!2 2? J?,"? ShU ? Ue ' a11 corana » d *' «U inf5l.5o2! 
"mu^SL? V ih^ ann S 13 ; - T 5 ere ' a ™ limitation on any of the 
transponders on that. Do I understand that correctly? 

^'transponder's? C ° rreCt ' We haVe ful1 uplink ^ability in 

J u ■i , I-:£S:;-; #llh J5 Gene you said •«"« that you had a hard 
cJ l v 0 ?. J 1 V nd a PP« ent in the high and low of number 
iAd-SSi2* yOU explaln ^parent to me, again? I'm not sure I 

VICK HEEL... ABC... Yeah, Gene 
failure in r 
1. Could yc 

In other words then, 

,ii 4 l' m sorrv ' transponder number 1, I keep getting 
bliin!!*!? UP ', number 1, when I said 9 appa?ent, 

i^nlrJ? caus \J he end faction cannot be accomplished, it is the 
control for those transponders that we believe is the problem? 

afelectronic rail^e. ^ 0ther ° ne th « hard f * llu " is 


We really don't know, we really don't know. 

ALSEALSTEAD... BALTIMORE SUN... If then all these alternatives are 
?S?vftiE U .i!E h a ? '?? ? C ? 88 « fc "PPing you described 2nd * *" 
!i y J iSJi! 18 *" 18 f fc fair to c °nclude then that you do not 
■* « serious communication problem? 

ill the time, we certainly have ?hi ^ 9 K???J hin 1 workIn 9 «<« ■• 

that we may be J?* «=over' e f tJans^r . " " iy "° rk ' 
SSSlJSff^^Sr' PRESS -*« *» to receive voice 

there. "° ° an n0t - Me h * v * «» OHP backup capability 

PAOL RESER...A11 right, not all your stations get UHF? 
ge^HP. That " 8 rl9ht - *" «»«ons but orroral and Santiago 

S^'o"! fy-s^s^s St^?" d °" nli - 
J^Wr/x^^^i^^i» ll j[ B «»« J* two systems, the 
OUe "^o„1%h h e?^ a 1eXr£S 

13 operable at this time! ' S : ban<5 volce """"link that 

aU^ou htve ?. ne ^; band VOL °< « that one goes out, 

KRANZ „o, „o, at that time we have OHP remaining. 

KRANZ y es BlCi 

WSSR And the PM is not voice downlink. 

KRANZ That is correct. 

PAO George Alexander, Los Angeles Times. 

GEORGE ALEXANDER Los Angeles Times The FM is not voice down? 

KRANZ Principally TM. We do have some recorded voice 

don't veally know, and I can get you that answer 

v'^'to^S&'SS: 1 b « 11 « v « it i.. but they'd 

Huston, then witch 'tl the""!.™ J!*' tw0 raote ^"tions from 
this gentle.™ o n tn"e JirS? S5? y PaC " C,nteC foc ^"tions, 

57. do you know on SbS. 0 ^*?,.? SSSrS? ° rbit9 55 a ° d 

Sleshootin, 1 was^e^ ^"hoII^ 11 ?" !?S the 

9«t the exact tine and |i°e ylu ?£e indi*"* h ," t '.. but again ' 1,11 

at that tine. y h * individuals who were on shift 

2S2?f.ilur M !^ M fU9ht aiteCtOC ««tchin.on have been aware of 
KRANZ y„, he w „ thece- 

TONNER At laat nl9ht7 

cane in this morning at four t'ZiZS er twenty four hours when I 
e engineering divlloLf't tht ££*J?? y had , b « n irking with 

flight controllers thrlS|Sout the ^taht \K? Pl *' * S W * U as 
commands that were sent to ~n5?*„? 9 JJ' there were numerous 

take a look at 111 35 opIioS'&t .^.TE^' " y 2 U " ally 
options, with the tuntln.^! iSl available many of these 

exercised, yo\. SEJ SS sit Sown^S ^rapping options we« 

at time, of occurrenceTwhat d^tfX b ™»* out these commands 
then try to piece it tea.?*., .! H we see at this time, and 
awareness as P «£! marchlf ^n! ' th " e "? di «««nt levels of 

aT^ou-ve talked i^.om?£,&« a h V " y e0Opl " sy "«» 
that the flight director SS SfSlT^'SS "asTnilhl^ 

Suit." were aThoJrfSriSr and^?™ »— 1M * the end 

further troublwhoo^in 8 thif af a 2 a n ^ V V CCO ? pllsh,!d *°» 8 
standpoint as well -^r^SS^'.S^,,*' 

Huston and theJi'sw'uch to^he'L^LT laSt *»••««> from 
gentlemen on the third roS. Keni «"ly Space Center, the 

Tether oo&fiKSf* # ^l t Jh. b comm b °? eS ;/ f 1 ™ y ' 
hL. got originLly, Sit tST^Z^JTSST »°" 

KRANZ vou-d have to break that down to each of the modes. 

' srating, what rd say wi?h™? 9 iJ PM h Lnka """out t». 
I d say Vltty percen? of "taj svst™ e „L Ub ^"!' lthln th °" 
look at the submodes I could llv luJZE °?« atln 9- " I take a 

you have to disc^te^y^^ft^ 8 SSi^^^f g^fon 

SPSS everything?*!? jgj St".^,".^ add « d the PM and the 
about twenty five percent out? together you've got 

Kink and th'e'opUona^Sal £ gS? 'ft?^*^ 16 Uplink and 
percent outage. 9 ' ifc 8 a °out a twenty five 

CrntM, we'll 2oie W ba^ t2 1 S u 2? A " Wlteh "° W to Kennedv Space . 
questions. t0 Houst on, wrap up with a final few 

DICK LEWIS Chicago Sun Times t 

questions, Gene. One is in ! a couple of bri «* 
the pm you can? you're laying tLST* I™ 1om the downlink on 
continue the flight on thY Sm ISJVhJ ™ underat «™a it, you can 
correct? y " cnfc ra and tne &HF voice backup, it that 

.until I find JSptibir^hw^t^J} 1 ^ f n a 8afe fashion 
deorbit, Now there may b2 othSr SiJiSfJ?*^ } andin 9 s *te to 
the basic intent with another fa^ri 9 ?^ ??, c ^ cuns tances, but 
to utilize the PM system until I c25ld o*t f « M SyStem would be 
landing area and make sure that r ^Jf 9€t to . an acce Ptable 
the end of the mission? 1 have an or<a «ly Preparation for 

thf tKen StrffiS.^SJS ^r S an b s a ^de°r n SS C ° nfU8i ° n about 
the impression that the number two ? failures, we have 

fSliaVfi 1 * 80me "~ «°»n^rMt n 55 n or°?7 th ?s 1 ^ 

railed at the same time? 33 or 57 ' is that correct; 

Sffil «.il«rf^^"^ a ^^.^ r tl-.., the 

ST^Kk o£? 'ii"J h S",SiSS d »«""■ orbit 55 or 


« at least t^b^^If i*^ 1 ." °2?"-™ th «" "»« 
through the commentator over in th. m<^ • p *S ieie tlmM ln 
get you the specific tim«? Misston Control Center and 

wt " ne transponder was operating 

DICK LEWIS orbit 55 and 57 was yesterday, was it not? 
KRANZ Yes sir. 

DICK LEWIS Thank you. 

HS. anotne, AA?^^^'^- 

JOHN WOLMAN AP The weather i 
see to whether or not the landi 
decision to press on to Monday? 

ise, „ 

that one please? 

decision to on to MoJlS^" 9 W ' ath " is " Utaa to V°« 
Son, »» J^&^ t ^ your 

: radio problem after vour" o2 0 o?» P frf °V ntil Monday would be a 
i the mission have b^r^c^D?!^ ? ayin ? ""J* of the * oals <* 
! in white Sands? accomplished, is related to the bad weather 

! ?hf mission i.^'orShS^Sr iSeiSl^ i J S "! ap ? roach th * end of 
j when we want to terminate the millLl °f mak * ng a decision 

entire preparation £or deorbit hlf ?S'bi fnTi" f indicat « the 
' crew, the controllers, everybody wo^iSS ?£* £f er } y process ' «!• 
| the people for landing site hSJJ £ be ?m£I< mlss i° n ' including 

entry, landing, rollout and then fch* ? kl ? 9 about deo ^it, 

! activity. Weather is onf ^Jk" 1 ? vehicle turnaround 

overall systems status ?s aL£Ef r Prin ° iple liberations there, 
! readiness of network fnd t a 2 !Mf^ Cre ; 3tatus is «°ther, ' 
it. All thLrf«^rrgo t intrmakiL°5 0 ,!r ry ^? y t0 Support 
decision. All things beina •«,!? 9 y °? r raission termination 
planned mission SumSiSS. if^i' i nt ! nd to flv thcou ^ the 
going to be favorable oS one dI5 Y *3 «25 £ * Pf raxnete « is 

KS^ ?A0 no additional questions from KSC 

(GARBLE) To foll 


aaja sW^»S7S-as swa,- 


transponder number 2 aSi J? 1 p 5e blei0 ' wi <* the Itm ^ 0ia the 

the troublftqh^w an<3 then the subsemi*,,* 7 Low no<3 « on 

KRANZ ok.y, I would«..nd th. «i..i on to continu.. 

« -."S5!-43TO^!2 { Mri th «" tho " - «- 

h«. m . t tC iSU?? t o? n ?h. £ "i:iion n t t ;i::. pucpo " s ' 1 b * ii * v *' - 


PM .y.t. n .no SS'^J lo^L^Vyti^""'^ th * 
5u^ n , n t.ry*d. W !.y. lor^nJInrSL^::." VS»— wlth 
could take" sUt mm r.i«J J 1 ?""-, *», you 

of th. .it. pi." sss'ij sj2ta^th: t ;.f? rln s ! ,ciy p"" 0 " 


Any oth.r qu.«tion«? Vicky I*on.rd, ABC. 
VICKY LEONARD ABC Hi, two thin,.. On., I .till don't quit. 

time and I honestly haven't SI5 d ? rin 9 that P«iod of 

PA0 Do " that answer your question? 

right away. * * ve got ifc and bri "9 them home 

KRANZ {jo, No> No> Nq> 

LEONARD Never that 

to think .ntry, g.t iind »d?u«.d H fl*™"?' h« 
flying ahift. y 8 * e toda *' the entry team's 

PA0 Cr «ig Covalt, Aviation Week 

Z™v .djourn.5?* ° th " 1"""°"" »• h»». no oth.r qu..tion«, 

* .t»« i can * t j ^n,. 1 ;^:fi5i»5i ont that klnd 







it was caiiea a L2U burn, that means there via* a i»ff j ' *. 

oEw?< nUrab r J manifold and there was a Sp???ing jet The ^ 
S3~S ultels^ter*^ hal ^ " ^« ° f the 

Sfff2J}S at } y 20 /° Ot Per second in p""?! j; a positiorade 
direction in order to change the orbit just a little bit 

lllZr'lt e S?5 y J hlng abOUt U went absolutely normal? DUecuJ 
radiation, checking that environment around the vehicle Ther* 

in that parUcEar ^U^^S^SX!''" 3eqUenCeS 
location, it would sequence it through those points? it would go 



to one then pause, and then the crewman would take data for a 
certain amount of time, hit a procede button, it would go along 
to the next program step. After they had done that and those 
were predefined before flight and by the scientific community 
based on where they thought these particular streams of particles 
would go. After that we did two manual searches, that the crew 
had practiced, where they just take the arm and manually search 
for the beam and they have a meter onboard that measures the 
intensity in electron volts that their detectors are detecting. 
And so they can tell when they have found the beam and when 
they ve gotten into it and they go out the other side, just by 
the analog measurement their getting out of the instrument. And 
they were quite successful in fact, I don't know what their 
scaling of the units was, but in the automatic modes we were 
getting readings of something like 40 and I know Gordo at one 
time got up to size 72 and so he was doing a better job of 
chasing after and finding where the beam was then they had 
predicted in pref light and you'd expect that. He could adapt and 
they would be a little off and it would move, he found also it 
would move from one time to another it would be a bit further 

?E t he longeron. But the scientists were extremely pleased 
wl^ t ff t 4 , par , ticul J r S6 ^ ° f data ' and 1 think the PDP scientists 
ttl J^< day j ^ St 3 ubUant with ^e amount, the quantity and 

the quality of the data that they were getting. Follow that up 

sur^nn!??™ ?h arC \y!! ich aga J n 18 } ookin * at the magnetic fields 
Ihll !? 9 ^i^S^K' again trvin * to define for future users 
what the magnetic fields are that they're packages would be 
riding in. Then we added in a test that had been dropped out, 
first time it was dropped out was in flight two and then it was 
dropped out from this flight two days ago just because of some 
tl»S r iK2 55 u 6 " incu " ed and we're getting behind the 

miS! }1 !\vJ he ^f^J* ? umber of modes tne most rudimentary 
SSSli ing f a iJ 6 f ba ? kup and if an * of vou have seen the RMS 

panel, and one right in the center of the bottom, there one 

it i! n2 X Kf ? anel u hat ki " d of looks segregated from the rest of 
ihifr «2? I 5 he meters and all the other digital readouts and 
!J? "? t ; o „?"f e fcha 5 is the ba ° ku P controls, there is only three 
f?2 1 i dev i ces ' ifc uses a different power source from the ship, 
LlLt n a i" B T P° wer/ Y erSUS main A that a11 the °ther primary 
modes use. it is not computor supported in any mode, the 
"S 3 "', 1 ? muc h }ike, in the spaceship in driving with the RCS 

ItrlijR f y °^ th i nk . 0f aS a direct mode ' He ' s Physically going 
straight from his hand control out to the motors of each of the 
joints. And we wanted to prove that it is possible for one of 
the crewmen to manually stow the arm. We don't anticipate doing 

the backup 3 ! \i°J.° f W °^' 9 ° ing 0Ut P lanni "9 to do work in 
;2%? a P m o d « /that's mostly a save the arm kinda thing. But 
If fi? a crad l« in the backup mode and it went very well, in fact 
he got it almost cradled and it had gone so well compared to the 

S?22L°f/i"f ^V^ 3 ? all ° Wed i? ' and we reallv hadn't 
a ii?n -J K b ^, ab ? U J 2° ra J nut es. He took the thing back out 
again and had Jack take pictures of him doing it all over 
S2Sf^ S ° that w ? nt very well and we were glad to get that 
behind us, we would have rescheduled that for flight four had we 

not. The crew generally today were, if you have been listening 
to the air to ground, they're in much better spirits, they're 
beginning to, its very evident by listening to the kinds of 

f! ? e ?i if £ OU know them ' listening to the kinds of little 
asides that they throw in, that they begin to quip with us, 
little smart remarks, little jokes that they toss along. Gordo 
got in one good one on Jack today, we were coming across Camp 
m!^ 6 " 6 f £ elle ]J e ' and Jack bein9 a Marine he said he sees the 
™ ? .li'S*!! down there and the marine airforce and Gordo says 
yes I see both of them. So you can tell that when they start 
that, you haven't been hearing much of that the previous days, 
J°lo2 a 2*J?ii Wh !V?! y Start kind of thln ^ they are feeling 

?nJ?i-5?i! f' -J i Jf. Very evident there was absolutely no 

mi n thelatter Part of today that there was any 
the TtL J^H< d e ^ rvthin 9 asked of them in the latter^ part of 
the time line this afternoon without a single hitch. I don't 
know of a single thing that the crew missed today. Right now the 
vehicle is back in the cold sun attitude continuing thl 80 hours 
of nose sun thermal testing that we had planned to do. The orbit 
value n °? 6 ? y 134 ' tha * w111 d «cay down to some lesser 
c*i 1 °?i ld glve you a wild ves ' but I,ra s "re Terry or 
someone could get you the right number if you need it. it will 

?!? ay A f6W mil ! S frora that by the end of the mission! Gene's 
JmS! J? VO[ i 3 ? Ut the u tran sponder problem that happened on the 
2 ILf ? ine : What we did on my shift today with regard 

to that particular test is that we did a little bit of rudimetary 
tll^ni ?? tran ?P° nder "umber We did not d ° an exhaustive * 
JmSit Lm\ W6 mUCh mS activ ity today in days 3 and 5. I 

think Neil has told you a couple of times days 3 and 5 were the 

« t? i ac t fvf t 5 hiS a f i i ?!; t - Th6y , Were really ^ st shoehor^ed fSJt 
with activity. And there wasn't much time to work in stuff. We 
tried a couple of things and didn't learn anything useful from 
t^n^L ar ?o ab ° Ut Whe 5 e we darted as far as checking out the 
transponders is concerned. The other failures I don't know if 
^o k S°rc a 5°^ ^ ^ he Goddard, Goddard has, there are two tape 
£ho°^H^ ediGated t0 tn f ^S' 1 P allet dat a. They are called 
the Goddard number one and the Goddard number two tape 
recorders. They are indeed a redundent set of recorders. 
thfr ar w<?? m H er tW ? haS ! a i led ' if "othing happens to number one 
tlZht J«L 2° °-? ° f data fr ° m tne fli 9 nt ' so that is going 
Ji 9 5!#. J° 9 Z The ro i lest °ne they still have in front of them il 

to lit* r J?? data ; M ° St ° f the guys tnat have been running 
to date, really have a lot of good data. The guys that need the 

ffidK".:^?™ 6 ' . the K 9UyS that haVe the SUn sensors haven't hid 
thSt thi; y i5iS 9 Sr aUS ! We ju ? fc haven't been at the attitude 

fo a £ l\ttl 6 ' T ? e N2 system you ' ve been told about a small 
JnH rS S ? W UP ^terday or the day before, its started 

and ran for a few hours, and then it stopped, it again yesterday 
or yesterday morning I believe, it started again, it was leak iL 
?Xtt*2\? Ut Shlft ^ We Started a few Procedures to try and 9 
iISi Si. ?! I?X'.i. The , SeC ? nd oonfiguration we tried stopped the 

? f i fc uni< 3 u ? lv tell us what location it was at. We 

1 S2iS i!l° ne raore configuration leading up to about an hour and 
a half before we put the crew to bed. We think its into system 

2, there is a system one and a system two that has tanks, ^ 
regulators, just a main stream of equipment lead and then another 
redundant path exactly like the first one. System 2 it appears 
is the one that has the leak, its conceivable that, well we 
haven't conclusely proven is that there isn't also a leak in the 
other one. The leak rate is one that, it would not be a major 
concern to us as far as flight duration is concerned. We put 
them to bed on system one, because the leak rate is so small that 
even if there is one, we could afford to feed it during the sleep 

5£ ??? we J 1 get one more P iece of data that way. The only 
J?" * h } ng that we worked on this particular shift is some of 
the details, you know about the APU 3 problem during ascent, we 
worked on defining some of the details of how we'll go about 
checking out that APU. I talked about that briefly the last time 
I was over here if you want to hear some more details about that, 
we can go into that. The only other piece of hardware worth 
mentioning I guess is the IMUs which are, only because they are 
working so well. The last alignment that was scheduled for about 
™5°?I an ?. a hal ! totof sleep was just deleted. We just didn't 
Activity P erfect - That's roughly a recap of today's 

«j , ? kay l 5 entlf y yourself and then please wait for the 
mike. Morton Dean, CBS. 

MORTON DEAN... CBS... Getting back to the transponder issue, as 
they used to say during Watergate, what did the astronauts know 
and when did they know it? Did they know anything of the major 
problem or not. We certainly didn't hear anything. 

DRAUGHON No and COMM is one system that the astronauts, 

either it works or it doesn't. And they have very limited 
w«rJ?S a u We usuallv trv to kee P something on line thats 
working and when we understand a failure, we'll summarized it to 
them, but we generally, its not like the RC, the control system 
or something where when they go to try and use it and it won't 
work for them. We generally don't get into a lot of detail in 
hhf™ U f^ n9 C0 ?? confi <J ura tion or COMM problems until we can tell 
them this particular piece of hardware is hard failed and we're 
not to that place yet and we haven't briefed them in any detail 
on that problem. 

MORTON DEAN... When did you folks actually know that there was a 
problem of three out of four, rather than one out of four parts 
of the two transponders. 

o£?2? H ?i!< V ea JJ y don,t know< rt was known when I came on 
Aill, ?: S rao 5 nin 9 tnat a11 of system one was having some 
difficulty and the only thing that was really, and in fact I 

k ?« J5 e i^ fc t at t rans Ponder two the low power mode, one of 
its modes, we think we've done a through checkout on it and it is 
JS^ rec °y erab i e - Transponder number 2 high power mode 
is the one that we hav* been flying on ail day today. The system 

that you really don't know the status of yet is transponder 5 
number one and its strings and the different ways you can hook it 

CARLOS BYARS . . . HOUSTON CHRONCLE . . . Lets touch on the matter of 
consumables for just a moment. You have been trying to stack up 
enough excess that you could comfortably go another day without 
cutting in to the 24 hours surplus that you're supposed to 
have. How's that going. 

DRAUGHON It's going quite well. We could fly three days 

longer than the planned 10 days mission without a problem. 

Front row, Associated Press here. 
PAUL RAYBURN... ASSOCIATED PRESS... Did I understand you correctly 

ZSEh£ e i n °V U J! e that there 13 n0t a leak in nitrogen 
or twS !2S er «li and Wh ? Ce WaS the leak that was "ported the day 
or two ago. Which system or the possible leak? 

?iJ2? H 2L -K Th ! rea8 °I? W€ ' re not Sure is tnat when the leak 
first seen, the two systems are manifolded together. You've qot 
two tanks in system two and two in system one but those two pair 
t°* lded to 9 ether and while you were feeding that manifold 
of four tanks into a regulator, it was leaking. And the 
configurations that have been checked since then have not 
it 2ll o^ S ?i at J d dow \ t0 * ust one °f those systems. We kept 
tn-hll ! k st °PP ed - So we know the leak is not in 

tht ILt riSJiiS? 3 rl 3 ' We t nOW the leak is not downstream of 
Z J regulator, its somewhere between the second valve from 

thl if?J I"?^ h V e 2 ulat ? r ' And there is a check valve right at 
thl Jli? bul 5 he ? d where U 5oes into the pressurized vessel, into 
it! 2hir^, S ^ itS . SO J ewh f re in that line « But whether or not 
t ™„7S " J JJ? r f ? a oo^enientry, if I had a blackboard 

I could show you, I think it could tell you maybe you had one in 
both but you just don't know until you finish this other test. 

What did you kSow a^ut^h^r^thrrone^Sa^ 6 " * *** " tW ° * g0 ' 
^"ISL l.. k !! 0t Y:.? r#at dMl - .« It's the 

CRAIG COLVALT AVIATION WEEK... I '11 take you up on your offer on 
• J??*? ch * ckou \ scenario and also while you're at it, I've been 
hiSh vS!! r Vll wond « in 9 whv You've got your elevens up so 

those up? ^ 1 miSSed there on launch da * to P ut 

You mean after you saw the TV on orbit. 
Yes . 

SPACECRAFT I was surprised too. And we didn't do it on 

£ES?«fnl J I whe " their modes take them and they're not b 
fhJnn k t0 w b ? any place so that ' s wher * they go. We do a 
t^m 9 r^h2 r W ?H bri ? 9 5 h ; ? yatem back U P hydraulic JSwe? on 

them rather than just bring the hydraulics back on with the zero 
command and slam the boards back to wings level. The firs? ?hinq 
it does as part of that start sequence is that the software goes 

reads „ the t*e*> Position feedbacks, and theJ sa?S ?h2 
?h2 ITJ 3 ? qUa L t0 the ^ition feedbacks so that you crank 
them up and they're there and then it slowly brings it back so 
tEat f I S i fl? that happens when you bringup thl hy^rauUcs is 
that it will slowly bring everything back to trim. 

I recall, Y ° U didn ' fc 96t them Up like that on s ' rs ' 1 and 2 as 

i* Vari ?f: Soraetim es you sit in the hanger, 
sometimes one board will droop. And it just varies. 

On the APU now. 

EES???? «• ° n , the A v U ' the thin 9 that we need to do there, the 
APU will ™n W %^ OW th \ A ? U a H ° n ' no reason to ^ubt tha^'the 
• the apu" It *h* T S e , uncertain a oout it is the cooling, if 

thl S', if th ! wafc er spray boiler that cools the lub oils and 
comfSr^K?f ! b f S nC ^? n C ?"^tly, that APU can be used 
comfortably for about 10 minutes, in my mind we clearlv need to 
ascertain whether or not that boiler is going tl work or lit 
thill S 5o entr ^ k*V di f n,t find that out? the only sensible 
Si? 9 miS ~ s 1 ? Pe J° ^ ait until about 80 '°°0 ««et and bring 
tctUill ?2 a ? d h ha r " for land i"9, which is where most of ?hat 
activity is with the elevons. if you bring, if vou sav w*n itl 
going to work and you crank it priJr to entry, yoS ml? lull \inl 
up about MACH 15 or so having to turn that APU o?f . And tSen Sou 

do a fJoh? in 2 J* 6 ? y ° U . didn,t really need a11 thai he?p. IS le 
do a flight control systems check out on orbit right now we're 

?t la ?Sr in ?he t0 mo e h C t k SJ t ^?, 3 dUCing that fUght -'troJ?^" lie 
acc m° P l^h ^SiS^ 1 onTJme- '"we^la^da^ ^APU 
H-S^fi S'SeSr^ PrefUght 0n thS ^ e 

A ^ EXA ? DER -'-^ TIMES... If this question was already asked 

d^l'tha^^L^ ?i! t l^ st got here - what scenario ca " y°* 

onarSf« 1 ows * he hi 9 h power setting on transponder 2 to 

numh^ i? c 6 kno ? k * n 9 OUt low power number 2 and high and low 

hlSh f« L^° me klnd °f Path way nas to *» °P ened *>? number 2 
high to keep on operating, what scenario.. "uraoer t 

hSSh^! — * i Ifc L a ^Pii^ted system and one that has a whole 
f ash fn« J 1 b ° Xe ? in ifc tnat has lots of redundent ways of 

lashing together, and I really can't answer your question. 

I. . .I'm sorry, there. 


?S G 5°L Jj? U lt be 8ur P ri sed if there is a single failure 
£no! S? i e ? hi bit J he results that you just described. I don't 
by any mtans. "* n0t d ° n6 a com P lete checkout on Number 1 

............. .But all the troubleshooting that's been done todav 

has not given you even a hint as to what the problem is? Y 

SSS???, f i, 110 ' The testing we did toda y eliminated some 
potential failure points. They did not check out. That 
transponder is interfaced with one of the NSP's at all. You 
know, there are several modes we never even got into and the 
reason was we were doing so much work with the arm, we just 
didn't want to impact the RMS work. J 

Jules Bergman, ABC. 

JULES BERGMAN ABC I have two questions. 0n», is there anv 
SSmlly? 1 * 11 " ° f S " band w?n' corned 

if?o?°you. There ' S h ° Pe JUleS * 1 d ° n,t knOW ' 1 can,t ^antify 

£ L ?f fffwiJole^rcui't' ZSS.^gS.?"- 1 ' 18 What ^ 
You really can't 

of di 

ked at all of them. " 
JULES BERGMAN Aren't the TRW specialists here to do that? 
DRAUGHON I don't know how many of the subcontractor are on 

OM»tiZn! Ihlf 3 nUm -! r 2 f fP ecia ^sts in E&D and in flight 

reenbry E angle b^^'STLS"^ 1 " ^ 

DRAUGHON Absolutely not. We have looked at, with the stuff 

with the history of the tiles prior to flight Tand then ?he ' 
lo£?2 Mi i9h ? 11 and whatnot < have Ipent a lot of time 
looking at tile losses and we're quite familiar with where the 
SoT^X 6 profi J es are and 'hat can be doite to f eStr^ 
S n 2 tC encount « the heating somewhere to get the drag to 

pSrh^^at^^'bn 2 SSI e \--«1oi% k %S e g a :t°h f ott t e h ?. b °Vo y u ££ 
put neat at the back of the vohicxe but you qot to take It nn i-v»* 
front. But we have looked at all those ?or thi.'fiiSj/JnTwfS 

kn^wn H ° N *Ph a , YO ? really Can,t Say * There ' s 3ust not enough data 
oS? ?t in ;^ 8 £f t J B h3S t }°\°* diffe "nt configurations you can 
put it in and we have not looked at all of them 



the tile problems wo know about and have finally conclude 
we plan to do nothing different. There if no regimen?? 

fLT^th^^? going to transfer ^ ^ Si S y 

2Sl2!?? , h Th S' S u n f the way vou would do it, and you 
wouldn't change the body attitude of the vehicle. What vou would 

keVJh.^JE' J?-!! e ; P the Probing moment righl ySu- ve go^to 
keep the same attitude alpha angle of attack for the vehicle 

tht bSS f? 90t J? 2V 8 Change a Pishing moment if y OU think 
Lotl L ^ Whi ° h is normallv d own f has lost some thermal 
protection, then you might say, well I'll fly it a little ?,,rfh 0 r 
U f; ft* if yOU do that ' then something has gJt to ke« the 
bo^ h n^ m ° ment equal i so the elevonshave to coSe doL. The 
ESXJ S P °° m ! S UP ' the elevo "s have got to come down! That 

is the lateral control, which the elevens give you lateral 
nominal one that we're planning to fly. 99 be the 

S'K.SS'fc-K.'Sx,""" «"»»» ~».» 

.Carlos Byars. 

'irSJfyou.u^t'd^: you may not 9et aown whe " the 

ROBERT COLLIN... is that good enough. 

DRAUGHON if you can see it, you can (garble) to it t ^ 

guess The main thing is to gei down to where the seats work 
and then you get below deck and you hope there's a runwL ' 

know, you're talking ablut wly out stut? m the 

"eJ try tt^aivt ShJ^hf hlB9 ' th V ay y ° U *>»Y 22i ex^ra^* 
ust iLh' ! J J fc £?7 things we call pad messages. They're 
? ?Jj , u ln ? s ° f deorbl t times and the site, which wav the 

JnSrrLLT^" 6 "I 3 -' y ° U ' re * oln * to l»na back ove? a£\he 

got ^arly in the morning, we've got quite a few afldin^i ML 
manuvers checking out some short pulse firinqs of til «J}„!f 8t 

Was that logic box included in the testing today? 




.11 -~««awxvc test, 1C 

all we had time to devote to it. 


PETER ZACKERMAN . . .TIMES OP LONDON... I may hav e missed this tm 

«is% V£?Ji "^J" 1 ? " hat Channels ° £ com„SM"?io"now 
exist between here and the shuttle and also I'd lik* Jo v^L 

e«» e 5 EVj" b ? 9n -*«i«tng 'he shulue-f capabUlEHor an 

Is th «t one digital uplink? 


You've got both? 

?K U pa?t that U°Ao t tW SJ7S a ^ digitial uplinks and ™* voice. 

generated by the PCM units onboard. It's still aolnn Ji -v, . 
recorders and you'd dump those recorders in vlew'of ?he FM 
link*. So you could record data and dump it it?s kind^f 

I*** the follow U P on that is that if the weather 

lZE"«7lJ? neXt day acce P table ' would prefer £o 


Because of the communications. 

DRAUGHON I'm not sure that's true. That's the trade you'd 

have to make, but it's not a black and white,... 

^cision-noi'^Und^r"! ^ ^ W " th " iS a faCt ° C ift *™ 

DRAUGHON All those things are a factor. Another factor is 

*f * aV ? ??V2" en the guys that want l *> all the top sun 
data, any of that data, you know, there's a set of people that 

n^hJnf LiL H tM ?H ba y tha f, have *<=<=°*plished essentially a^Sst 
nothing because they're all sun looking guys and we don't <jo to 

111 TZtt\$ e n » l . ai1 ' ot to — • s ° ?~ »™ £ *o SiS 

• So thls tin*©/ the data is the important... 

?^t G ??l on fES^SSfV 8 im P° rtant ' ^ct that we need the 
test time on the vehicle, we need the top sun for a thermal test 

Hit d a L al fh a ^"Jf 1 teBt attitud «. ?he therma? gSylSeed 
UJ h / sci ! ntl8 * ;s need that data, we want to see this 
11 i2\ ly l° r a duration 38 long as it's safe, if we thought 

k^S^aSStKS'to*?! 0 "^ We C0U i d * Th ° Se Winds are ' they're 15 
Knots gusting to 25,... the report I saw, the last one I saw. and 

11,1^1% 2 tUn T, there ' we could find on e that had an ' 
acceptable crosswind component and land on it if we needed to. 

AA^nn;::;;A ,,CoUld , yo ^ just glve me ^ U8t one Percentage of the 
communications available. Somebody said that you have 75% Do 
you think that's an accurate figure? 

DRAUGHON i don't know how to quantify that. Yes, I quess so 

?Snc a ion a iw at , fl th ? t0tal ca P abllifc y of the vehicle used to bf "° 
£S? h^^ha? 8 i^u?a ^Z^ll oni^give^^ 0 ^ PM 

.Thank you. 

.Paul Rayburn, AP. 

PAUL RAYBURN...AP...A couple of communications questions, is the 
teletype that you use to send messages to the crew, is that 

cSestton^ °f 'ft ?"?!!?* UHF and ™ s * stems ana ?he otJe? 
question is, is that thing working in a downward direction as 

, wel1 ' ><L 

DRAUGHON No. it is not independent and it does not work in 

a downlink. It works on the, it can work on either uplink S-band 

™?"r? i6 S\ We set for s ~ band ' wh *t they call S-band 

system 2, but we could put it on system 1 if we chose to? 

PAUL RAYBURN... I'm sorry. One more question. . The delayed FM 

snsi; k inSSf tisir be cecocded and sent aown on «»' ~ 

DRAUGHON The voice can also be recorded and routinely is 

Commentary on TV, for instance, you routinely see that. 

TERRING LUSKY...CBC...What, if anything, can you tell us about 
why these communications failures have occurred, and what can you 
tell us about whether they might be fixable? y 

DRAUGHON I really can't tell you anything till I know what 

"f a CVi? ht now we hone8t ly don't know what they are until 
ah ch « ed thera out. The only way we could fix them JoJldbi 
•«rh iSrKl 8 ? a l st ? mB up vf nd if y° u could find out which box in 

*}j g L i b l? ken ' this GSU Lr what it does is restring 
things, it puts them together in different segments and plrhaps 

P f.^ em ^°! ether in a chain that now^works by picking 
?hJn°2J ?f Unk ' ° ne 0Ut of this one ' and work Vour way 

tort oSt! y ° U Can 366 th3t that ' S a fairly ted * ous th ^ fc o 

John Wilford, New York Times. 

222 ^ F0 ?? , ) :; NEW Y 2 RK T ™ ES "-A question for Terry. Could you 
shed some light on why until 3:10 when you made your 
announcement, we were not told the full extent of this problem? 

n^ U S i n 1 ga ! ss 1 could back infc o that thing we used to 
?SI ^ 'Jk** 01 ^'*. That didn ' fc happen on m * shlft , but we ran 

9 througb t the INC0 and I checked with the flight director 
" ; " en s^us of the s-band transponders and they all 
li? S? hlii. a 5 d that 3 u hat 1 W6nt Wlth ' becau se I was getting a 
tZlt°l £S!J r r ° m ° Ve f^ ere J on what the current status was, so 
!5m lr at WSn ^ With and 1 had not read the transcript of 
earlier press conference where apparently it didn't really 
surface that we had parts of the second transponder unusable. 


At the morning press conference, it was understood, 
and the transcript shows that transponder 1 was fully operable 
and the high beam on transponder 2 was operable, but the low 
frequency went out during the PDP, yesterday. So could you, I'd 
like to follow John's question, you know, could somebody here 
establish when transponder 1 was unusuable and why we weren't 
told . 

DRAUGHON Well, I don't know if I can help Terry out or not, 

I wasn't there either because I was off working on some other 
things, working on the, you know I've been off shift for the last 
3 shifts. But, I do know that if he was talking to the guys on 
the console, I talked to one of them just before I left there, 
because I figured you guys were going to be interested in this 
topic. They were not then, and they still are not convinced that 
that transponder is deep six'ed. They think that there's still 
some numbered, number 1. Number 2, the one that we are now 
riding on in high power mode. They believe that the other part 
of that, the low power mode. They believe they have adequately 
checked that out and that we're not going to get that back. But 
the other one, transponder 1, they don't think that they have 
adequately tested it enough to say that that guy's gone. And I 
don't doubt that they didn't tell you that it was gone. They 
know it's got problems, they just don't know what the extent is. 

Rev 57 

The communications people, instrumentations 
communications people. 

Kranze said that transponder number 1, apparently 
failed completely, and he also said that they're not going to 
troubledhoot it anymore. That on transponder number 2, that the 
low power wasn't working yet, hard failure on the low power 
because they operate in the high power. 

DRAUGHON Of what you said there, I'm curious what you 

interpreted Jean to say. I don't believe that he believes that 
number 1 Jus failed completely. I think he does believe that low 
power number 2 has failed completely. But we the indeed may 
decide to checkout number 1. 

. . He said number 1 apparently failed, and he also 

said that you would not troubleshoot it anymore, unless you had 
further trouble. 

DRAUGHON We're not going to troubleshoot it, certainly until 

we give to the off line guys time to puzzle over what might the 
potentials be and what's something smarter to do than that one 
state side pass that I did which was fairly rudimentary. We 
tried some major straight forward things, and they weren't 
productive and that's the kind of thing that is not wise to 
continue to just go in there and keep switching around in the box 
that you know has a problem. You ought to think about it first, 

Right next to you there. 

talkina S ho<,f Jk 108 * ^ e end of your sentence when you were 

DRAUGHON That's correct. 

What are the preliminary forecasts like for Monday? 

to monkey with that sucker b.o.u.1 tney S&fta^tlu'oS"' 

program, one of Chris" rt i^ »„tZl B u <- nr *s from the Gemini 

we^e^es ?ol!S^ Mn9 - ^ th " 18 31111 a P»«/«i- that 
If it works don't fix it. 

S"-S!"5;-J52;-« « - r - ^ brie£ly 

DRAUGHON with some help I can. 

Radio guys that need overnight tape. 


} which is the last thermal test attitude that we go to. when you 
first go into top sun there's a set of activities with the SUSIM, 
which is one of the sun sensors, where we try to very precisely 
align it pointed at the sun vector. And so we do that about 2 or 
3 times prior to the crew going to sleep to make sure that guy is 

?? ?? ?w get ! ome good data ^inst the crew's sleep period. And 
that's the major activity for tomorrow. 

MIKE TONER... MIAMI HERALD. . .Given the sequence in which things 
happen on the transponders, what do you think the possiblities 
are of the troubleshooting you were doing on number 2 caused the 
apparent failure of transponder number 1? 

I think that's not very likely at all. 

Over here on the side by the patch panel. 

Do you forsee time in tomorrow's schedule for a 
transponder 1 test of any kind, and not tomorrow, when? 

DRAUGHON I think that if a meaningful test can be developed 

by the systems people, that are now looking at that thing, there 
is time in the schedule to conduct the test, and it wjuld 
probably occur in the latter part of the day. 

MORTON DEAN... CBS... Hope you'll excuse my befuddlement here, but 
is it now stands, you're not sure whether number 1 is kaput. 

!^ G ??V. Tha f i 8 , 00 !'??*' we know ifc has P^blems, we don't 
know if it' 8 completely failed. 

MORTON DEAN... And there may or may not be an attempt tomorrow to 
bring it back on line if it is kaput, there may be an attempt 
tomorrow to bring it back on line. a tterapc 

DRAUGHON Yes. Only if you can develop a reasonable scenerio 

111 ?^ ld SU ? P 2 rt i^ e * vidence ' the failure evidence that we've 
seen today. And with that scenario that there's another way to 
defeat that scenario, that you could get into another 
n?!)fi 9l ! rat J 0n that COUl 2 defeat the fa ^ure modes that might have 

lilt Sin 5\S? 8 ! y ° U ha V! fc u day - If we could build a ^se like 
that, then I think we could check that out. 

™ m ™„„<„ ±, J f t tnere are all these various ways of maintaining 
communication between the ground and the spacecraft, why were the 
ground rules written, and I know they can be stretched 

J2!!I?5Ji\ Why We 5* th6y wr i tten to sav that if you're minus one 
complete transponder one and a half, it's time to bring the 
spacecraft home. Why was it important, and it's not important 

DRAUGHON No, the intent of the communication, or I can tell 

r»fl ">r lnt ; n t oj the flight rule is. The intent of the flight 
rule is to, to not continue to fly past a convenient, if you've 

• lit ; a f? n !! nient u place to termin ate the mission. You should not 
fly past there when your in a situation such that one more 

tSat 51 ShUt'iJV'Z ! U r° Ur co ™™i«tions. The reason for 
those SiSj «5 fhK de J e 5 n n « attitude with imu alignments and 
inS ?k i? ds ? f tnin 9 8 but it doesn't do well in position, so. 
lo tf tol i^T f? 11 the 9UyS f OW good their state vector ?s. 

iSi??S„ J 08 ! f, U ^ OUr communications capability, you've lost 
?5!. ? } ty * to . te ! 1 the ctew their PositionT so, that's the real 
Sf?^: d °5 fc fly ' lt,s ^ judgement to fly when you' rl one 
failure away from the ability to tell the guys anything? 

Aren't you at that point now? 

1^-banS *v S *l°J°f re ? 0t ' yOU ' Ve got the raF ^tem, we've got 
I..! ! ? systera that works. And as far as getting data down to 
ever, help them manage the vehicle, if we loose thl PM link we'?e 

l!ttle d^aS°and ta K,. r T CO ? de J? Which WOuld be ^ ust introduce a 
little delay and that's looking at their systems. 

Saturday or Sun^ayf 0 "" ^ WOUia btiftfl the Ship h ° me 

^ioht^ow hh^ T H ere,S nothin * known. There's no known problem 
right now that has any potential for doing that. None at all? 

b2 H ?*n!£? R V- !?!l at makes you think tnat nu *ber 1 may not really 
be failed? Was there something about its behavior when it 
failed, or something that you've been noticing? 


f u 0 £ii;MJ h : o ^? e token ' what raakes you sure that ""-f 

^M^ H S N . 1 tal £ ed to the communications guy that was on 

o ppSSi: SS l ^rt^rhavrn^^d^re^^t^ve VnT 

hf iVf ? k! a J WOUld make you tnink that it's really goinq to 
tS^'i .Ji 9ht ; . Th ? 8e indicafc ions are not there, it's jj.t that 
an ZiSF-Z l0t of u wa ys to lash that system up and you need to 
go check them out before you declare it failed! 

we haven't drvJ°?h! a ^ that the science wasn't complete because 
we naven t done the top sun. Except for that, if you dirf hav« f rt 
come home early, would everybody else be satisfied^ whaHhe? 

tMs G 2?Lht was h a\so h !LI aj °£ th lj! that yOU WOUld loo8e is that 
aun Chi?I l8 ° a f med afc getting some thermal data in top 

f.m' W ! re cneckin 9 out the vehicle response itself in too 

sun. There happens to be, I believe, a 40 hoS? test in the next 

T^a i 5°' lt 1 would mean th at it's not the end of the 
world. And if you loose that, we certainly do want to get that 
26 or so hours of top sun for the thermal test also. 

Yes, but the rest of the OSS-1 pad is that fairly 

Yes ' z ' m speaking for some other people now. But. 
the quantity of the data that they have been getting and ihey way 

2?& V !h5: # J! talki 2? abOUt ifc in and around th * con t'°l center* I 
think they have gotten a great deal of data. 

t u u ^ And one technical question, could you explain verv 
quickly what you mean by a state vector. p y 

DRAUGHON A state vector is a mathematical way of telling, of 

defining a position and a velocity at a particular time! "Sd' 
it s a way of defining where something is in an orbit. You say 
»t 1 ^.L 3 "? 2 i? cafc ion. It's delta x, y and z velocities and 
Jiich^y^ou^relStng." Where *™ "° 

CARLOS BUYERS... If you were betting on the matter. Say something 
substantial, like a cup of coffee. Which way would yoJ go on thj 
matter of coming in early or coming in late? 

DRAUGHON I think we'll land Monday. 

BUYERS... Think you'll land Monday. 

S2^? L ? XANDER, ;-? 0t t0 f eat this in the 9 round ' but just a 
sequential quenchal questions, where they using low power 

SIhSIX l' i \ orblt « V hen ifc falled? And were they! Sid Ehey 
switch over to number 1 transponder in 57, when it failed? il 
other words, how did you find out that these units had failed? 

DRAUGHON I honestly don't know the answer to that. But we 

22! J rou tJnely run in low powers, it's my understanding that we 
don't routinely operate in a low power mode. 

fhrn „. , We h» d that you only use high power to punch 

through the plasma sheath at ascent. 

But it may be right. 

DRAUGHON Terry can check on that and get it back to you. 

Okay, isn't it true that you have effectively 
overwritten the mision rules at this point? ecciveiy 

DRAUGHON No, not yet. 

You don't know. 

DRAUGHON We had a rule, give you an example. We had a rule 

h5fr 52, PU, * P .; a ! n0t 9 ° ing to run ' that the loops going to run 
?2if y ?S ° a ? *?* conclus ion that I'm going to go fiaSre'out 

At the moment you're sayinq vou know tha»- 
SlJIEJf" nU ? ber 1 18 not irking, but 9 yoS do£™ £now w£y 
Si! i sol ' y ° U " n0t pre P« ed to declare it's Sot lotlinf.' 


it is. 

We know it's got a problem, but we don't know what 

And that's the problem, that it's not working 

We don't know to what extent it's not working. 
Were is the gray in this? 

f T it ?aiL is that IW sti11 got a s y stem that ' s 


working and if it fails 

Is that transponder number 1? 

DRAUGHON The one that we're runnin on now. 

No, that's transponder number 2. 

to go checkout this other oSy, and " ^"^jKi^"^^ 

Is that the guy that's sick. 
DRAUGHON Yes, number 1. 

So you've got a sick guy, who doesn't work, 
DRAUGHON Why don't you let me tell it We'r* fl<H™ rt „ 

this vehicle, by S,i„ g t 25 Tiling LT1 EJiM^&J"* 


u.. 1 I? SUre VO ? can ' but we ' re 3ust looking at the 
black and white here, without getting in to the semantics. What 
you re saying, is that you've got a number 1 is not working, but 
you don't know why? 

DRAUGHON That is true. 

Okay, so you're assuming that parts of it work. 

2? And you're operating on the working parts of number 

DRAUGHON That's correct. 

. So » ln black and white terms if number 1 is not 
working, you've already overwritten the rule. 

DRAUGHON That's true and if the landing gears are flat, I 

should have landed yesterday, but I don't know that. 

horsebeating? J ° hn Getter channel 13 - over here. You got anymore 

GETTER Just listening to the air to ground, Jack Lousma 

said he'd had a wonderful day and suggested that he'd like to 
stay up for another week there having a good time. Response from 
capcom was, well check your messages tomorrow morning. How 
serious consideration is being given to extending the mission 
beyond its current Monday landing, regardless of the reason? 
What are the odds it's going to be extended? 

DRAUGHON John, I can't put odds on it. The only motivation 

that I'm aware of towards making the mission longer is the 
weather at Northrup. We're watching it very closely and the way 
the patterns develop out there, you go for a period of time when 
you can't predict what the weather's going to be and then one of 
those pressure fronts comes across, then you know what it's going 
nof 6 . u a ?° Ut 3 days. And then they stack up again and you 
just don't know what's going to happen for awhile again until 
another one pops out. We're managing the consumables to be able 
to deal with that little quirk of nature that we have no contol 
over. I have not heard anyone talk about extending it just to 
bore some more holes in the sky. 

? iU exte " d lfc simply to avoid making a landing 
at your current secondary airport? 

DRAUGHON if we thought we could get back to Northrup, yes. 

Yes, we would certainly extend if Northrup were socked in and we 
thought in a day we could get it back, we would certainly extend, 
no doubt. ' 

""•ssSifr" what we are iooist °- d * iJth'.'St its 

preparation, make sure you could get i? i^to tL »ZlL 

ass,, r^^^r^r * 

Okay back in the cornet there. 

possibly oomin9°baok UU."" 1 "' rtoUt C ° ml ° 9 baok ™» 

SEJ^ln, co^c^te^ ° 0mln9 ba ° k ^ 
Does it have mostly to do with the weather. 

Thank you very much. 



Okay, off going Flight Director Tommy Holloway has been on the 
overnight sleep shift and he will now run through his log of the 
overnight shift. Tommy. 

TOMMY HOLLOWAY Well, it's kind of short this morning. We put 
the crew to bed last night on time. We talked to them about 30 
minutes prior to their bedtime and for the last time for the 
evening. They had an uneventful evening. No alarms, no wakeups 
that we know of, no reasons that we could see that they were 
bothered during the evening. They woke up on time. Started off 
to got off to a good start. Looked like they were up and running 
and ready to do their work that we have outlined for them 
today. We did modify the flight plan a little bit last evening 
to delay some activities and cancel some minor activities to 
allow Jack and Gordo to do something they had requested to do. 
They would like to put together 16 mm footage on the normal 
activities of operating in the spacecraft and they're about doing 
that probably at this very moment. Basically, it was a pretty 
slow night last night the way that I hope they stay for the rest 
of the flight. And with that, I'll entertain any questions. 

MARK KRAMER CBS Mr. Holloway. Yesterday when wo had the 
morning briefing, J. think everyone in this room walked out with 
the distinct sensation or feeling or belief impression that 
i everything was well with the transponders with the exception of 
one downlink and the course of events yesterday leads us to 
understand that your shift was aware and that you were aware of 
the failures that had occurred and I'd like you to comment on 
that and tell us how we all misunderstood what happened. 

TOMMY HOLLOWAY Hm, well you know I hate to add to any further 
confusion that's going on in the COMM world, but lot me answer 
your question as I understand it and I really hope we communicate 
one with another. Last evening what I told you is I didn't know 
what the configuration was. I believed we would be able to 
recover all of the systems except the one that we knew was failed 
and I had confidence that we would be able to do so, but as the 
testing went on through the day we found out that we had further 
failures. Now what has happened to us in the last 36 hours is 
that we've gone through a shift of throe different flight control 
teams that have been troubleshooting some problems that were in 
the spacecraft and the status at any one time was in terms of 
what we thought we had or what wo thought we miqht have and what 
we know and what we suspicioned was varying from team to team and 
that no doubt has added to some confusion, but basically what I 
intended to say and what I meant to say if I didn't say it was 
that I thought at that time that wo had one failute and that we 
had a situation that wo did not know totally what was going on in 
some other areas and that the troubleshooting of the day would I 
had confidence at that point would turn out to show that that was 
the only failure that wo had. So, I loft yesterday morning with 
the same impression you did and whon I woke up and my wife 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 2 

informed me that we had a serious communication problem onboard 
the orbiter based on what you folks had reported to the public. I 
was v^ry surprised. 

PAUL FRANCH VOICE OF AMERICA Have you definitely allotted some 
time today to troubleshoot on transponder number 1. There was 
some question last night. 

TOMMY HOLLOWAY No .dr. We are not troubleshooting the 
transponder today. 

PIERS AC KE KM AN LONDON TIMES If you're not troubleshooting 
number one and it's I presume it's still not. working, could you 
outline which of the communication systems aboard are currently 
wording and who's decision was it to override the mission rules. 

TOMMY HOLLOWAY Mr. Kranz talked to you in detail about where he 
thought the flight operations were was that yesterday and I'll 
refer you back to those discussions and I think there's a 
transcript of his press conference, but as far as we're at right 
now we're operating on transponder number 2 in the hiqh power 
mode and it's working fine. 

JOHN PINK What's the latest you've got on the weather situation 
out in White Sands. Anything now since last night-? 

TOMMY HOLLOWAY I received a briefing on the woathe*- last 
evening and at about 2:00 am. At that time, the weather 
appeared to bo marginal today for a landing at Northruo Strio 
with the predictions being for good weather on Sunday / that ' s 
tomorrow, and the reason I'm going slow is I lose track of 
days. So tomorrow the weather is predicted to be good a Northrup 
Strip and deteriorating sometime Monday afternoon for a front 
coming through that will pass through and if it's typical 
probably clear out by Tuesday. So, right now it looks ] i ke we 
have quite a few options in terms of selecting a landing site 
landing time. 

WAYNE DOLCEFINO KTRH If the weather is going to deteriorate 
Monday afternoon does tomorrow look like in your opinion a better 
time to do it. 

TOMMY HOLLOWAY Well, if that was the only consideration is 
picking the best time to do it tomorrow would be the best time, 
based on information I had some four or five hours ago. 

PIERS ACKERMAN LONDON TIMES If what other considerations do 
you have at the moment then. 

TOMMY HOLLOWAY Well, you know, we have the consideration of 
wanting to complete the flight and having the basic desire to 
complete the flight and accomplish the activities that wo have 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 3 

scheduled for the seven days we'd the management will decide 
today probably this morning and if they'll deorbit tomorrov; or 
wait until Monday. And, frankly I'm not participating in those 
processes. They decide to deorbit, I'll put the mechanism in 
place this evening to bring it about tomorrow. 

MARK KRAMER Two part question. Let me go back to the 
transponders again because I'm really very interested in this. 
The failures occurred I think if I recall on orbits 55 and 57. 

TOMMY HOLLOW AY We had some difficulties on those orbits and 
it's hypothesized when the failures occurred, but I'm not sure 
exactly when the failures occurred but we had problems 
communicat iny on those revs. 

MARK KRAMER But, was your shift unable to determine that at 
all . I mean . . . 

TOMMY HOLLOWAY My shift did no); know what the status of the 
communications was when [ talked to you nor on rev 57. We 
established an acceptable communications mode throucjh transponder 
number 2 in the high power mode, slept that way all' night and we 
came in this time a little later than this time, we came in 
yesterday and told you that wc had one failure and we thought 
we'd be able to recover the rest of the system that was suspect. 

MARK KRAMER Okay, t h o final question goo.;, back to weather. Do 
you have specifics on woather forecasts for Sunday Monday and 
Tuesday. Visibility. 

TOMMY HOLLOWAY No i oon't, I sure don't. I didn't bring that 
with me and I can't recall it from memory. 

PAULRECER ASSOCIATED PRESS You said management may meet this 
morning uo determine whether or not they're going to land 
tomorrow oi. Monday. Are they also considering the options of 
extending the fliyht beyond Monday? 

TOMMY HOLLOWAY Well, no sir. I don't think they are 
considering that as an option at this point. Obviously as we 
consider the woather as wo approach Monday itself, we could elect 
to extend if we thought Tuesday was a much better day than Monday 
once having approached Monday. What I'm trying to say is that 
we're not anticipating extending today deciding to extend today 
for the sake of extending and making the space shuttle three a 
day longer. But, as we approach the actual deorbit, if at the 
planned end of mission if we determine at that po^int that in our 
judgement it would bo better to extend a day for the purpose of 
achieving a better situation woather situation wo have that 
option and it might come to pass. 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 4 

-PAUL RECER Okay, if in the event they decide to land tomorrow, 
you know when during the day approximately the best opportunity 
would be? 

TOMMY HOLLOWAY Well as an operator I'd like to know around nooi 
today so that we could put some mechanisms in place to get 
prepared this afternoon, get some preliminary stowage and work 
done this afternoon and our management understands that 
requirement and I hope they follow our desire- to make the 
decision by that time. 

PAUL RECER Okay, well I'll go at it another way. What is the 
best deorbit opportunity or when is the best deorbit opportunity 

PAO Rev 101 isn't it; 

TOMMY HOLLOWAY I have that someplace. It's 24 hours early 
than, approximately 24 hours earlier than rev 115 at the end of 

PAO Be 16 revs, be 99. 

PAUL RFlcr-lR And one other further thing, do yon have any plans 
to deorbit earlier than 1:15 on Monday in the' event Monday is 
selected in view of the deteriorating weather Cor the 
afternoon. Do you have an opportunity earlier than that. 

TOMMY HOLLOWAY We have multiple opportunities each day to 
deorbit as you already know and if the weather situation is 
deteriorating and we believe that coming home one rev early can 
solve that problem, we can certainly do' that. Now, at this stage 
of the game some two days ahead of the planned landing 
opportunity by you would not entertain such a suggestion. You'd 
wait till you get much closer before you think about those kinds 
of activities. Those kind of decisions. 

PAUL RECER Okay, and one final question. I do understand that 
the management is meeting today on this and discussing the 
landing times and days and therefore some conclusion should be 
drawn by when, this afternoon? 

TOMMY HOLLOWAY Yes sir I would think £0. 

PINE REUTERS The impression I get now is that Northrup is it no 
matter what. And Johnson and Kennedy, the concrete runways would 
only be really a last resort. Not Johnson, I mea^ Kennedy and 
Edwards concrete runways. Is that your impression as well. 

TOMMY HOr<LOWAY Well certainly we've always wanted to land at 
either Northrup or Edwards back when wo had the lake bod. Now 
only having the Northrup Strip with a long runway wc certainly 


pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 5 

' would want to land at Northrup Strip as long as it's a reasonable 
thing to do considering the weather conditions at Northrup 
Strip. On the other hand, if the situation comes to pass that 
Northrup Strip is unacceptable from the weather point of view, wo 
certainly have the capability to land at either KSC or Edwards on 
the concrete and when the time comes to make that decision we can 
do that. 

PINE There's no priority on which of those two is number 

2. They're both equal. 

TOMMY HOLLOW AY I think in most people's judgement, the minds 
that would be involved in that sort of a decision, that's 
absolutely correct. There are considerations on both counts and 
based on the situation at the time and the weather at each site 
and so on and so forth, it could go either way should we not be 
able to deorbit at Northrup Strip. 

RON OGGLE ABC In terms of the lake bed itself is Edwards a 
viable option on the dirt. 

TOMMY HOLLOWAY No sir I don't think so. The last report I had 
the lake bod was 4 to 6 weeks away from being suitable to land an 
orbiter on it. 

MARK KRAMER If you decided to come back at a given time, let's 
say the planned end of mission time which I think is about 2:27 
Eastern Time, 1:27 here, what's the latest point at which you 
could a chop a revolution off that. Could you do that as early 
or as late as 6 hours prior to that time, or would you have to 
make such a decision 12 hours prior to that time or when. 

TOMMY HOLLOWAY We'd certainly prepare, prefer to make a 
decision 12 hours ahead of time but, wo could make a decision to 
come home a orbit late in the order of say 6 hours ahead of deal. 

MARK KRAMER Would you say that's the deadline. 

TOMMY HOLLOWAY Unless it was an emergency situation, that's 
about correct. 

MARK KRAMER So, let mo understand something, I think you said 
that you would want to know that is, the flight controllers would 
like to know 24 hours before landing that you're going to land 
and the crow would start making preparations approximately 12 
hours before, that is before thoy went to bed and the cutoff for 
change of 1 rev would be say 6 hours prior to it.* 


WAYNE DOLCEFINO KTR!? Tommy, can you explain this last thermal 
maneuver we're going to be doing this afternoon, top to sun 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 6 

basically what that's intended to do. Just in general terms. 

TOMMY HOLLOWAY Well the top sun we're going to spend the day 
top to sun, we're going to go top sun this afternoon and be there 
all night tonight and all day tomorrow. There are really 
probably 3 basic reasons we want to go top sun. First of all to 
see the transition thermal transition between the nose sun 
thermal condition after having approximately 80 hours in that 
attitude, and watch ■ -\z orbiter react to having gone from one 
extreme to the other. The second reason is that we want to warm 
the top of the vehicle and close the payload bay doors tomorrow 
afternoon and see what the deflections are in the hot part as far 
as the doors are concerned in the hot case. We've already had 
some experience in the cold case on a previous attempt after of 
closing the doors after the tail sun exercise. The third reason 
is that there is experiments onboard that like to look at the sun 
and they'll get their opportunity to operate this evening and 

PIERS ACKERMAN LONDON TIMES Could you tell us what the 
modifications to todays schedule will be. Briefly run through 
todays operation. Thank you. 

TOMMY HOLLOWAY Okay the modifications in terms of general 
things are very small. The plan is basically to do what was 
scheduled. Wo did make some delay some activities this morning 
to give Jack and Gordo another hour to do their 16 mm photography 
production that I spoke of earlier. But, today basically we're 
doing some additional some more propulsion testing. We're going 
to fire some the little vernier thrustor at two different times 
after having let it operate for a period of time without any 
firing and see how it reacts and how it. soaks back. That's about 
4 hours from now. The first one, the second one is about 6 hours 
from now. Also, we've reinstated this actor noon in a period of 
time that was very relaxed from the standpoint of crew schedule, 
we've reinstated a cold OMS engine restart burn that was not 
performed yesterday. In addition to that we are currently 
planning to close the payload bay doors around noon and determine 
how they operate and what the thermal deflections of the doors 
are after having spent this 80 hours in top sun. I might add 
that we're debating on whether we really want to close those 
doors or not and it might it's possible that we'll cancel those 
that door closing before it occurs. 

MARK KRAMER I think Hal Draughon last night mentioned a flight 
control system check to be performed at some undetermined time or 
unmentioned time which would involve a checkout of APU 3. Can 
you talk a little bit about that. Does that call Cor firing up 
the APU and then shutting it down in space. 

TOMMY HOI. LOW AY In a planned in the preflight plan, we had 
planned to do what wo call a flight control system checkout about 

ol7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGF 7 

5 hours prior: to deorbit in which an APU is fired up if to use 
your term, and used to cycle elevons and put a load on the system 
to see if we have some failures that we want to checkout prior to 
deorbit and in the aerosurface amplifiers. That has been in 
place and in fact has been done on all of the orbiter flights to 
date. The change that Harold talked to you about is to allow 
that APU that we use to power the hydraulics for that test to run 
a few minutes longer like 8 to 10 minutes, instead of 4 to 5 
minutes and allow it Lo heat up like it did in ascent, and at 
about 6 or 8 minutes, it would be expected to get up to the 250 
to 260 degrees at which time it requires cooling and the water 
spray boiler if it's working correctly will come on cool the APU 
and the temperature will stay at 250 degrees. If it doesn't 
cool, we'll switch to the backup controller on that water spray 
boiler to see if the backup controller works and if it doesn't 
work we will then know that the APU water spray boiler has failed 
and would overheat if we powered it up early in entry. And 
Harold at that time would exercise an option to delay powering 
that APU until close to landing just prior to TAME and at that 
time these APUs will run about 6 or 8 minutes without any cooling 
as we demonstrated during launch. We shut it down at about 7 3/i 
minutes or maybe 8 minutes to ascent. So, that's basically what 
he was talking to you about and we expect to do that in the 
afternoon of Sunday afternoon, flight day 7. 

PAO Okay thank you very much. 


TOM HOLLOWAY Good afternoon. Welcome to the chanqe of shift 

wUh a n ^rt lth f ; ig ^ di £ ector Harold Draughon. Let Harold begin 
with a statement about his shift and then we'll invite 
questions. Harold. 1 e 

HAROLD DRAUGHON Okay, our shift today was as normal as the one 

fVArZ?' A ) brl f f SUmmary ° f event8 e »ly ^is morning ThT 
. first major objective was a test bearing on one of the vernier 
RCS engines tha*. „as a what's called L5D, it was a left vernier 
manifolds downfiring jet and it involved a series of pulses of 

th.t ?2? 1 2n/r h thlS P art i? ul « old attitude, we have^o keep 
that jet and the surrounding structure coo], we aro now 
?^ a ^2 9 fr i2 3 con£i ^ UL ' a 4 on that uses the right hand OMS pod 
jets and the nose jets and for attitude control we're firing nose 
jets even to give any thermal soak back or thermal heat into ?hat 
region trying to keep it real cold. That we have executed it 

£h^ e ™ ly -?? d K e ', ll u haVG t0 Wait until after the flight to learn 
what we will about how the adequacy of the models of this the mal 
group have in predicting those kind of temperatures, which is 
really the intent of the test. There have been a variety of 

oTthTcApT w' l hf; n ? rmal tim0line t0 if you'v^gSt'copies 

1 6 , A \ 5 13 P bGen doin 9 ^ust exactly what was planned 

f , s V thin f there w * s s ome VCAP visual beam search which was 

n ~ Sic? r S n Ti-^ Ciring UP aboVe th0 h *y and this particuTar 
one yesterday 1 discussed with you taking the PDF with R 
and trying to ascertain where the beam was. Today / the obiecti vo 
othe"°A h ^ addition to creating a charge on the vehicle, the 
other objective was to have the crew look out and see if thev 
could actually see the beam the electrons as they stream out 

ncLs C °in \T "I™: P" tlcul " P«« they even turned ou? the 
, the cabin to help them the best they could and they 
d ^ri?. r fr^ t0d any fightings. And one of the tests 

that ™^ ? P r ? fll 9ht in one of the vacuum chambers they had 
fr™ P^ticular instrument operating and they could see a glow 
H^l GX P e ^ me nt Obviously, the difference is between the 
«LmS? p " asur S and a P^fect vacuum. We've done several EEVT 
samples under those the last one was blood colls, the last one 
before I came off shift. The crew volunteered an extra TV lain 

tn Lr 16 m S ni ; ng *?* thGV pUt UP the bGeG «^in and we got 
another good show of that. m general, there seemed to be a 

fir^%^"%K Ctlvl y " ntl1 y ° U at imulated them and there was the 
IhZ t-^nS , ° V PUt the '? UP * 1 think Jack commented that more of 

6 V o nd . ° stay around the sides of the container now and jus? 
trvin'a to H nh7 ada Pt*tion going on they've just learned to quit 

J ?u , lght thG co " dl tions. It was a very inter*-,tinq show 
and then they gave us another scheduled TV pass at that showed 

1 ? :°; k 1 ,n the forward crew station. The ikqh has been 
tool it n ™t ' :1 ; at °P°^tion has gone ve,y normal. That 

° 0k * fc " p to the handover, right now Neil's has the orbit team 
?ect 2h^ L?"° r re i just f , ini *hing up that nose sun thermal 
J?? i-i h m ?i been , ll! rou ghly 00 hours. At the end of it as 
all the other thermal attitude test attitudes they're 

right now fixu.y to try cycling tlie pay load bay doors. At the 
i ?nd of the doo,- cycle there is a rescheduling of the OMS burn 
thac we had yesterday afternoon. We've that partic-.lar burn is a 
cola engine cold engine test and we wanted to get the engine very 
cold, burn it for a short period of time, very short duration 
burn, wait a few minutes, I think it was 2 minutes, and do 
another burn. We didn't have the thing as cold as we wanted to 
get it yesterday. The thermal environment was just a little more 
benign than we had anticipated and we were hoping to get it 
colder. It looked like the thing has reached equilibrium and we 
weren t going to get it any colder so we went ahead and put it 
back in this morning, scheduled it back into the timeline. So 
that is scheduled to occur jr. a couple hours. After the test 
burn there are some one of the solar experiments, the SUSIM, is 
scheduled to got somes alignments and they'll be doing that just 
prior to going into the sloop period. Some interesting things 
from the shift, the PDP has a mass spectrometer on it, actually 
could detect the pressure change when we did one of the scheduled 
water dumps today which was interesting. The I've already 
mentioned we didn't have c,ny luck with the crew looking for the 
VCAP visual beam. We had the crew reported during their last 
meal period, I think you've all seen these little accordian 
looking beverage containers where they've got dried powder and 
they :ust add water to them and it blows them up, shake them up, 
and you ve got some cherry coolade or grape coolade or whatever 
you like. They've had three of those guys fail they told us 
Jfter the third one failed we didn't know they never mentioned 
the first two but it's a little mess of a cleanup job. We'll be 
looking at some way to improve the stiffness. They said all 
three of them had failed in the same area, that's up near the 
neck but they didn't go into any details. And we didn't offer 
them any help in suggested ways to clean the stuff up. If thev 
coped with that problem twice before I'm sure they'd figured out 
a way to cope with it. The SUSIM experiment which will be 
activated which will be aligned just prior to sleep period 
tonight nas had a malfunction in it. it's designed to look at 
several at a_ frequency band at a wavelength band when viewing the 
sun. The unit that causes the gradient to sweep through the 
various wavelengths is not functioning at the present time and 
therefore, it's stuck looking at one particular wavelength and I 
don t rememuer which i don't remember the frequency it's 

looking at. So those folks will be trying to determine if 
there's any troubleshooting we can do of that. There's not a 
great deal that I'm aware of that you can do with that oarticular 
instrument but those folks will be dealing with that and deciding 
what else they can do with that particular instrument. The 
weather at Northrup is good for Monday. At the present time wo 
have every intention of having the end of mission this coming 
Monday at the nominal rev. The weather out there ,is of an hour 
ago was the forecast wan 25,000 foot scattered, another layer at 
12,000 toot and scattered, visibility is 7 plus which is they 

? n ^.??£ in ° how good jt is b «y°nd# that just means you get good 
N/isibility, and the gusts are quite low in the morning and go to 
about 18 knots up to 18 knots in the afternoon. That varies 

'aily. The touchdown times central standard it's 1-27 at 
..orthrup it'll be one hour different 12:27, if you'd like to deal 
with MET it's 7 days 3 hours 27 minutes and 14 seconds And if 
you'd like it in GMT it's day 88 19 27 14. And with that I'll 
take any questions. 

TOM HOLLOWAY Is that is there an OMS burn figured in that 
landing time. We decided 

HAROLD DRAUGHON That particular OMS burn is it is but it 
doesn't affect that. The attitude for thaL Ot. - bum is goinq to 
be directed out of plane. So it won't affect the epheme?ia? 9 

?herc°pS. Sir ' Wayne Dul8 °P heno ' in tlle back seat 

Slsfi? U SSfJ°,^ ny Chan r thG t^^Ponder situation and 

t l f. sound e ? Uke one of the guys has lost a transmitter. I 
inhere Tbackup? t0 ° t " n - i "«". ^ «*a t any big deal, or 

HAROLD DRAUGHON No there are I believe there are three. There 
w^f-T £ n ° W tu at V e built a new ^"less headsets and that's 
what broke. There's an A, D and a C. And the one that Jack was 
wearing malfunctioned and he took it off and the proh?o m he had 
, with it was it wouldn't transmit. He was still receiving. So he 

V band TtLtfon^ ^ ***** ™' ~ S »«™ "° «"»»■• *» tK *~ 

TOM HOLLOWAY Mark Cramer, please. And if I neglect to call on 
you by name, please give me your name and affiliation. 

?f«J«?? AME 5 CBS R ^ ardin 9 the landing. I understand that 
'E««»e ' S J. ^ orecast for win^s aloft substantial speeds of 100 
o?SiS 3 ff 01 " f t westerly direction. Do you know has anyone 
?}«£? , an Vt° USht wfethor or not the approach will be done with a 
right hand turn or left hand turn into 17. 

HAROLD DRAUGHON We've given quite a bit of thought to that 

o?Iof?o r ? u'ul* that " e ' V ? W ° rked ° Ut With Jack i" aimuUtfons 
on nnn ? J 9 ^ the place tnat * s inost interesting is between 

h^ve S J;?? and about 50,000 feet and if the trailing wind if ySu 
L W ,!! C< ? mi ? g in ^° the i,AC ' thfi P lace that you actually 
knot? Vr fhL ,AC CirCl °' f th ^' s bi gnor than roughly 70 or 80 
knots, and the runway you're going to has a turn angle on that 
circle bigger than 270 degrees then in trying to make that 
a h£ r ?i , a ham ] turn a PP r °ach then wo Ml reverse it and take 

t*nn« • w ^ around the hack and go to a right hand turn. The 
to have n Z f ^ tUrn angle JC ^'rt, alrrght I'm going 

to have to use my hands guys sorry about that, if you've got if 

i ^n r ln ry i ng f° C °T int ° a circl ° ,1oro anrl ^ on the funway 
^en you come in and counter it, fly around down here. If you've 
got a large headwind tail end coming in this way, if vou 
turn it tends to blow you off the circle and then you get way 


out. If you get too far out you can't come back. You can come 
ick but you never get all the way back. 

MARK CRAMER CBS I guess I didn't understand the answer. Is it a 
left hand turn or a right hand turn? 

HAROLD DRAUGHON It depends on the winds. 

MARK CRAMER CDS Well, if the winds are as they are today you 
have he's flying essentially due east, is he not? So he would 
have a 270 degree turn to make. 

HAROLD DRAUGHON He's flying due east hut again we prefer to 
make a left hand turn so the commander has the bnst view out his 
window. If there're tail winds in that altitude band I quoted ' 
you are not excessive we will do that, we'll make a left hand 
turn. If those commonly called jet stream winds are higher up 
above say 80 knots and we're going to a runway that you have to 
fly a long ways around the hack to get to and that's a function 
of the surface when it's another whole discussion. if you go 
into a runway where you have to fly a long ways around the hack 
then you go right hand turn if you've got excessive tail winds. 
It s I can try to make it clear for you. 

TOM HOLLOWAY John Wilford 

'OHN WILFORD Have the crew been informed of the Monday 
.ecision? Do you still hold an option for Tuesday landing? And 
were there any other considerations besides the weather when you 
were looking into the idea of landing on Sunday? 

™f L^T" 0110 ^ The CCGW has ° nly been w *' ve ^ iven passing 
comment the weather looks good for Monday and I'm sure they've 
encurred for that. That's when we intend to have the end of 
mission. We have given them no word to indicate that we were 
looking at a shorter or a longer mission. So there's no need to 
tell them we've reanchored on Monday because we really as far as 
they're concerned we've never left there. Sunday, the weather 
forecast if anything is slightly better than is Monday, but 
Monday is a perfect fix up and we plan to get to the 

nominal end of mission. 

™«I!i 1 J ILF ?? D c My P ° int wao ' is therG anything else in your 
consideration for an early landing? 


JOHN WILFORD No problems with the spacecraft? 

HAROLD DRAUGHON If there were then we'd come down Sunday because 
the weather is indeed better. 

K,M HOLLOWAY Yes sir, your name is? 

JOHN VAN CHICAGO TRIBUNE John Van with the Chicago Tr<h„„„ r 
'wi?h C ^? S ?-° f I!- kln9 y ° Ur landin 9 ° n *™a*Y> ?«I e «e you 


£* AUGH0N u We have the ability to come in on several 

of 9=tting what we wouVd moSt Uket ™e t^ich IsVc^'Sn^ 

Knots then we'd rath^r^t,'^ the stTme'ouT £?" 
think we're at the tight place on the right toad? 

kno?' jD l?K U ?; I0N 0n HOnt ' ay m0rnln 9 the winds are going to ho 5 

«EJS? no UaS?1o n do' S that. dOWn '° 6 hOUl ' S bo£ ° r ° cnt ^ »'« 
next , .' 0 wT£ac.. ,5arble) Hnr0i " Wel11 «» *«* there 

WALTER BARGKR8 ROITEUS Walter naggers from Roiters Can vrm 
^"no^K* h "?? for " and^ry"^ bJartoSt 

that is accurate ? "° d ° n 1 ha *° the tim0 ""= "ow 

^nl'LTl" 3 " 0 " J wl8h 1 brou ' ht on " with ">*• I believe it's 30 
minutes between deorbU and it's 30 minutes and 1/2 between entry 

interface which is 200,000 feet and touchdown. And it's 29 4 
LFtZZ be I wee " ^orbit ignition and entry interface and if 'you 
add those two together you get within a 1/2 minute of an hour. 

TOM MOLLOWAY Yes sir. Would you wait for the mike please? 

about the question about the 

TOM HOLLOWAY Pardon me for interrupting again, but thank you. 

Question that broods here is when -ou sneak of a 
cross wind, do you mean quartering crosswind or jo degrees right 
over the wind over the wing, define crosswind for us, what. 

HAROLD DRAUGHON The criteria that I stated which is greater than 

10 but not greater than 3 5 is a perpendicular component. We 
??? eS L - b Y resolvi »9 ifc to a perpendicular component and if 

11 s 90, it s a 90 degree component in that magnitude. 

TOM HOLLOWAY Carlos By ers 

» A SSSnn? YKR ? W ? 90 back and plow a little of the old ground for 
a moment. Couple of questions. One, have you done anymore 
testing, troubleshooting, what have you with the communication* 
systems. Secondly, have the crow done anything or anything as 
Lar as the space potty is concerned. 

h.ROLD DRAUGHON The answer is no to both questions. We have 
done no troubleshooting on the s-band system and don't plan to 

^Mn„ W !: V p F°^ era with the one we're on and they have done 
nothing to my knowledge to the waste control system. 

TOM HOLLOWAY George Alexander. M; rci a , would you find Dave 
Dooley and we'll get him next. 

GEORGE ALEXANDER You said something about the IECM. It was 
turned on. You can operate that package without removing it from 

HAROLD DRAUGHON Oh yes, yes it has other modes where it's 
looking Cor contamination right there in the bay and they have 
had it operating in that manner. 

?hafwa^' IiXANDER iS Cradl ° d and U,S going to remain 


GEORGE ALEXANDER And the final thing, is I just didn't hear you 
say the PDP MASS SPEC did detect change in something during Y 
water dump. i just didn't hear what you had said. 

H^OLD DRAUGHON You can correlate and I'm talking about o 
scientist's data here, I believe you can collate the number of 



detections that they're getting on ionized particles to 
pressure. So by virture of the count they're seeing on that 
/instrument you can deduce what the pressure must bo! 

Kennedy. ^ D °° ley ' then after this question we'll go to 

^ |1ffl D0 °f Ey HUNTSVILLE TIMES what is the situation on 
consumables right now and I arrived a little bit late I believe 
tSe E^v? ame ^ 6 Saying thGy h3d Cinished «P ^e test rinlon 

HAROLD DRAUGHON They haven't finished them. There is one more 
scheduled for this afternoon that I know of. I don't kno' if 
there are any scheduled for tomorrow or not. I know there's one 
more this afternoon. Consumables, we have roughly nominal T n ?o 
mission plus three days capability left. I expect U's not been 
decided yet, but I would expect that some of the syste s Hke n 
extra GPC and some of the heaters might be turned on knight in 
preparation for the sleep period just because we've go? a good 
enough handle on the weather now that we don't need as or 6on<t 

r. ion on extending the 


U's SSL f^ST S T TimGS 1 haV ° two short questions. If 
rVwo^^ OC tllG llghtCr winds, what 

HAROLD DRAUGHOM We would not, I don't think it is reasonable t-n 
assume that we would entertain coming in any ea^iJ^'han one rev 

DICK LEWIS The flight is extended about close to a thousand 
miles coming into White Sands. is there any d i f icul ty coming 
over the mountains as this vehicle descends! Air drafts 
unsettled atmosphere and so on and do you fly over any cities. 

HAROLD DRAUGHON They do fly close to a couple of cities at high 
Ear ier" bu't tlj l* about th ° br * aki '^ ^e sound 9 

all thoie Hnrl ^ ^ altJt " dc We looked at 

we don^t %h nk ?Lr^- gS WG L "° 3t 3 Mgh enou ^ altitude that 

:° n ? ™*' lk t] } et f 13 an y concern; as far as the weather in 
thTrl lt C11 l lt \° f - th0 mo " nta *ns that the weather is there that's 
W ^ethunderstorms . l ' 0nd t0 Stdck "*> but a * ain F -™ the same 
reason we are so high when we come across that mountain rid'ne tr» 
the northwest that it's all well below you and not an ?ssi,o? 

There was a ground track that wo had »avail bl e at 
Kennedy I know I pasted it on the wall myself a week age and it ' s 
probably still around there somewhere. I'll show you where .. 

DICK LEWIS The only trouble is you can't read it. 

( HARRY ROSENTHAL Associated Press We missed the first JO 
-minutes or so of this briefing and you may have covered this 

tasks e for°thM, a VeCy f f mbitious schedule of experiment a^d 
tasks for the spacecraft, can you sum up just how much of it- 
you've accomplished. How successful you were at it 

HAROLD DRAUGHON I think it's been it's really has been 
extremely successful. it would be hard for us to put a 
percentage basis on it. There was a test or so that didn't qet 
done on the early RMS checkout. We went back yesterday and 
picked up one of tho,'. on my shift which was cradling the RMS in 
the backup mode. That went 100 percent. I'm not sure lust 
because I didn't pull that shift, how much of ?he ^oadVarm and 
RCS system got accomplished. I know that they got' a significant 

know a' It W \\ ther ° 1 ' not . th ^ ^t it allVjus? don't 
Kno,/. Ao tar as the science is concerned, T know that the fnli^ 
mart ^ tOP u SUn °^ted scientists have gotten all or 

?££ „m 7 ° Ver h ° ped for " And U ' s to ° early to soeak Cor 

p h ,° ! ier g u y«- We do know that the SUSIM is going to havo some 
reduction because it's got this failure and without talking to 
him directly, I couldn't quantify that for you. tnlKlnc J Lo 

romfh R ° SENTHAr V. Anfl anofc h« question, should you decide to 
come home an orbit early, can you describe to us in layman's 
terms how you do that. i^ym^n s 

ySu°d L o fo? U ?ho N YG3 { y ° U d ° ifc just like ^ other just like 
you do for the nominal rev. You just start hour and n hiif 
early. The bum will occur a little , o t to 

IrweTL^^* 1 ^ , th ° ° nly thi,ig that y™ loao oufof that 
is we have a pass a station acquisition after the deorbit 

SrouMd VG tra.r » GUam ° n a nomlnal ccv - You co -e n a rev early the 
th£t \c PP r S t0 ^ 0t Cly OVGr Guam ,0 would lose 

that. That is not a mandatory requirement. it's nice to hove 
it's a nice to have feature that you can check the vehicles 
configuration and give the crew an extra helping hand there lust 
ear?r b ecau^ JKf ni ?V° have ' lf 1 nf?ec1 ^ "> « rev 


MARK KRAMER On that same subject I want to make sure I 

understand this. At landing -6 hours you could say leJs come in 

m?nu^s. eaL ' ly ^ thG CreW haS Gn ™* time IZ \oL\hT 

TOMMY HOLLOWAY Yes. Tf you know it, if you see it cominq and 
know it ahead of time, we would probably got the VJew Z * \ half 
hour 4b minutes early, but we normally Sonoider deorbit 
°an?Mon i0 r t° ^ ^ aboi,t ««>rblt -6 hours TIG -6 hour s . 
th^ Z ~aL TT' i An ? tlGL '° is * :ime in h«ve practiced 

that, we get into simulations where they'll routinely do things 

give you leaking propellant tanks and things where you just can't 
stay on orbit and you try to accelerate your preparation and we 
jan handle that part readily. 

JAMES WILKINSON BBC Can you describe very briefly again those 
times you gave for deorbit burn and interface and so on. 

TOMMY HOLLOWAY Okay. The touchdown time in Central Standard 
Time for that is 1:27 at Nortluup that's an hour earlier 17:27. 
The time that your into sensible atmosphere which is something' 
ya'll hear us talk about quite a bit entry interface, is roughly 
30 minute.';. Before that the deorbit ignition Ltself the burn is 
another 30 minutes in front of that. And there Is a half a 
minute error on both of those margins. So it's an hour between 
TIG and landing. 

JAMES WILKINSON And the communications blackout is when. At 
interface or? 

TOMMY HOLLOWAY It's a few m«ich numbers below that. It's you • J 1 
lose commu. . .actually you lose communication because you lose 
Guam and then entry interface is just past there. Then you go 
into black out and at around mach 26 or so and come back out 
around mach 15. 

JOHN VAN Chicago Tribune Just one other thing that we've 
heard about the last few days. What about the leak with the 
itrogen is that still leaking, what's the status. 

TOMMY HOLLOWAY No, we found that rascal finally. it's in PCS 
system prossur i zation system number 2 and we can we have a way of 
connecting either the system 1 tanks or system 2 tanks to the 
other presssurization system and we can completely isolate that 
leg and not have to feed that leak. The magnitude of the leak, 
we were to have a failure in the other system now like a 
regulator or something, the magnitude of that leak is one that in 
general could feed could afford to feed if we had to. But, we 
will no' go back to that system unless wo need to. 

PETER ADAMS Is the plan still for a Gordo to land 200 feet. Is 
there any change in the way the astronauts will be coming in due 
to the S band problems or anything. 

TOMMY HOLLOWAY No there's no correlation at all. 

TONY MELASKI CBC Two questions, firstly on the TV pass of the 
meal time routine, do you happen to know what they were eating 
and secondly we've heard only general comments saying that the 
RMS tests were fine. Could you characterize the performance of 
the RMS to date in this mission. 

TOMMY HOLLOWAY The RMS performance was spectacular. The crew 

s very jubilant over it and as were we. That TV pass we had 
day before yesterday when they had one of the forward bulkhead 

cameras on the arm as it went through one of it's auto maneuvers 
it was just as smooth as it could be. The unherthing and 
reberthing of the payloads without the aide of the wrist camera 
which you normally have that just went just as well as you could 
hope for. The arm han performed beautifully. Everybody is 
awfully happy with it. 

. . .meal time. 

TOMMY HOLLOWAY I honestly don't know what they were eating. I 
think breakfast this morning and the only thing I recognize was 
Jack Lousnia had a container of what I think was orange juice, one 
of those squeeze, no I'm sorry grape juice. 

Is it a nauseating looking plastic pouch with 

purple .... 

TOMMY HOLLOW AY Yes that's it. Well wait a minute I don't know 
if we're going to confirm it was nauseating, but it ... .confirm 
the other part of that. 

CARLOS BYARS You know when you get ready to bring the crew back 
in, who can you make the decision without further referral if you 
feel the winds are picking up and you want to come a rev early. 

TOMMY HOLLOWAY Well I won't be put in a situation. Yes I 
could. But, when you get that close to entry, all of your 
management friends are close by. 

TOMMY HOLLOWAY You have all of the help you can stand. 

Anything further here in Houston. Okay thank you very much. We 
appreciate your attention and your time. 



Good evening. They told us there was going to be 
sparse attendence but it doesn't look too sparse, we've got 
Flight Director Neil Hutchinson and Dr. Sam Pool, Chief of 

Medical Sciences Divison here at JSC. We'll start with a summary 
of the Silver Team shift today. 

HUTCHINSON Good evening. This is... not hearing mike? How 

Fine up here. 

HUTCHINSON I'm getting good feedback in my ear here. You 
okay? We had a very, very quiet shift today, on my shift, in the 
Control Center. Much quieter than, and particularly at the end, 
tnan the last time I was here which was a couple of days aqo. We 
got everything done today that we had planned on getting don*, a 

at??H!L P ^ en -i? f K eV ?J ythin9 *,, We are now in the to P sun thermal 
attitude and will be there until we get ready to equalize the 
temperatures prior to entry, which is late tomorrow afternoon. 

? ay ™ dld the next to tne last of the EEVT samples. Did our 
cold OMS restart, not quite so cold, but did it, did the cold OMS 
restart. Started some cryothermai tests and we are operating, 
since we are m top surt, the experiments, sun looking 
experiments, the x-ray polarimeter and the SUSIM, the solar 
?n vnni^K! • y ? t S m ; i .Tomorrow is going to be pretty much as it is 
m your published flight plans. We are going to start APU 3 
tomorrow, in the morning, during the FCS checkout and we have a 
procedure already onboard to run it a little extra length of time 
to verify both controller A and controller B on the water spray 
boiler on that APU. Right now that's the only extraordinary 
thing that's anything different than what you have in your hands 
printed for tomorrow's activities. We're still planning on 
coming home on Monday. The weather's looking reasonable, and 

mi Vn,n^h, : ;« a T m H Want U ? t0 make a 9 ener *l statement, although 
my impression is the crew is just superb. If you listened 

* ?u an L air/ground ' you P*°bably heard the thump, thump, 
SlSL??i J 8 ? ?5 nt ° n tr ? admi11 - Both of them were using the 
inS r a to night after dinner. Well, I guess Jack before dinner 
and Gordon after, and seemed to be enjoying it, learning how to 
use ic in u — g . 

DR. POOL During our discussions with them this evening, I 

think we determined, and they said they were in top shape 
physically and mentally. They've been eating well, sleeping 
well, and apparently enjoyed their exercise session. 

. Okay. We're ready for questions. Back there 

Aur thor . 

«i il ? reentry part of this thing from the orbit burn down, 
and if not can you just explain what role it does play. 

22F2hS°i. ?? diff * r «"t than the role it plays while on orbit, 
1* win ^ 9 ^ ting ? at ? t0 us and ^ ettin 9 d^a to the recorder 
il «!Ji;n„ T 5 e < . tr ! nSmitting part of the s " band ■yet™, of course, 
rf-?^ ing d ?. ta t0 u U3 ' and as vou ' re aw «e, we get a pass after 
£?™?fi re ' ?J te J deorbit burn ^er Guam, a couple or three 
minutes worth of data, and then the vehicle goes LOS and then 
shortly after that, it goes into blackout and is unavaUble for 

III ?he°wav n i?tt°" 3 tlU arOU J a 18 °' 000 feet and from that nt 
all the way to the runway, we have telemetry data and radar data 
and voice data through that system. 

22SJ°!!I B ?J , K ,I,m ^J* 1 ? 9 real if ' s here ' and excuse that, but 
we lost It h ;ffi!: ifV letS Say J d,Jrin * the P eriod of blackout if 
we lost the other high power side of the S-band. would it 
present a problem once you came out of that blackout period? 


Si£h H Jha? N ^ reinember ' we have UHF for air/ground comm along 

^? LI !?G...HUNTSVILLE TIMES . . .How much, I presume, warmer 
than expected was the OMS thruster and am I correct in my 

SSrShiSS.^S/S S6emS * U aCOUnd ° n the dermal tests 

that things have been more benign than you had been projecting? 

HUTCHINSON About 10 degrees on the OMS question and yes. 

2£S!.5 re ^ C °u^ 9 ° ff aS fast and as ?ar as we had Y 
?hSJ2iff; -I veh i c i e seems to be considerably more benign 
thermally than we had expected. 

DAVE DOOLINC.Okay. is that a good sign for future planning? 
HUTCHINSON Oh yes. Yes. The reason it's a good sign is 
wiJEilv^L-S?? ^ hit / ny thermal StCeSSeS in the veSicL, but 

ssisrihJt j«r i us ° o ? erate at iower power ieveis ' " h ^ h 

means that for a given amount of cryogenics, all these systems 
tK 6 J:: a £ r ; ° n . the J and in P«ticular\ theV^aultlsmem is 
the one that we've been concerned about, and you know, we ha/e 
some pumps that run and they take a lot of power. Vm tllkinq 
based pump£ \ that ™ f one on each system, anS cycle 9 

based on the temperatures oeing observed in the system and their 
duty cycles are a lot less than we expected in thele at??tudes 
in L n^° UrS ^ hat 4 ? Plain En 9 lisb ' *eans you can fly longer 
i2„! °° lder ^ Ude with a * iven amount of cryogens onboard 

sssr^tisii s^r* the power for thl heaters and the 

We'll get you next Paul. 
JOHN GETTER... KHOU... how concerned are you about conditions at 


SiJliSl t for landing. At what point do you have to make a 
M?«?i°V n wh ? ther y° u 9° to White Sands or go to Florida. 
«}«?i??J r ° m the P rognosticatlons we're being given today are the 
visibility guesses for the landing period. Y • 

HUTCHINSON Well John, I really hate to speculate on the 

S: weathL^f ° n M Y ° U ^ Sk 3 l0t ° f diff "«nt quests there. 
The weather situation, ot course, the closer in we get, the more 
accurate we get on what is actually going to happen? We are 

a? tul con o^s aSn^^ 16 ^ ain?ng «i'««f? P w iJh John" Young 
at the controls about the time the crew wakes up on entry mornino 
and, of course, another one on the way in and if there is anv 
question on the visibility circumstances, or the wind * 

?r«?n?ni an ? eS ' ^°!?. a 5 e golnc > to be answered by the shuttle . . 
training aircraft flight, as well as, of course, the 
prognostication on the part of the weather people. Let me sav 
^ n e h "? abou t the second part of your question? I on? ^ily 
tunZL K 3de an J! ? ind ° f a decis i°n on any kind of a backup 

KSI ft ? have, obviously, the hard surface at the Cape and we 
have the hard surface at Edwards and I have personally not heard 
any conversation exhibiting a preference of one over the other 

oet'dow^n^V ha r en ', fc h6ard any ' and our P«f«em5 " 

t u v hn?f rt and we're going to try real hard to do 
that. Our visibility requirements, again, let me say although we 

b^canv' SMI™ ^ SUre 1 ° a ? remember them ' but y they'?e 9 
?h! Sri V k • th w^ e 13 any <J uestion on the visibility in terms of 
t*l i^i" 9 able t0 S6e . the runway or cee tne aim point, o? 
fflloJ? \l ,i mat i S ^ anythin 9' ifc will be determined by an actual 
flight by the shuttle training aircraft just like we've done 
previously at both the Cape for RTLS and'at the end of m^^ton 

over here. P3Ul ReiSer right her6 ' and then Wft ' U get Jules 

^r^ IS f R ;r COUld y ° U give us a kind of 3 summary 
characteristic or assessment of the success or failure or 
accomplishment of this mission? «^ure or 

lT^r°^^ ell 'J tMnk ' quite lankly, I'm sure it appears 
with our little problem with the S-band comm and the television 

arour'h^'T^" 109 ',^^ W€ ' Ve had a bunch of thiJgsnpp!ng 
at our heels it seems all the way along, but if you put it into 

diiraHn °l the U °t that We a PP ear to be ^oing to go^ur fun 
duration here, we better than doubled the total amount of time in 

We ° n thiS vehicle < ^ have gotten some 

?2i J 9 performance out of the systems working against one of 
aetMna 9 ^^ 8 ."? had in the P ro ^am, which, o?he? than jSIt 
3nd hilt 9e ^ ing dOWn ' whlch were these lon 9 thermal cold 

soaks. The arm has performed impeccably. We got 

several times^V rst bv P 1 ?*^ " P and putting down a payload 
several times and doing that without the aid of all the devices 
that we would have liked to have had at our disposal I think 
the thing has just been a tremendous success. The t les, they 


' 5i?Jj? ?Mn!f? U * Uttle "J' 1 think ' of course, we didn't • 

irlt H 5i n J lng W6 7 ere goin9 to lose any tiles and haven 't 

oo?ia ?X £5;! f!V oln9 to pother us getting back, but that is 

ShJS'wS 0 5? so ? ethin 9 that wi" need to be re-examined 

thIJ it 15 ? h t0 make sure that we understand why and how and 

JJjfi . ? n * 5 ap ? en agaln ' But in general/ you've got to 

Itelil *L P ltl Se i V ith th * P erfo ™a<^ of the'vehicle and the 
people and the whole system. 

Jules Bergman. 

JULES BERGMAN... ABC NEWS... Neil, CAPCOM on the line this 
afternoon characterized the mission as a 100% success and 
Fulierton then came back and said, I couldn't quite hear it, 
would you make that a 101%, or words to that effect I thought. 

HUTCHINSON Well, the transmission that went up was when we 
lt^n h f ^ 6 27? jest today, was that we had gotlen every single* 
to ?SiS n B S?:^ £li 3 h r f 1 ?? that u we had set out to do PremiLioSup 
rmJ^L - P n 1 believe the 9 u y that answered, and there were 

to li\l W r°» JEI^I^V* 0 ! and he made a remark about wanting 
,2 f?n ha ?u}°° % and 1 don fc "member whether he said a 101 

?Soi 2h2J so ? eth i n 9; * nd he a ^o said, I'd like to count that 
thl tlci dll" finished the landing, in an obvious reference to 
the fact that we've got a pretty good sized event to go which we 
are all confident that it's going to be successful. 

if L th e B I?A M ^;;;f^° nd qu r ti0n ' u What WOuld you do Mond ay ™>rning 
tlrtml ™?n? £ ° ann uJ S ? e the aim P oi nt or the runway or the 

Wh te Sa^ds ho e ?^ S r^ f bl °^ ng 2 USt? Would you then change from 
wnice sands to the Cape or Edwards, or what? 

HUTCHINSON I'll tell you. I am really not sure. My 

judgement, at the time we were preparing for reentry was going to 
put the stops on us, I think we would 'nt prepare for entry and 

SlJi J! depends on how far down i:i that preparation 

period you are. If we were a long way* away, for example, if it 
th'e morni^^ W ?5 6 UP and " waa an early sJOlight n 

JSl«^I2}5 9 '# I i g ? 8p ? c J We d P robabl y truck on and get ready and 

n Q JnhM r1 !! J 3 * 16 that ' h6y ' letS ^ USt baCk OUt Of this 

thing. Probably before we closed the pay load bay doors and try 

™-ni^ an ° ther day * ? ow you a11 are aware that w£ have been 
managing our consumables to allow us another day or so without ' • 

KL ef 5:°% an J ^ at ° Pti ° n existS - It,s really hard ?o say? you 
vaTiLdls IT^* 'V!'^ 0 the sit uation and look at all the 
variables and decide what the most prudent course of action is. 

Yes sir. is there any indication... 

1 Would you identify yourself please. 

PETER ADAMS... KINET NEWSPAPERS ... Is there any indication that the 

tSrn"^a' lXed WUh ° Ut haVl " 9 W"™* eS^sfofon™ °' B 

HUTCHINSON I can't honestly answer that. I think there ar. 
li l^ll * f° Uple ot t ? In 9» that 90ing to have to all looked 

areS t th. niS^i- ^ Uld J u ;* 8 ' 9 ene «Hy- electronics boxes 


{ "ETER ADAMS... One question for Doctor Pool. Doctor Pool, what^ 
i?X i 0 Mi earned 3l !} ce Skylab that waa i^ortant in making c?ew 
tol!rIhfl t -??S*M C f ,f ?' tab i* an ? making Crew Ufe a bit n»o?e 
Si! 5 ? ? h tM 2 long duration mission. And is there anything 
«SJiSh r,i 6ar !; ed °V h } 8 lo ? g durat *°n mission tha? are y 9 
spaceflight? " mi3slons in terms of lon 9 duration 

«h,^^?2 L u , £ eU in terms of the habitablility of skylab versus 
l^tl^' Skylab was a very ^bitable spacecraft. It had private 
InrZZ ng rr2 Uar : e !:f,' Special galle y' nice "«troom, the who?" 
it* !A M T S e / hUt J} e We tried very hard to mak * habitable although 
its somewhat smaller. I think the sleeping accomodations are 

a S eq ?; te ^ The galley is to be flown on a future missi™ And 
should add to the habitability situation onboard. The waste 
management system is new and I think we're still working out some 
thi!k b XA£5J?, k th * ultiraate . r ^lts there will Tllo be good?™! 
^2 k J?. 8 5 lttl f is a very liva ble place. They're both very 
2!?S <k habltab i e l plaoe8 to live ' 1 would ^ink. As far as what 
» J£ J ea ? ned in terms of long duration missions. Seven days is 
a short mission. But I think Dr. Thornton's exercise expeJilent 
{™ e H J .J nte £ eStln ?, t0 , U8 ; We ' re very interested in th^lata 
Iftlr Sjh f r J! ally don fc have 311 the data fr ™ that, but 
IhrSl ^ i i 9 J' u nce we get a c hance to talk about it, think 

hoS L«Mi2°i at K the P? stfli 9 ht data ' we wil1 be interested iS 
^ow exercise can be used as a counter-measure for the 
reconditioning of spaceflight. 

JAMES WILKINSON... BBC... On the question of the tiles, which we 
haven't talked on recently. You say there's going to be no 
problem on reentry. is that an educated guesl, or do you have 

Underneath?^ th6Ce iS "° damage t0 any oi ths tL1 * s 

TJuTltlT^ 1 kn ° W an * thi "S ™<* than I knew three or 

tour days ago. And we've concluded that, and you've seen all i-h* 

KKwf that we aren,t going to ha - - y J^biiii 23. 

hard'evJdence?^ that ' S " educated * uess ' rafc her than based on 
HUTCHINSON You could call it that. 

.k \_ ' We 1 11 -get Jules and then we'll go down the 1 ine : 
there starting here with Reiser. 

JULES Neil, 

HUTCHINSON i wanted to blow my nose, but excuse me go ahead. 

- jLES no go ahead blow your nose. 

HUTCHINSON I- couldn't get my hankerchief out. 

I ; "ULES Take your time. ^ 

HUTCHINSON No go ahead. 

HUTCHINSON All depends on your prospective. 

Your using up your time Jules. 


Sles will not Y h. Tn^M S s P e J ks , wit h such confidence that the 

seen a piece of paper floating around that control cente? heard 
word one after the last tile summary that we saw that looked ft 
\l Uf t S5? t S? l, ? phl ° d ? b ? P relaunch ' looked a? the p^enftoff?' 
»n Jhf ?ff pictu " s with so ™> tile coming off the bottom. Took 
Th« ii e «. C ° Unt % tha i WS observed with the cameras onboard? 

Sat toLthlr 7n re f ° Und ° n 2 ha beach at the Ca P e - And pS? ail 
a S f ^ iu 3 St ° ry ' and ana lyzed each one of those thinqs 
and the place they were missing on the vehicle and what waS 
2™?™"^ lt ' 1 YOU knOW ' whet * er there was a piSce Sf epical 
FTJ < P close to the skin ' ™* so on and so for?h And 

tSS. SIS? Came " S £t ° m B — ».«".C.lifornl~ t 5:5u*^"^ tl m 

JULES Other words, you don't know. 

HUTCHINSON I don't know. 

^ i Paul Reiser. 

REISER when you test APU 3 tomorrow, and if in fact it 

; S^Ti^J-wap = naas. 

that we'U start him, and I «aUy 3o"j kZ v ™?V SUSpeCt 

Three APUs SI *-k ent 5 y ' so that we would have cooling. 
3aTtoX J£E ^tTcoV^T^ Part hS ' d "» ! " th ° 

John, did you have a question? okay. 

na^anyldea ^thTp&^s^ " mi9ht b * <° ^- 

w; U complete the fl^n^* conlu^ "•""""on* and 

Right there. 

u .N BISNEY...RKO...I wondered if you could just touch, Neil, on 
the major points of the cap for tomorrow? ' 

S^JSKn, T 5 e bi ?? 63t fc 5 ing 18 right off in the ^rning. The 

look S? J? K: 1 is q ne ; d , to ? e ? u . out here ana take * 

look at it. But the FCS checkout is the big thing for the dav 
tomorrow We are doing a continual bunch of, we have EEv5, the 
JITS f le f-r°Ph°resis sample going on tomorrow. The IECM gas 
at rf-h? 9 K ing on r to:no »°w- ^t me make sure I'm looking 
sL and af thf L5 e "?V, W % are c ? nt inuing the thermal test in top 
?h2 a L £ 6 2 d 0f the day we ve ^ot another one of our check 
£h! bay d ? ors to make sure we can close them, things? 

Irl a pL 6XPerim ? nt StUff ' other than the I£ CM gas is, 
are the IECM gas release, singular, there's only one of those 
Are the SUSIM work, looking at the sun. It is not in the 

dav Tf°,l V r ° f th ? tt VS ^ at you have seen happen he?e a busy 
SSCi Jl r W ? get throu 9 h that early stuff in the morning its 
the slL he oil ?n 3 lot H of f st ^e stuff going on and SSjiXg uS 
the ship, getting ready for entry. The crew will be updating all 

lust r ki!3 n 2f y rSS; 8 f WU 3 Pr ° bably be ° Ut lpokin * K thS, 
jM"^ - ke ^h g It's 

b^re^yo^ gVt^re^ ' " ^ °" ™' ^ C " ' 

Jules has another question. 
JULES what time do you expect to fire up the APU? 

rSon tL^ V" 90ln9 t0 d ° lt - «' ^ "» 

JULES Take your choice. 

52^r S «!! S^l* abOUt ' mission ela P se <* time, Jules around 
tfme T?™'ioS? te f J a ; kly ' SO ? e °" e couid * et hlm * very acu^Ste 
! T ' ra l°° k ing at the premission flight plan, and we did not, 

flirlS \Sm J fi n ? h mUCh f ^° m t] ? at at a11 ' 2230 "hich would be ' 
Ic^w gets ip. mornmg, it's a couple of hours after the 

! for you, Jules 0 ^^ DeSk ° an ° aU ° V6r and get the P recise time 

j HUTCHINSON And it's already been stuck in the flight clans for 
tomorrow. So, and it's about right where i? S„ pinned? 

That gentlemen 

Dir"f RATNER. . .ABC. . .while you've got the papers out. Has there 

any ? han ? e in the deorbit times and the times on down "he 
list Si hSSr 1 thlnk We 90t WaS 27 minutes and 14 seconds 

idays, 2 hours, 34 minutes *nH In ' f he i 9 tlltion time is 7 
' seconds. f9 LaniC ? 5 --""^3 

Thank you. 

Okay, thank you very much. 


p20j CHANGE OF SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGE 1 

PAO Okay. Good morning and welcome to our change of 

shift press conference here today with the offgoing Flight 
Director Tommy Holloway. It seemed like a pretty quiet night to 
me but I'll let Tommy tell you about that. 

HOLLOWAY Well, we came on last night after the crew was 

talked to the last time before sleep, about 30 miru'ces before 
their scheduled sleep time. Through the evening we saw no 
activity indicating that they were awake. The spacecraft has had 
no change in status in terms of configuration or failures during 
this shift. We called the crew at Orroral Valley about 15 or 20 
minutes ago and they did not respond during that pass. I expect 
that was because we either had a configuration problem on the 
ground and didn't get up or it was inconvenient for them to 
respond because they hadn't put their wireless headset on yet 
and/or they were shaving, or so on and so forth, again, without 
the wireless on and when you're not on the wireless, you have to 
go to the speaker box and push a button, or sort of push a 
button, it's really a switch to be able to respond to the call so 
I suspect they chose not to do that, but we'll find out in a 
couple of minutes when v/e get to Hi la. We did do some flight 
planning last night, some crew activity planning last night. The 
primary changes that were made were minor in that we moved some 
activities around a little bit to allow the crew the opportunity 
to stop talking to us and get to bed or relax an hour earlier. 
Prelaunch, the flight plan had a 7 hour sleep last night before 
deorbit and it was decided yesterday that we'd add an hour back 
in and give them a full 8 hours off this oveninq prior to 
entry. The SUSIM experiment has encountered a failure yesterday 
and I'm sure Mr. Hutchinson talked about that last evening. It's 
unable to change wave lengths and so that has limited the amount 
of data that we can take, or the pot can take with that 
experiment and has reduced the time that the crew is involved in 
that experiment and that was one of the major things that allowed 
us to have a little more relaxed day today. Additionally, we're 
also giving the crew the option to pick up the last ETSVT sample 
today that was an extra one that was not planned in the prelaunch 
flight plan. And that's all I have for a summary so we'll open 
up for questions. 

PAO Okay. I'll call on you and wait for the mike. 


MARK... How are the infamous pair of transponders doing? Any 
changes whatsoever or suspected changes? 

HOLLOWAY Absolutely none at this point. * 

MARK ... (garble) absolutely none meaning that (garbl e) 


Please identify. 



{ p20j CHANGE OF SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGE 2 

JOHN PINE . . .REUTERS ...I'm sorry. Absolutely no changes right 
through landing I imagine. The transponders as they are now are 
going to be as they are when they touch tomorrow. As planned? 


PINE. . .Okay. 

PEERS ACKERMAN. . .TIMES... Are you worried that you haven't heard 
at all from the astronauts since they were awoken this morning? 


HOLLOWAY Okay. Now start again, we're in??? I don't know 

why we don't get it working and they don't start talking to us, 
but right now I'm not worried. 

MARK KRAMER. . .Have you got any new times for the landing 
sequence. Hutch gave out some new times last night that advised 
that they constantly change. Do you have any changes? 

HOLLOWAY No I didn't bring any with me but when he said that 

constantly change, he was talking about in the minutes and the area. They're not going to change much. If your needing 
exact times, you know the closer you wait till the actual event, 
the better off you are because, you know that sort of thing 
varies as we move along. /garble) Yeah. Just make something 
up. That's all right. y 

PA0 Okay. Do we have any more questions here. Yeah, 

go ahead. ' 

JOHN PINE... REUTERS... Weather's, 'no change, no major change on 
the White Sands since you got on the shift. I means it still 
looks good both sides of . . . 

HOLLOWAY Yes. I received a weather briefing in again about 

1 or 2 a.m. this morning, and as far the weather, is about as I 
talked to you about yesterday morning and I'm sure as the other 2 
flight directors talked to you yesterday, it looks like Monday 
will be an acceptable day and that's tomorrow now I guess. 

Did you burn up any of your extra consumables last 
night by leaving on some extra electronics for heat. Someone had 
mentioned that possibility, and therefore, do you still have the 
72 hour pad or are you somewhere less than that this morning? 

HOLLOWAY We still have a 72 hour pad and yes the crew has 

been given the okay to stop worrying about their consumable 
management quite as much as they did earlier in the flight in 

p20j CHANGE OF SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGE 

that we do have plenty of margin in our consumables in the H-2 
area which is the most critical one from the standpoint of 

Okay. If we have nothing else, I understand that 
we didn't have any questions from the other centers. is that 

That's correct. No questions f-om the other 


Okay. Well, thank you all for coming out to this 
early morning session and we'll see you at the next one. 


p20j CHANGE OF SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGE 1 

PA 9 Okay. Good morning and welcome to our change of 

shift press conference here today with the offgoing Flight 
Director Tommy Holloway. It seemed like a pretty quiet night to 
me but I'll let Tommy tell you about that. 

HOLLOWAY Well, we came on last night after the crew was 

talked to the last time before sleep, about 30 minutes before 
their scheduled sleep time. Through the evening we saw no 
activity indicating that they were awake. The spacecraft has had 
no change in status in terms of configuration or failures during 
this shift, We called the crew at Orroral Valley about 15 or 20 
minutes ago and they did not respond during that pass. I expect 
that was because we either had a configuration problem on the 
ground and didn't get up or it was inconvenient for them to 
respond because they hadn't put their wireless headset on yet 
and/or they were shaving, or so on and so forth, again, without 
the wireless on and when you're not on the wireless, you have to 
go to the speaker box and push a button, or sort of push a 
button, it's really a switch to be able to respond to the call so 
I suspect they chose not to do that, but we'll find out in a 
couple of minutes when we get to Mila. We did do some flight 
planning last night, some crew activity planning last night. The 
primary changes that were made were minor in that we moved some 
activities around a little bit to allow the crew the opportunity 
to stop talking to us and get to bed or relax an hour earlier. 
Prelaunch, the flight plan had a 7 hour sleep last night before 
deorbit and it was decided yesterday that we'd add an hour back 
in and give them a full 8 hours off this evening prior to 
entry. The SUSIM experiment has encountered a failure yesterday 
and I'm sure Mr. Hutchinson talked about that last evening. It's 
unable to change wave lengths and so that has limited the amount 
of data that we can take, or the pot can take with that 
experiment and has reduced the time that the crew is involved in 
that experiment and that was one of the major things that allowed 
us to have a little more relaxed day today. Additionally, we're 
also giving the crew the option to pick up the last EEVT sample 
today that was an extra one that was not planned in the prelaunch 
flight plan. And that's all I have for a summary so we'll open 
up for questions. * 

*J° k Okay. I'll call on you and wait for the mike. 

MARK... How are the infamous pair of transponders doing? Any 
changes whatsoever or suspected changes? 

HOLLOWAY Absolutely none at this point. 

MARK. .. (garble) absolutely none meaning that (garble) 

PAO Please identify 

p20j CHANGE OF SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGE 2 

JOHN PINE... REUTERS... I'm sorry. Absolutely no changes right 
through landing I imagine. The transponders as they are now are 
going to be as they are when they touch tomorrow. As planned? 


PINE... Okay. 

at all from the astronauts since 


worried that you haven't heard 
they were awoken this morning? 

HOLLOWAY Okay. Now start again, we're in??? I don't know 

why we don't get it working and they don't start talking to us, 
but right now I'm not worried. 

MARK KRAMER. . .Have you got any new times for the landing 
sequence. Hutch gave out some new times last night that advised 
that they constantly change. Do you have any changes? 

HOLLOWAY No I didn't bring any with me but when he said that 

constantly change, he was talking about in the minutes and the 
seconds area. They're not going to change much, if your needing 
exact times, you know the closer you wait till the actual event, 
the better off you are because, you know that sort of thing 
varies as we move along. (garble) Yeah. Just make something 
up. That's all right. 

PA0 Okay. Do we have any more questions here. Yeah, 

go ahead. 

JOHN PINE... REUTERS... Weather's, no change, no major change on 
the White Sands since you got on the shift. I means it still 
looks good both sides of ... 

HOLLOWAY Yes. I received a weather briefing in again about 

1 or 2 a.m. this morning, and as far the weather, is about as I 
talked to you about yesterday morning and I'm sure as the other 2 
flight directors talked to you yesterday, it looks like Monday 
will be an acceptable day and that's tomorrow now I guess. 

j v*. u , i Did you burn up any of y° ur e *tra consumables last 
night by leaving on some extra electronics for heat. Someone had 
mentioned that possibility, and therefore, do you still have the 
72 hour pad or are you somewhere less than that this morning? 

HOLLOWAY we still have a 72 hour pad and yes the crew has 

been given the okay to stop worrying about their consumable 
management quite as much as they did earlier in the flight in 


area which fl^hS 16 "*? ° f .; ar * ln in our consumables in the H-2 
electrici?v m ° critlcal one f ™m the standpoint of 

we dMn-f h a . fa ° kay ' lf Jf e hav * notnin 9 else, I understand that 
correc?? * questions from the other centers. Is that 

centers. Th »t's correct. No questions from the other 

Mrlu mnt . nirt 0kay ; Wel i' thank y° u a H for coming out to this 
early morning session and we'll see you at the next one. 



Good afternoon and welcome to the change of shift briefing with 
Harold Draughon, the Flight Director for the Crystal Team. Let's 
begin with Harold's summary of this most recent change of shift 

HAROLD DRAUGHON Okay, this morning's shift started out with the 
flight control systems checkout. Normally that activity is 
composed just of a wringing out of the flight control displays on 
the vehicle, the ADI , the eight ball, the rate meters, the normal 
aircraft type instruments and the sensors, the altimeters, the 
radars, the TACANs, those kinds of things. You've all been aware 
of the anomally with APU number 3 during ascent and so what we 
did today, as I told you yesterday that we probably would, we 
brought forward a check that we normally do not during entry prep 
which is a flight, we have, the flight control system checkouts 
are part 1 and a part 2, the way it's documented. Part 2 is the 
dedicated display checkout, the sensor test and the other one, 
part 1 is the APU where we crank the APU and actually use the 
horsepower from the hydraulic system to move the vehicle's 
control surfaces. So we brought that forward today to combine 
those two tests into one test segment and get a good wring out of 
the APU water boiler, the cooling system on the APU. Both the 
FCS checkout and the APU are 100 percent successful. We did not 
find a single thing wrong with any of the avionics. Nothing 
/rong with the flight control systems, the hydraulics, the APU 
regulated right up at the temperatures it was supposed to and 
that really wasn't a surprise. APU 3 has had a similar 
malfunction to the or we've had the same lack of understanding of 
how APU number 3 works in ascent on all three flights. It is not 
worked the way we thought it would on any of the flights and it 
always works correctly on orbit and for entry. You probably, if 
you've been coming to all these things you recall those kind of 
discussions, it's always APU number 3. So that checkout went 
well. We followed that up with the we call it an RCS hot fire, 
that's an activity where we, the way the control system on orbit 
works, as you try to do attitude, or translational maneuvers, the 
digital autopilot in the vehicle decides which thrusters to fire 
to accomplish a particular maneuver. Clearly there is more than 
one set of thrusters that will accomplish a given rotation. But 
the autopilot always uses the same ones. Rather than get into 
entry and find out that you've got several thrusters that you 
haven't tried to fire for seven or eight days, we take this block 
of time and schedule ort a very specific sequence that will test 
every thruster to make sure we go on into entry with a known set 
of hardware. Every thruster checked out correctly. So, all the 
testing we did today that was a precursor to the entry operations 
tomorrow, was 100 percent successful. Another activity that's 
gone on since yesterday, I think I told you that on the first 
sleep cycle, we changed a gyro bias, which is a compensation term 

i one of the IMU gyro's the first night, and that was when we 
were in the tail sun attitude. We changed thermal attitudes 
yesterday as you recall and went into a top sun. The gyros are 

sensitive to the thecmal environment and we think what we're 
seeing is a response to the new thermal attitude to that 
particular sensor. We put new gyro bias terms in for 3 
accelerometers on IMUs number 1 and 2. They changed once, they 
haven't changed since then and we think we've zeroed out those 
terms and expect them to work properly. The circulation pumps 
which are some small pumps that circulate the hydraulic fluid 
through the hydraulic loops while we are not trying to use them 
to move the control surfaces, but just to keep heat distribution 
to where you want it, we were running those in all of these test 
attitudes to get again to get a good handle on heat transfer and 
get the thermal models that the guys use in analyzing missions 
down, we've decided to run those on through the sleep period 
tonight and we will terminate circ pump operations tomorrow 
morning. The exact time hasn't been scheduled yet, but it'll be 
sometime like 6 hours prior to deorbit. The loops are actually, 
the problem you worry about with circulation pumps the reason 
they are there is you worry about a local spot in the loop 
getting cold and then later on when you want to flow hydra : i ic 
fluid to move a surface if you've got a cold enough place L,at 
you've frozen the loop up, then of course you can't get any fluid 
and you can't move the actuator. The loops are actually running 
a little warmer than had been anticipated. We are bringing them 
on now at 0 they've got a temperature mode that they are 
controlled to. We're bringing them on at 0 degrees and then 
turning them back off at +20. The kind of numbers that we were 
talking about trying to protect preflight were -10 and you begin 
to get a little more concerned at like -30 degrees. So we are 
well away from any concern. The N2 reg or the N2 leak was in the 
system 2 that we talked about a couple of times that I told you 
yesterday or the day before that we have isolated that to the PCS 
system 2. The number 2 distribution system in an effort to get a 
leg up on the turnaround post flight, we had narrowed it down to 
which system the leak was in. The one thing that had been common 
to all the times when we had that thing in different 
configurations and had seen the leak was that the system was very 
cold on all of those occasions. There had been times when we'd 
had it in other configurations that had not leaked so today we 
are running one additional check that's designed to determine if 
the leak is indeed correlated to the thermal environment or if 
it's a mechanical problem. Just to help the KSC folks when 
they're chasing that problem post flight. The most recent 
development is one with CRT number 1 in the keyboard. One of the 
keys doesn't seem to have an interface with one of the CRTs. 
That happened just as Neil and I were handing over a minute 
ago. The plan of attack when I left there half an hour ago was 
to, the easiest thing to do is to change out that particular key 
with one of the keys similar keys on the aft keyboard since you 
don't need that during entry, if that is unsuccessful then you'd 
change out the whole DEU or DDU display electronics which is a 
kind of a special processing minicomputer box. We have done that 
before. Joe Engle changed out one on the last flight. In flight 
he did that. Takes about an hour to do. As far as entry we plan 
to reenter on the nominal published rev tomorrow, rev 115. The 


deorbit maneuver is currently 285, for folks who like numbers, 
285 feet per second. That will require about 6,000 pounds of 
fuel. We've computed that maneuver so that we have a downmoding 
option to in case we could not get the engines to work and 
there's no reason to believe that they wouldn't but we always 
like to have two or three ways to do something. We've computed 
that maneuver so that we could execute it two minutes after the 
nominal time and use the RCS engines, the four + X RCS engines, 
and accomplish a deorbit off that same solution to the same 
targets. Our landing time is 12:34, that's 3 minutes different 
than what I told you the last time. 


HAROLD DRAUGHON 12:34 at Northrup, not here. 

12:34 Mountain time? 

HAROLD DRAUGHON I think they are Pacific, aren't they? Whatever. 

, Could we get an MET perhaps? Matter of faoh. I'd 

like (garble) get some numbers starting with the deorbit burn 
(garble) . 

HAROLD DRAUGHON Okay, I've got that data. Let me go on through 
this. UHP coverage and we have got UHF coverage at ignition for 
the burn over the Yarragadee station in Australia, course we 
won't have any telemetry from that station but at least we can 
talk to the crew. After the burn is over we will see them again 
at Guam for 5 and 1/2 minutes with telemetry. We'll briefly talk 
to them there and discuss their configuration and what not. 
There s nothing mandatory at least to go with that pass, it's 
just a good opportunity to look at them after the burn and prior 
to entry. They go into blackout and since we're now landing at 
Northrup coursa they come in over the coast, California coast, 
higher and faster, but the C-band radars can track the fire ball, 
what you'll refer to as blackout. They can track the fire ball 
and give us very useable trajectory data. So we'll be tracking 
them a lot higher than we normally do when we're coming into 
Edwards because the fire ball will be over the horizon for the 
west coast radars. Normal systems data we would have are for 
telemetry and S-band voice. You lose Goldstone and Buckhorn at 
?!?? U,: * 2 , and 1/2 minutes after they^come out of blackout. For 
this flight there have been two S-band systems activated at White 
Sands that are that can give us real time data routed back to 
. i e *ii I ^ d0 u 8n , ,t have a11 the redundancy and geographic routing 
and all the backup systems that one of our normal stations does, 
but when we committed to land there the Goddard Spaceflight folks 
went to work and got us the quickest thing they could to give us 
the capability there. That system is in place. We've been using 
it on a daily basis and the data is fairly stable. It has a few 
more dropouts than a normal state end site does, but they don't 
have the same kind of RF receivers that the rest of our stations 
do, but it's quite usable. Any questions? 

Yes sir, right here please. ^ 

t^»\ BE ^ ? HICAG0 TRIBUNE John Bench, Chicago Tribune. If 
you decided tomorrow that you wanted to come in 1 rev early for 
the wind conditions, is that exactly 90 minutes early or there in 

be lL^nn S "'J 4 ' tha r U be llke 11:04 would be the time you'd 
be landing, or do you have an exact time? 

HAROLD DRAUGHON GMT 1701 for rev 114, 1835 for rev 115, the 
prime rev. I think we have MET there too. pet is 1 0, 1 davs 1 
hour and 1 minute, nominal rev 2 hours and 35 minutes! 

for N thf CH CHICAG ° TRIBUNE What's the local time on that again 
HAROLD DRAUGHON For the local where, here? 

JOHN BENCH CHICAGO TRIBUNE The local there. In other words, 
if it's going to be 12:34 there what would it be 1 rev earlier? 

SS? L Sn5 R 5! GH ? M . H ° Ur 3nd half earlier - " looks like it's an 
hour and 34 minutes. 

JOHN BENCH CHICAGO TRIBUNE An hour and 34 minutes earlier. 

George Alexander, please. 
GEORGE ALEXANDER Harold, the reentry fire ball, is there anv 

• aJoie? iS.^ttVS vislble 0 t0 "sidents of southern ".iffEniF 
aibiet it's in the morning? 

?n^°«nn DRAU ? H0N ?; m 9 UeSSing but 1 would think not. I think 
«ound „2 leS T r? Uld be up iJ° hig h. The local landing time is 
around noon, it's even on the west coast. It's the same rev we 
come into Northrup on, I'm guessing, but I suspect not? 

Roy Neil of NBC 

s?Ltina wlX dJ^M? 0 !!" y ° U 91 76 US S ° me hard clock numbers 
2iSi 9 ith deorbit burn so we can follow you in. Perhaps in 
MET s so we all are working on the same clock. * ern *Ps m 

thi2 L hat l h!?2? M okay ' let me see what rabbit 1 can pul1 out of 

numbers you go^here?*" ^ ^ ^ that ' G ° ahead with 

D ™ VGH0 " i You don 't ™ean that. Okay, let me find out. 
time? YOU Want t0 WOrk ln MET or central standard 

ROY NEIL NBC MET or central standard time. 

HAROLD DRAUGHON Thank you. That was very helpful. Let's work 
in mission elapsed time. That'd be easy to add to the clock. 
Entry interface, well I gave you TIG, GMT PET of TIG is 7 days 2 
hours 34 minutes. PET is phase elapsed time or mission elapsed 
time. Entry interface is 2 hours 7:02:56. Let me get with the 
PET. 7:2:34, 7:2:56 for entry interface which is 200,000 feet in 
a place you should start active guidance. 

ROY NEIL NBC 200 or 400? 

HAROLD DRAUGHON 400 K. And in beginning the blackout for S- 
band is 7:02:59. End of blackout 7:03:14. I don't know what 

U U '.* e interested in. The air data system deployment is 
at 7:03:20 if you're pilots, anybody. TAEM interface which is 
the place that we change guidance up modes within the entry 
guidance and it's also happens the place that you fly through 
MACH 2.4 is 7:03:21. A lot of our decision processes are keyed 
around that particular event. The vent doors are opened at 
7:03:21. Auto land interface is 7:03:27. That's another change 
in guidance logic, uidance logic in entry is, there's entry 
guidance that takes over at 400,000 feet at .05 g. That flies 
you down to TAEM which is Mach 2.4 at about 80,000 feet, and that 
flies you down to approach and land guidance which flies you 
2 r ^ n 5, the HAC circle and through landing. And touchdown is 
7:03:27. That is the PET of TIG, 34, yes. Okay. 

(garble) That's right. That's correct. I tried correcting it 
in pen and those corrections are wrong. The type written 
versions are what's correct. 

HAROLD DRAUGHON Don, I'm afraid all we've done is confuse the 
issue here right now. I think we'd better get this very 

?°N , Wel1 there's a handout that came out earlier today 

that got it typewritten and the typewritten times and they're 
just completely faithful to what Harold told you. 

HAROLD DRAUGHON These are hard copies out of control center and 
these were taken off of that, so if you get a copy of this you 
should have the right data. And it'll change a few seconds, you 
know, by the night as the orbit changes a little bit, so. 

. Harold gave you a couple of figures like TAEM 

interface and some of the others, auto land, that we didn't have 
on the typewritten thing. Pete, right here, please. 

AL SALES BALTIMORE SUN Al Sales, Baltimore Sun. Sometime 
between Thursday or Friday and perhaps yesterday afternoon, 
touchdown time changed from 27 minutes after the hour to 34 
minutes after the hour, as I understand it at least. Is that 

correct, and if so, how come? 

HAROLD^DRAUGHON We just changed it back, it's 27 after isn't it? 

D0N It shouldn't have changed that much. 

HAROLD DRAUGHON It should not changed that much. 

AL SALES BOWMAN TIMES It should be then 27 after the hour, is 
that what you're telling me? 

HAROLD DRAUGHON 27, yes." Yes. No. It's not anything, it's 
27. Not a lot of things. Craig Corvalt, Pete please. 

w^S ^ RV ^ T AVIATI0N WEEK Craig Corvalt, Aviation Week Hal, 
would you discuss as per what was transmitted up to them. Pros 

aettfnaVf*^? 'J 9 ?' ha ? d tUrn and be s P ecif ic on things like 

hive tl L iJ Jhe?e? C ° min9 mm * that Side ° f the HAC if you 

? A fo L ?h?^ G ???.i T DK t,S .e n Cresting topic. The and we got 
6 fc ? e ° ther day with the HAC turn angles. If 
! V 2V ere equal a crev ™an would prefer to turn left, make a 
left hand turn, onto the runway. The reason is the guy on the 
left side is driving the bus and he can see where he's going. 
You ve got plenty of instruments to follow if you want to turn 
Kin 2 r u ay a ?S there's a f air amount of visibility even 
on^\* u haV ?^ f V™**™ a lar 9* tailwind when you^re coming up 
onto the HAC it's a little more difficult to fly an exact P 
ilo^lZ llFZFlFl' eart hrelative, because the winds tend to 
blnl Y « 2™ ™ that '^ !u U haVe t0 keep deepening, changing your 
aircraft ?? " OUn * he tu ™« Th «e is a G limit on the 
vtxMnn " thG Wl ? d is big enough you cannot k "P from 

pulling more g's or going into a bank angle at a particular 

a 7rS?!^ th Si WOUld pul1 more g ' s than we want to pull on the 
aircraft. The way you get around that is rather than flvina this 
very precise circle, predefined groundtrack, you'd tSrn It J 
i;« !L*? " J han y° u need to, let the wind, because the air 
mass you're moving in is moving, you would let the wind take vou 

5Su*biS: ? A ° fl a ? d V ifct i e PaSt lt and then you come bSck oSl y °S0 

nfSL ^ n9 „ in w and Z ou get blown off and vo " come out on 
e?™ ? J? C Side ; , We have done a lot of training and a lot of 
SrSlilJ ?2 S ? fi 9 ur f d out when the that your sensivity to that 
process is clearly a function of how long a turn you're on the 
aJound 1 ^ " 1 ? nly < , g ? ing to come and **** turn 90 degrees 

ISd !2t to ^ Si?n and land fc 5 at u 8 one thing ' If you '" coming in 
and got to go half way around the circle you're goinq to be a lot 

Sto* 1 ^ Wind 18 W ° rkin9 ° n yOU a lot lSSg«.if Jou 

I lot mo?e ^ H ?fV ay . around then the wind's going to work on you 
We've ? he f 6 .? re a lot of P«ameters that vary. 

rlaht 22? J f siraulat *ons on that and figured out that the 

lit* . tl^ h J n ?f,w make you revert bac * ^om a left hand turn 
with a better visibility for the commander is a criteria that 


does something like if the HAC turn is greater than 270 degrees 
and the winds are larger than 70 to 80 knots of tailwind at the 
place you're going to encounter the HAC, then you ought to quit 
trying to make a left hand turn and irjke a right hand turn which 
will have a smaller turn angle and you wouldn't have to bother 
with the winds as much. And the thing that changes there is now 
that wind helps you get to where you're going quicker and you're 
going not as far around the HAC so you're flying a shorter 
range. Therefore, you just tend to get pulling out onto your 
final heading runnway heading with more energy. The way we 
combat that is the thing that we were discussing with the crew 
and we ought to take the speedbrake and it's normally at I 
believe it's either 45 percent or 65 percent and at Mach .95 just 
as you go subsonic we're going to take the speedbrake from that 
intermediate position that it has been at for quite a few Mach 
numbers and open it wide up, wide open, to kill off a little more 
of that energy, it's not a problem that the vehicle and the 
guidance and the crew can solve a problem of landing at the lake 
bed at the runway. There's absolutely no problem in converging 
all of that. The major problem that you have to deal with is if 
you don't do something to slow down a little bit you're trying to 
rendezvous with those chase aircraft who are going to be takinq 
some still pictures and getting some engineering data and they' 
give the crew some airspeed calls. So you're going to go by them 
so fast that they just can't catch up with you. So it's a 
rendezvous problem with the chase aircraft more than anything 
else. That's really the only issue. 

CRAIG CORVALT AVIATION WEEK A couple follows, then it would 
not affect if they were a little hot on the last part of the 
HAC. It would not affect the nominally your goal for auto land. 

HAROLD DRAUGHON No, you'd converge those errors much before 
that. If you had planned to make a left hand turn and had 
decided late to go to a right hand turn you would be a little hot 
at that instant that you decided to take this other route to the 
touchdown point because you'd go a shorter path. But soon after 
you tell the computer that you want go this other route it will 
quickly figure out that it's too hot and it'll dissipate the 

CRAIG CORVALT AVIATION WEEK And one last ono. How much higher 
will you be able to see them on C-band this time as opDosed to 
Edwardo landing? 

HAROLD DRAUGHON Way up, Mach 18, probably. 

HAROLD DRAUGHON 14, it's quite high. I could get you a better 
number later on that. 

They're coming in 

Centenial Star. You're goir.g to come down autoland to 200 feet 
this time? 

HAROLD DRAUGHON That's correct. 

PETER LARSON As opposed to what was it 2,000 last time? 
HAROLD DRAUGHON It was something like that. 

PETER LARSON And you'll be flying additional maneuvers still to 
increase the aerodynamic pressures or? 

HAROLD DRAUGHON To just get some response data on the 

SrSS?? 1 ! 08 * 0 ! thS v « hicle ' not in th at particular flight regime 
we won't be but up and away, we have other test maneuvers that 
are different than the ones we flew last time. 

If we could get the gentleman way in the back, 


JERRY HANNAFAN TIME MAGAZINE Jerry Hannafan, Time Magazine. 
Couple of quick ones. What is the g limit on the aircraft, on 
the spacecraft? 


JERRY HANNAFAN And what's going to be your altitude and Mach 
numbers as you go over Los Angeles and Phoenix and will you 
estimate the sonic boom hitting the ground? 

S5° L Si, D ? A S H0,, u 1 °? n,t 9ive you those nun »bers from memory. I 
know that they have been looked at and judged to not be a 
problem. The reason being that the altitudes are so high that 
as we come across there that they shouldn't be a problem by the 
time the shock wave gets to the ground. 

JERRY HANNAFAN Do you have an estimate on Los Angeles? 

HAROLD DRAUGHON I really don't we're going to be way up. 

JERRY HANNAFAN Over 100,000? 

?nn°^w DRAUGH °N 1 honestly don't know. I doubt that we're over 
there 9 1 Jerry ' we ' re Probably over 100,000 

2?« . * We P rob * bl y are over 100 K there. 0 limit is 
different for ascent isn't it. Yes, and well when you ask a 
question like what the g limit is it there 're a lot of ways to 
answer that. There is operational envelope g limit that we 
normally plan to design flights to. There are factors of safety 
in their structural limits and thair ultimate limits. You can 
over g an aircraft and you got to go X-ray something you can go 


to another g limit and you bend something and sooner or later yoi 
can pull something off the aircraft. 2 g's is the limit that we 
don t design trajectories to exceed, if we took it to 2 and 1/2 
g's we would not have a concern about ref lying the aircraft. 

JERRY HANNAFAN And again, that's entry. 


DON John Disney. 

JOHN DISNEY The APU test this morning. Did that show you then 
that the 3rd APU will be functional and it'll be started along 
with the other two and that you can use it all the way through 
the landing phase? * 

HAROLD DRAUGHON. Yes, the APU is 100 percent. We ran it for 
about 10 and 1/2 minutes. The water spray boiler regulated the 
oil temp to 255 degrees. It's supposed to reg between 240 and 
260. It was right on the money. It's got A and a B 
controller. We checked them both out. 

JOHN DISNEY One other question for you. On STS-2 when we saw 
those little plumes from, I don't know if it was the RCS or the 
verniers as they came in just before landing, I'm wondering were 
those manually or automatically being fired. 


DON i didn't see them. 

HAROLD DRAUGHON The contrails? 


HAROLD DRAUGHON No that was neither. It was just not any 

J?!.. . „ 7 here wer « some RCS jets firing, forward RCS and it 
was firing during aero entry. 

HAROLD DRAUGHON Where did you see this from, from a cockpit 
camera or from the ground? F 

JOHN DISNEY Prom a chase plane camera I think or ground. 

D° N It's got to be from chase plane. 

HAROLD DRAUGHON And it's got to be from above Mach 1. All the 
•jets are turned off at Mach 1. We don't use them beyond that. 
The nose jets are turned off essentially on orbit at a very low 0 
bar. we come in with attitude control in just the aft jets. And 
if you saw the jets firing it would be the aft jets and roll yaw. 


JOHN DISNEY What I'm asking is whether those firings were 
manual or automatic? 

HAROLD DRAUGHON At Maoh 1 they would have been manually induced, 
manual crew inputs. TJ.ey could be either but that particular 
part of trajectory is under manual control. 

DON Paul Reset-. 

PAUL RESER How do the mechanics differ if you're coming in a 
rev early or a rev late or several that is are you doing your 
deorbit further west or further east and using up more crossrange 
and if so how much and etc? 

HAROLD DRAUGHON The crossrange you have to fly is purely a 
function of if you look at the Mercater maps, the sinusoidal 
groundtracks, if you look at where the geographic location of the 
landing site is with regard to the Mercater projection. That 
determines the crossrange whether how far it is away from it and 
on the north or the south. The downrange problem is all the 
same. You just pick you just go back the right downtrack range 
and do the entry maneuver there, but you still got that 
crossrange to fly out. 

PAUL RESER So most of the adjustment for coming in early orbit 
or a lat«r orbit is in the crossrange. 

HAROLD DRAUGHON No, its in the ignition time. 

DON Well, ignition time and then later the 


HAROLD DPAUGHON The crossrange comes out. It's a non issue as 
long as it's not too large. With our current knowledge of the L 
over D of the vehicle the crossrange capability of the aircraft, 
we try not to pick landing fields that are above about 800 miles 
away from the groundtrack. As we learn more and more about the 
aerodynamics of the vehicle we intend we expect that number to go 
up above 1,000. Right now we operate with 800. 

DON L over D is lift 2 words over drag. Wayne 

Dolcefino, right next to you Pete, please. 

WAYNE DOLCEFINO Have you developed a procedure for checking the 
S-band system post landing maybe during roll out? 

HAROLD DRAUGHON There's one being developed. My comm 
specialist is in a meeting right now with those people so that he 
will understand that thing quite well. After landing and we have 
an exchange crew like we had last flight that's going in soon, as 
soon as we get the APU's shut down then the people out of .SCAPE 
suits can go up to the vehicle and we'll open the doors, change 
out the crew, get the exchange crew in. We already planned for 
the exchange crew to do a lot of the vehicle powerdown that the 


flight crew did last flight but in addition to that which is 
normally the place I would hand over the cor.trol of the thing to 
the KSC folks we're tacking on to that a comm checkout we don't 
know how long it will run. Sometime between 30 minutes, an hour 

WAYNE DOLCEFINO It's my understanding that all you're going to 
basically do is just reset it and see if it works and that was 
something you were afraid to do in flight is that not too 

HAROLD DRAUGHON There's more to it than that. 


T^pif „ Huntsvi1 ^ Times Has the last run been completed 

tL Sls-Hanf t a nr InStF?**,' 0 shutdo ™ the instruments on 
tne oss-1 pallet or will that wait until tomorrow? 

?«? G pS!L T U? 5 inal deacfc ivation is tomorrow I believe the 
last EEVT run which was a kidney cell run has been completed. 

XJ?*™?!! CBS ? CWS Could you lookin 9 back over the past few 
days, could you give us a thumbnail assessment of how the shio 
performed and how the astronauts did? ment OE now tne sniD 

DRAUGHON I think the ship has performed beautifully, the 

tn ^t !5 i£t \ that u I have been on bave been just a piece of cake 
to walk through. They're have been just no issues at all hardly 
to write about, it takes me 35 minutes to write my shift 
ttrtelll Wh J*\ * a i ho 5 ou 9h briefing to the oncoming flight 
Hinn o • I hat 8 n0t al0t to write about - There's just not much 
going on and an anomaly sense. The only thing of significance at 

Si™? ?f r ? aP V^ ? ayload bay door incidental the firsT 
tit Tel I! 8t ,.? nd ,J hat was readil y cleared. That got us a little 
DrLonJiMnnfn!; e iK ine 9 °J ng back t0 to P sun and thlrmally 
f£SSS??}i ion * n ? u tne ? eals proving that door closure 
capability at that time. Other than that, and another good gauge 
' that, another way to tell when we're things we don • t nor mill Z 

li6 n ift°,i° 18 . t0 , 10 ? k at the traffic that gSH up eacV n?gnTJo y 
modify the next day's activity. You take the CA? and write all 
of those things into it that we're gonna do differently it's lust 
successful? 9 thingS ' ^ at a11 ' "'s blen ve?y jUSt 

?u AN i _ 1 nad a followup to that but getting back with all 

Si r^TtE'ietr eno ° untered <r t,iBX » o» 35. rti«i"o^ia 

you xook at the mission and once again give us an assessmonf r***- 
only of how the ship performed buthow tirasLonaStr^ISrmeS? 

DRAUGHON Yea, I think the ship has performed very well The 

hzVZtL q "* nti J V U f ° r you the dermal response 

has been, has shown us I think, and this is preliminary but fch* 
thermal extremes are not as severe as I w« lead to ^lieve that 

tell S U i2t b i JJJ V6hiCl ! re8P ° ndS Sl ° wer thermin??doeI not 
?h?nir ZJt °° ld ° r as . hot as we had thought it might. So, I 
think we have reason to be very optimistic about what the lona 

ilS r a iESl W bi 1 f , .i 1 : g0i ??/° ShOW US there - TnTcre^was"! 
^mAA 7 t b i fc s } ow qettin 9 started because of the their 

5 "St SilH til 2 Si' aft S5 thC firSt day and a « so 

the tell EX liil^lf ? 4 i a<J j ustra ent. the last few days all 
trl ttlL i. 8i ? ns J ha ^ te11 you ' that that's completely gone 
?' /'Jrvolu^^Hn fl l0 ° ki J 9 5° r new and uni * ue thi "* s todo? 
I n Jhlt IS lunteer l n 2' y^terday on my shift they volunteered 
another TV pass of the bees and moths. They're all the time 
looking for extra things to do and volunteering thinqs and that 
was not something that we do in the first? 5u??ng th!'f iEt £wo 

days, so if s quite clear that they're back on their feet, so to 
speak, and going about business and looking for extra things to 

ERIC INGBERG CBS News A three part question on the S-band. 
your shift " ^ ° hange in the status of that equipment during 

DRAUGHON None whatsoever. We had, the only COMM related 

activity was, we had a UHF receiver that failed at Yarragadee, 
S!2£ thr ^V gh ab< ? u ^ half of a P a3S linking that we might have a 
COMM Problem and it turned out to be the ground receiver that we 
switched it out and got COMM back there. Nothing has changed. 

INGBERG do you still have one downlink channel on the high 

power mode? a 

DRAUGHON That's correct. 

INGBERG At what point in the reentry sequence tomorrow is 

it no longer important to have S-band downlink capability? 

k^S GH °Sk , lt ^ rLes ' A11 of our instrumentation is on the S- 
band. The only thing we have on UHF is voice, air-to-ground 
communications. Any systems monitoring that the ground is gonna 
do depends on that telemetry. The only way we can aid the crew 
if_we don't have that telemetry is for them to describe 
indications and meter readings to us and then we can assess from 
I?? UJ° as l° nqas you want us to pro-ide that service, then 
all the way to the ground you need the voice. Had we not gotten 
these 2 S-Dand antennas out at Northrup strip, we were perfectly 
bliJiS!* *nST L °ll ° r los ! ° f telemetry, 2 1/2 minutes after 

XSiU nS! Ve f he crew J flv from there to the ground with us 
1^ i a li? 9 U ?£ y? ice - And the way you would do that would be 
with a thing that's called the Entry Pocket checklist and it's a 
liSiS 0 !^!!*^!! th ?. cock P* fc ? f anv ma jor aircraft. It's that 
little book like this with the systems tagged on there and you 
flip it open and it tells you what to do if an APU malfunctions 
or if a cooling system malfunctions or what have you. it gives 
you 4 or 5 little steps to do, this, this, and this. And Hit 
the ground provides is another level of sophistication to that 

£«nn^„ - i et me ta £ e one more ^estion here and then go to 
Kennedy and take care of those guys, then come back to Houston. 

JULES BERGMAN ABC News Harold, if you were tracing out the 
!!5?%?f „J ail K r ! S that "! ed attention on this flight before the 
next flight, before STS-4, what would you put down on your list? 

r^K? H «L ^ T J e u° nly significant thing that needs attention 
right now, and I hope I don't forget something, is the 
communications system. We need to psych out what we've really 
got going there. The other major systems that are involved, but 


L^aL* fc l?i n l! * ney ' re a m *l°t issue, are the APU. That silly APU 

9 r ° W ' lt getS hot toSacds the ™ 
i * P *i rtofascentanditwor ksgreateverywhereelse.We 

SyI?em°so ?Sa r t ZhVnM I* **° in l there and perhaps modif V th * 
system so that that unit doesn't do that. But it's not a 

problem. The only other semi-glitch thai vehad wis ?he pavload 

? a Lf° r response a *ter the tail sun attitude. That particular 

BERGMAN How about the pay load bay door, oavload bav 

cameras, wouldn't you include those? payioad bay 

anTS frh -« y??% the payl ? ad bay cameras do need some attention 
a hfrn?f ? han 4£ ely ' and 1 m Sussing some, but more than likelv 

tSose DA? C a m a r^T aU Y: rela , ted prob * em and the ™ camels * 
tnose DAC cameras haven't performed that well. 

™~ ^ 0kay ' let ' s 9° to Kennedy Space Center, Florida for 

KStsrss?::!!?'" wel11 come baok to RoustoR: «°« a 

DRAUGHON Two minute? and 40.8 seconds. 

LEWIS Two minutes and what? 

DRAUGHON Two minutes 41 seconds. 

LEWIS And both engines? 

SSTILid jJS'd2£j:\;. 2 °" s en9lne burn - " 

SS! When ao%%T5 n Sn^on^ UlUT^ 

f^? 0 ??^ Ifc ' s at around 1600 feet just as you're on like th* 
last 10 degrees of HAC turn coming onto the final approach 
azimuth, getting lined up with the runway. a PProacn 

LEWIS shuts off at 200? 

SKSS! on tta\Xi8ir 200 £eet a8sumln9 there " e n ° 

^£WIS Thank you. 


TOM BOLE Conservative Publishing Co., Timpton, Iowa With 
you re final groundtrack being over the land, are there any 
further chase aircraft, such as higher performance maybe SR-71 or 

o^S H0N m y. No ' ,5 h ? se aircraft can go high. But not at those 
speeds. They couldn't stay up with you. 

BOLE What's the altitude crossing the coastline? 

DRAUGHON I honestly don't have that number. I don't know. 

PAO Yeah, that's been asked before, we don't have it 

here, but we can sure get it to you and we will make it available 
here and phone it to you guys at Kennedy. 

BOLE Thank you sir. 

PA0 00 we have anymore questions here at Kennedy? 

PA0 Okay, that's all for KSC. 

* A ° „ 0ur , altitude coming across the coastline is 190,000 

feet. Did Kennedy copy that? ' 

PEERS ACKERMAN • Times of London If you've got a closeout crew 
^on a n?c ar fn t0 K d0 the shu "own this time, does this mean the 
^he'pJ^Jou^^sSut^s? 9 °" ° Caft eaClier than they have on 

?^ GH Sn. . Th "V s a Potential for that. I can't guarantee 
that, but we're trying to relieve those guys of those chores. 
You never know what kind of postmission, we try to perserve, if 

?Ld?n« a ^ a ?J. an ° mal if S ' e ne thin9 we do trv to do in th * Post- 
landing and it's exactly what we doing in this COMM case. Alot 

hlr^fc SS'o i f hUt ° ne ° f those svsteins down then bring it 

woni*. L ^ ayS later you ve des troyed the evidence, the problem 
won t be there anymore, and you don't know how to fix it. So, we 

? an ^ t0 w ep , a flight crew around for thos * kind of things, 
ju K routiftel y setting up a routine way of going about 
getting the crew out and putting some other guys in there. 

Sf 1 ??!!^. i. ? aVe w fc I?! P revious crews complained about the amount 
oe time spent in shutdown exercises? 

ar^un2°?h. „J!°i John ° n fli * ht 1 was anxious to get out and run 
around the vehicle, but no, no one has complained of it. 

CARLOS BYARS Getting back to recommendations that might be made 
as far as changes go. will you, or you know of anyone that's 
*v«?L ?« ma J! e a recoraraend ation as far as the radio communication 
system is concerned, that you get rid of a single black box that 
has everything going through it? That seems to be what has 
thoroughly disrupted your redundancy. 

sSEmodSIeS iHhi« thX fc ?f en if „ they ? re ' there are a bunih of 

ana the GSEL tha?"ou°ve oeen ElS 1 .!^^^^™*:" 
fmpUf^ 'sTu^a* bi £ fn r o nt £ ta ? sml "« , I dilf «ent power 
lofof redunSancy"^ tha^boT ""^ b ° X ' tat lt,S ' the "' s * 

sees oouia^^s: &L. th s: r 

range of it 2 e , co D? ition ' and •"">•"« Edwards is up 

so It till L ca . th^"/?^ 1 " 9 at thls ""ban alot longer? 
SwSsdW. fi.. jSSftSh veloolt l' ? nd altitude that 'we 

before we ia„ I t t al S lt J ^ t t h t ^ t be N c 0 au t se U ?, W ? h riir t : o : i f? r l0n9 " 

DRAUGHON Yes, we do. 


MARK KRAMER Back to landing for a moment, if you will. Can you 
describe the precise criteria which must be met to have a landing 
not 1 7 ' but I guess 3 5, or is that not considered. 

DRAUGHON I can tell you that the criteria that we will be 

21 hj.u2 ?«i 6 ^} n9 th ;. la J dln f runway. The highest objective that 
we have for this particular landing is to get a crosswind 
landing. The range that we are willing to accept in a crosswind 
is between 10 and 15 knots, perpendicular, component of rOSSWlna 
J r ??JJi2 Ki- If smaller tha " that or much, and these things are 
a little bit gray, I mean, I sure we would take 9 and a half. 
Somewhere around there you, it becomes so small that you might as 

a lot ZiatZr L.n ?!! l e ??' 9 ° in9 J° 9et enOU9h data ' if lfc Sets 
a lot bigger than that, its more than we want to do the first 

°! , K4 We fc y oul ? rather land int0 a headwind. The second 
St 9 SSrth?™ e ?J J? ? fc ? 9St th ! autoland test - The only runway 
at Northrup that's instrumented with one of these microwave 

5£f5"!L runwav 17 - At Edwards there were two runways that we 

S£ tint- 5! ° n J 2° lf Y ° U ° an you wU1 go to a runwav thats ^ot 
the right crosswind component, if you can't do that you'll try to 
do a autoland test, and within all of that you've got to get one 
that's got an acceptable headwind tailwind crosswind. 

KRAMER i guess I'm more confused than I thought I was. 

s there a runway 23 also at Northrup. 

HUTCHINSON There is . . . 

Are there two strips there. 

HUTCHINSON There is 05 that's ... 

05 and 23, 


And 17 and 35. 

HUTCHINSON That's right. 

Do you contemplate ever landing on 35. 

It would be a unusual wind that would have me do 

So you're principal choices are 17 or 23. Okay. 
HUTCHINSON But its purely a function of the groundwinds. 

^•E:rras% g Si:2.:isf is blowing we are 9oing to 90 with the 

Edwards, aren' t^Sey?" '~ rUIWW that y ° U haVe at 



HUTCHINSON They have four but we have a lot more. 

Yes but I mean those are the two prime ones. 
HUTCHINSON 22/04 rather than 23/05. 

who h»«n.i. K»/ hy w° n,t P U get that one wa y in the back there 
who hasn't had a chance to ask a question there. 

CLIFFORD COLLERLY... DAILY COUGAR . . . For the, after the landing 

nini t Iff ? rew remove the plant ^ rowth unit or that be - 

done a little bit later on. 

HUTCHINSON The flight crew is not doing it. I doubt that the 

exchange crew is doing it too. I believe one of the early tasks 

othir S;„JJ°?!!!S e Cr I H ?° e f lt P acka 9 e U P * bunch of film and 
?2 e J*"" J hat needs to be taken off the aircraft right away 
SI?* i? ° n i knOW wno they give it to, somebody comes up there and 
??! « M an ? so !" e K real Spiffy like the * P ut in a baggie? I neaS 
to some gu$S St ° re 3 l0t ° f StUff in and they hand it 

the film. 

Would the film, or would the PGU be included wi 


HUTCHINSON I doubt that the PGU is in that set. it's got 
some other environmental constraints on it, I believe and I'm 
mJnLi™ 6 ? ll* handlin 9 U "little more carefully and e is a 
minimum time limit on getting the PGU out, I don't know what it 
is, the exche.nge crew won't do that, they'll take it out and give 
it to somebody that will take it away. 9 

Craig Corvalt please. 

^ G |.« OR 7 ALT,, - AV 5 ITION W^ — 1 want to make sure I understand 

i« "5™? Si I 9 ?f° Und J° altit ^e 1600 feet here. My understanding 

ll EE a nrn a i ly .2° *? C 5 een * a * e aut ° flight controller abou? 9 
io,ooo, turn on the final... 

HUTCHINSON I made that mistake, it is 16,000 

£!^ G nSS R y AL r*\ And then you transition auto land guidance as low 
as 6,000 feet when you get everything settled out and ... 

S!^°I ni Y f s * here are * ^t of criteria before the onboard 
software will actually engage auto land. Just because you ask it 

^ ak ?- COnt f?\,° C J he Ship and «° lnto the auto land control 

™liJ£ ""^i*? ^ at ""I? 83 y0 ?' re within a na "°* capture 

envelope. We let the craft continue to try to converge those 

rSoo'fJST VffVS 1 ?!* 1 '; fc ? at meetS that crite"l as low as 

tikS o5U in-i Lif hadn ^ m ?? e lfc , by then ' then we have the crew 
take over and begin to fly it again. 


2£f2 CORVALT... And secondly if you are unable to restore CRT 1, 
could you review briefly the ability to fly the aeroentry 
maneuvers with the other two remaining forward CRTs? The 
procedure there. 

HUTCHINSON Well its hard to conceive that wo wouldn't be able 

£° 9 tt U back b ? cause w « can change it out, we can take the 

S,n^.? ne *! Ut ° C th ? ba ° k and put lt U P fr °nt. B^t if you 
couldn't, if you can't do that for some reason, or if that 

down^i/?^' the S U ? U 18 between the two «el a ' ower 
down and I'm sure that's the one Jack would use and in which to 

sssiiiSj'trrss: 1 think he could ' have 

Just wouldn't display the BFS. 
Please wait for the mike 

Mr. Sehlstedt. 

n^h?!2o STE ? T, ':? ALTIM ? RE SUN ---One more brief question on the 

fK i!5 •«, Ar !* t 5 Me . kind8 ° f P roblem s such as you've had with 

thl ole'r^L ki r>fL° f th *t «o«ld, will normally occSr in 

thJsS^hl «J h !K >hUtt l! When ifc becomes ^rational? Are 

tnese the kinds of things that you will just live with * 

K22 n -S rl :f n S 3 X i VeS With an overheated ^diaJo? or are 
worH« 2* klndS ° f P roblems v °u expect to get rid of? 'm o^hlr 
aTrcr J? X° U ^ XPeCt t0 fly ' Say a year f ro ™ n °w, * "early perfect 
111 Ihl f?™ S X° U 6XPeCt a certain numb « of problems to occur 
all the time? Or can you say? 

e«SJ N fn N >, Y6S ' I ° an Speak to that « We certainly do not 
J25?L^ ? aV f . a P? rfect vehicle that's never going to have 

test program or a flight test program you're rather cautious at 
it SS*™ * £te J ;, wh il e ' if the doesn,t wor" you 'I? !og 
ilia lL 9 ?£ n 8nd f } Y , the ful1 durati on of the mission, when you 
land and the guys will come up and change it out for you. 

Peter Larsen 

PETER LARSEN... Just to go over this one more time. The 
200 r S2rtS" iS? land SyStem ' lt,S fr0m 16 '° 00 feet do ™ to 

land. MSBLS an'd a auJouiS^ e,Ce COnfusln 9 »i«owave with auto 

i?r^n?^^ a ™* mi « owave s V 3t ™ ^ a navigation guidance aid, 
its acuracies are required to successfully do autoland. But it 

c^fn S J r ° m A and ^K^'' lts a fi ** d antenna and it a 

iff I 6 S ea T' When yOU get within that b ^am and going more 
or less towards it. You will lock up on its data. 

PETER LARSEN. . .But the autoland the is within 16,000 to 200 feet. 
HUTCHINSON We expect to acquire that data, have two way 
SSHiS' ° n K r ith that instru ^t and be able to asLs7that - 
«5irJf being processed by the onboard computers in that 

g 9 e e ne e r r a a iy ra n n ^hat A r1n^ t . COUld * 2 °° hl * h « °< 5 °° ^ but 
Paul Reiser please. 

.m2SrS x !2 R ;: ,JU8t as we were coming over here and " i 

understood it correctly we were talking about the CRT problem, 

t*ll !!" Say i? 9 ^ hey were tryin * to it with the kejs anS'if 
they were unable to they were going to have to, it involved a 
much -ore complex repair in which they would have to go back in 
some panels. Could you kind of go over that a little bit? 

HUTCHINSON The keyboard, its like the terminals you've got 
?ew Ef;:\ii; hexidecima l s J st ™ with numbers and numonics Ind a 
few keys that are special function keys like a proceed and 
execute or just like a equals and plus on your calculator And 
£5?? JZt ° ne f thr °? gh nine and z «°* Oneof thosS keys i 
«i hav V W ° switch ^ntacts under each one and each keyboard 
il illl \tt ^ systems : u 0ne of those contacts under one switcS 
is lost its interface with one machine. The easy fix is those 
switches, those keys, you can individually extract the" ThT 
easy fix is to take that that key out, go to the aft ISOboard 
?^t°Sne° Ut i? f wn?^ a ? d H PUt U in ' y °» ^n't evenhavf?o r get 
lul l 15 J 111 :US ^ hav ! the wrong name on ifc and you jGst 

S-L F ° e w f t 2 pe on U and write on ifc th * location that 
determines what function it performs. So if its some mechanical 
S^EM" t he key U f elf tha * would fix it, if the prSb?em is 
not in the key mechanism itself, but in the interface or the 

C?n ? ! Ce fc ?, the cora P uter box then that won't fix it and 
i t0 v, P ? U ^ he Wh ° le el ^tronics assembly out and 

change out the whole aft box. And we have done that on another 

Are we sure its not the deu? 

SSSaS^bout." 8 we '" " ot - And the DEU ls the we we " 

the tube I guesSf ^ ab ° Ut the CRT ' U COUld also be P°"ibly be 

?n^ HI "we.ll h ,lt\ C ° nC .H V t ble - P l oblbl * b * n °» '"ey may even 
Yes sir, the gentleman from TIME. 

"Sw H X x SS?h":S l ?--- MonfrlvoloU8 questlon sir ' ^e 

n.«Tfl*ffi«If *5 nd Conse <3uences, New Mexico be providinq 
navigational guidance on the downwind to this circling approach? 


Thank you. 

Surely you know that. 
I don't know. 

We can find out for you. 

Any thing further. 
We appreciate you coming out. Thank you Hal. 



j , , _ , Hello again, and it's time for Neil Hutchinson to 

do his final change of shift briefing of this mission. Over the 
last 8 or 9 hours, the crew's asleep at this time and we trust 
they'll stay asleep until time to get up and prepare to come home 
tomorrow morning. Neil, why don't you browse over your loq there 
of the last shift. 

HUTCHINSON Well, by the fact that I don't have anybody with 
me, that's indicative of how well we're doing today. No doctors, 
no systems experts. Everything is cooking along real well. We 
had a not too busy but successful day and ran through basically 
our intended flight plan. As you're aware, from Harold 
Draughon's briefing this morning, we checked out the flight 
control system and that APU water spray boiler 3 and it worked 
fine and the operations are going to be normal with that coming 
in. I had a minor anomaly tonight, which we're not sure exactly 
what the cause is yet but it will have no effect on us. We were 
running the last of the 3 payload bay door tests tonight and the 
door test, by the way, was very successful. We didn't see any 
gap between the two doors when they were downliked, we thought we 
might see, after we had been heat soaking the top of the orbiter 
and cold soaking the underside as we have been and are still 
doing, well, we actually stopped just before I came over. 
During that door closing test, of course, whenever they close the 
?°? r ?\v e h ? Ve t0 fold the radi ators up against the doors and 
latch them in place so you can get the doors closed and in that 
process, when we were redeploying the radiators after the doors 
had been checked for back open, one of the radiators, the one on 
the port side of the vehicle, drove out slower than we expected 
it to. it drove out in a time such that we were sure that it 
only had one motor driving it open. They have redundant motor 
systems to open those radiators to deploy the radiators, we ran 

i }i le test. It turns out that there are some microswitches 
similar to the ones that we had a little problem with in the 
payload bay several days ago that are, in this case however, 
hooked to the drive motors and basically, it's a very simple 
mechanism. The microswitch is on the latch drive and if it 
doesn't indicate that the latch is driven open, it won't allow 
the motor that opens the radiator to drive. Obviously you 
wouldn't want to drive the radiator open against a closed or 
latched, against a closed latch. Turns out, we cycled the 
radiator basically. We closed it up again. It drove closed on 
two motors. We latched it again and the second time through 
everything worked exactly normally and we had two motors on the 
open side, so our only concern there was we wanted to make sure 
we had two motors on the closed side. You need to be able to 
close those in order to get the payload bay doors closed, and if 
we had not have had two motors on the closed side, we were 
fanning on closing it and leaving that one panel on the port 
oide closed tonight. Like I said, it worked all right and there 
hasn't been any further problem. Quite frankly, that was the 
only thing in my entire shift today that didn't go right exactly 

SLJl!Ir nU!n SS rS ' li m SUre ever y° ne ^ interested in the 

. Th u weatner tomorrow, and by the way, we ought to, I 
understand there's a lot of... seem to be some questions about 

^"iS in I REVS G f rly ° r 1 REV ear1 ^ w *'« getting upfwe went 
to bed an hour early tonight. We're getting up on time 

nr?^TV We 11 b ? looking at the weath *r ^ the moving. The 
if SnvS 1119 P V -i S St i U 115 ' REV 115 and I have the tlta here 
if anybody wants it. The weather tomorrow looks acceptable We 

to STloSkSd STf! £ a ^ ea ' W6 ' Ve g0t that are going to have 
£L? i?, a ^ ln the morning. We do have a 25,000 foot cirrus 
fnd AriJ! n ° 0311 4 3 deck ' Ifc * s somewhere between scatt«!d 
and broken, as expected to be somewhere between scattered and 

? If™: 11 be l°° ki ng at that again in the morntng anS 
Jtnt r-n^ 6 s P eculate °n the weather, I'd just say that our 
Si "n ^i 9ht n °" are t0 COme down on REV 115. we're going to get 
??v ?hi ^r rn i n ?*, J ° hn Young is at White Sands and i o ng 9 o 
fly the STA and take a look at the weather and t'.e wind situation 
and then we're going to have to play it by ear. We have no olans 
right now to come in 1 rev early or 2 REVS early. Vn sav th!t 
folkt tMn??n° r be ^ a ^ Se 1 understand there's some 

saw it in tlrl^li^ h 1 S° in9 t0 d ° that ' The weath er as we 
saw it in terms of this wind situation, it doesn't look lik<» ,><c 

?hInk C ti a ^ y ^ therma11 ? i ndUC6d and if we get some wind" we don't 
£S«2mJ - a g . eat deal of ben efit in trying to hurry up the 

deorbit preps in the morning and get down 1 REV early .The cloud 

* ° f C S UrSS ' iS just going to have *> be evaiuated wJen 

e get there. We have the option, as we've been telling you S 

1***1*1 dayS ' f° n,t like ifc ^morrow, to wait anSther dfy 

t*L »t |£ ognostlcat i°n ^r, or forecast for Tuesday is about the 
KrH ?! t° r tomorr o w . s o I think we're probably going to work real 
hard to try and get in tomorrow. And the spaceship is great 
The crew is great. The private med com tonight was, we rtuallv 
?h2 C M led ^ he ? r i Vate med com once because it turnld up Fight It 

we reschedSlL'ft 2?? JJ" 1 * probl ? m with the radiator P a ^tnen 
we rescheduled it and it was very innocuous. So I think we're 
ready to come home and that's all I have Terry. 

m <!,« . * i, ^ s 2 kay ' Ws ' re ready for questions. Wait for the 
mike and identify yourself. Up here, Harry Kingburg. 

ho^ R L!;iT^ G, -* HaVing been through tnese Endings twice before, 
the macMnerv ^^ff/ 0 ^ St ^ e ° f "^iness, both the men and ' 
ge h Lra a Sy? e your t ?eadin:L? r ° Und " C °" ,pared t0 the ° ther tWO a * d 

?t T Sas N on N GTS-2 ^"thfnT ythln9 iS c r tainly a lot calme ' ^han 
iw was on oTS-2. I think we were ready on both STS-1 and 2 to 

S^r* 1 !^ WG r° Uldn,t have come in « This last couple of day's 

than sJI-^was 6 Sv I ™^t< that the ° reW is ^reorganized 
cnan STS-2 was. My recollection on STS-1 is that thev wer*» 
-oally fairly well organized too. By organized? I mlan tSev've 

>d a chance to really collect their thoughts? The Ipaceshio 
were°oML t0nlght ' T disc overed some things ihat we ?houg^ ? we 
were going to nave to stow tonight had already been stowed this 


morning, so their housekeeping, and I think that's a function of 
having been there for 7 days. I think their housekeeping is just 
better organized. There were fewer, way fewer teleprinter 
messages concerned with checklist changes and that kind of thing 
going up over the last couple of days and almost none tonight. 
It s going to be an almost nominal night. They're really no 
modifications to be made. Tomorrow morning, since we ran the APU 
of ?^^?f% n ™ 9 °i n9 ,. to rU ? ifc tomorrow and that whole segment 
of time called FCS checkout where we went into OPS 8 and checked 
all the controls and displays and wiggled the flaps and so on is 
not going to be done tomorrow, which is going to make tomorrow 
morning even more relaxed than STS-1 and STS-2 were. So I think, 
SL? \ n t gh * 5 '. Y e clearlv ar * ^ a more organized state 
J!ff;,r«. 9 a . ! dUe J° the fact that we haven't had a lot of 
JSil f ! ?? 6 been there longer and the crew has Juat had a 
chance to really get their act together the last couple of days 

rig... work like the devil, and then turn right around and hurry 
up and come home with a lot of modifications to their checklist 
because of the fuel cell being down. C 

A follow up on that please, and that is havinq not 
ever before landed the orbiter at White Sands, can you give us 
your ? assessment of the way you feel and the crew feels about 

HUTCHINSON We feel fine about that. I surely do and I'm sure 
the crew does and the entry team does. We've practiced it in 
simulations, landing there and landing at Edwards over and over 
at Edw^df a i?: ? ° re !! probablv because of the runway status 
SindS Hit r pr } ng : ha * Ii[ ° r * tlme fl y*ng the STA in to White 

?nf hi? Jh!5 S t n fc ? ? dwards - I,m not sure about that but 
I 11 bet they do. So, it's just not a factor. 

Jules Bergman. 

JULES BEF.GNAN. . .ABC NEWS... Neil, do you think you're getting 
closer to operational status now with this flight and how do you 
assess operational status after, with flight 5? Y 

HUTCHINSON Well there isn't any question that, you know 
?S! Zlill W6 P r Sed u the t0tal amount of time STS-1 and 2 on 

™? " and u G have turned up the fact that fc he vehicle is 

2nH 2f in9 ,3 8 mUCh K wer as we thought and it doesn't get as hot 
the m ^l 3 ! W ? bought, fnd the systems that we need to make 
the thing cook along on orbit and get it up and get it back are 
all working great and we basically finished cnecktng out tL arm 
and it works exactly as advertised and you have to believe that 
we're a gigantic step closer to having a vehicle that dSeln't 
require as much babysitting, if you want to put it in that state 
aSL' n^ n/ ^ the operations thing is all abouJ. it's to be ' 

a P ^ i hlS thing up and back and not have to work at it 
quite so hard, in STS-5, I am sure that we'll take that one as 
it comes and certainly nothing has turned up on this flight thSt 

is going, would put any kind of a shadow on that being our first 
operational flight. * 

Okay. Back here. Chicago. 

JOHN VANN... CHICAGO TRIBUNE... As a kind of an extension of those 
comments, when you first fly the Challenger, how will your 
fu pe «u e ?? e frora these fli 9 h ts spillover into that. That is will 
the Challenger start out having to go through the tests, or will 
that start out operational given what you've learned from the 
Columbia? Or do you know? 

HUTCHINSON I think it'll end up being a kind of a mix/ We're 
not going, there's not another orbital flight test program. We 
have proved the basic capabilities of the vehicle and certainly 
there are, you know the first time you take a new car out on the 

r °5 r « r L things you want to P av real close attention to, 

and I think OV99, or Challenger, is going to require probably 
some extra effort that first couple of times out to make sure we 
got it, we understand everything about how that vehicle works and 
doe.-n t work. There are some new pieces of equipment, in 
particular the software on that vehicle. The onboard computing 
system if better and more sophisiticated and there's more of it, 
and that's going to take some examination. But in, you know the 
real answer to your question is, is the flight test... we're 

t0 build v^icles that are very similar although there are 
some improvements in 99, and the basic flight test of the 
C ?!? Cep ^ a !? d fc 5 e airfrara e/ and all systems onboard is finished 
after STS-4 and we certainly won't be going through that again. 
For example, we won't go through all these thermal things again. 

Back over here please. 

JAMES WILKINSON... BBC... Can you just briefly outline what 
remaining development tests you have to go through on STS-4? 

HUTCHINSON No James, I can't. I'm not sidestepping you. We 
do have some more thermal testing to do. The arm testing is 
Basically finished. There are some more orbiter system detail 

ff!?i? ]eC ^ e !u that have to be done ' but <Juite frankly, I'm not 
familiar with the STS-4 flight plan. I've been buried in this 
thing so much that I really am not that familiar with it. By the 
«f y L Ca ? fc ima 9 ine that somebody doesn't have... we have an STS-4 
flight plan on the straight already and it's available I'm sure 
yeah, see me tomorrow and I'll show you the flight test 
objectives. All the DTO's have already been mapped into the 
flight and there'll probably be some that after we get back the 
da ^ a , fr ?T th,B one and look at ifc we'll want to change up a 
little bit, but that wasn't a very good answer. I really don't 

nuflr . tt ^ ,.u Ba ? k , up nere - Dave Dooling, Huntsville Times. 
Over here on the isle. 

DAVE DOOLING. . .Given the confidence that you're expressing in the 
vehicle now and presumably through STS-4, why then will 52u be 
carrying the DFI on STS-5 and possibly on 7? 

HUTCHINSON That really doesn't have anything to do with the 
confidence in the vehicle but I think a lot of it has to do with 
optimum time to take it off and the fact that we're using this 

° n th - Se f - i9htS and £t allows us an opportunU^to get 
some more engineering data and you know engineers, we never have 
enough But that has absolutely nothing to do with not getting 

thTw"^ abS ^ U ? el 5: rl H orousl y done in these fi^ Tflig^or 
the way the vehicle has been adding out in the testing. 


iM^'frii'cil ?° U K e f e su ™ ing U P briefly tha lessons you've 
learned from STS-3, what would they be? 


HUTCHINSON Gosh, that's a tough question Jules, I haven't 
thought about it, always hate to answer questions like that, off 
the cuff. I think that we have a couple of things that we have 
set out to do, we've really done a good job of, in terms of our 
basic mode of operating the vehicle and that is we have gotten 
ourself in a mode where we, on the first day we go up and the day 
we come down, we've gotten our flight plans and our operations 
set up so that we really allow the crew a chance to get up there 
and get organized. The first day's flight plan on this flight 
was considerably different and not anywhere near as strenuous as 
it was on 1 and 2. And on 4 it's going to be the same way. And 
it gives for us a chance to get the vehicle up there and settled 
down before we really, really get after it. That's one thing, 
and of course the entry's the same way. We've had a fairly clean 
ship here, but we're awfully, seem to be awfully 
compartmentalized and organized to get ready for the cone home. 
Other lessons learned, I don't know. I think we've learned we 
really don't have to pay much attention to thermal. 

JULES what I was getting at specifically, are the 

failures or the problems you encountered, like heat tiles, 
cameras, S-band transponders. 

HUTCHINSON Well lessons learned on gear that didn't quite do 
the right thing, you really haven't learned a lesson yet. All 
you really know about it is it didn't do what you intended and 
you can rest assured, I'm sure there's going to be a lot of 
activity on tile. That's something that's going to require, and 
I have no idea, I mean we may end up having a densify a bunch 
more tile. I don't know, and I don't think anybody knows at this 
point, we need to get the vehicle back and it's going to take a 
bunch of engineering analysis to decide exactly what needs to be 
done. The things that didn't work right, cameras, and the T.V. 
system and things like the S-band problems we had. Those are all 
going to h-~ve to be treated, you know we're still not exactly 
sure what's wrong, if anything with that number 1 transponder. 
It way not even be the transponder. And that gear has got to be 
gotten back on the ground, examined, and the failure modes 
identified. And then some plan of attack to make sure that 
failure doesn't happen again. If it requires some kind of 
different design work or whatever. So, lessons learned in terms 
of things that have broken probably the biggest one is that we 
can, this ship has capability to sustain a lot of things that 
don't go exactly right, and it still hums along really well. 

Over here. 

TONY MALESKY. . .CBC. . .How long do your options remain open to 
decide to stay up longer in the event that you should make that 
decision? But by the same token, when do you have to decide if 
you want to come home earlier than you currently planned. 

HUTCHINSON I am not intimately familiar with that timeline. 
But I would guess if we were going to make a crack at an earlier 

REV, we would want to do it fairly early in the morning. Shortly 
after we get up and really get going. I wouldn't guess it to be 
more than an hour or two. Because there are a nice set of thinqs 
that have to be gone through to get ready to come down, and we 
have a timeline all laidout and we like to see things like 
payload bay doors closed over sights and things like that to 
verify the vehicle configurations. So, if we decided we were 
going to oo it an hour and a half early. And I'll say it again, 
we are not waking up early. So that is not an easy thing to do 
and right now we don't see any advantage in it either. But I 
would suggest that that kind of decision would have to be made 
fairly early. Now just the inverse is true on the wave off. I 
think we could go all the way down to the point of closing the 

wVJE.I^fE e J! n 9 ° farther than that ' and decide that we 
just didn't like the weather, and I'll try again Tuesday. Now if 
turns out that we can ever prove to ourselves or convince 
ourselves that the weather thing is sensitive thermally. That 
w^rcf n te L real ear J y *? the mo ™ing and getting progressively 
worse. By the way, the circumstances we've got nowT I don't 
believe, that that's a consideration at the moment. In fact I'm 
sure it s not, it wasn't the last weather briefing I got. There 
iLhJ^ S e P?"}"lity that we could go to bed early tomorrow 
night and then deliberately, you know, just shift the system 
around and get up early to get in a REV or two earlier on 
Tuesday. That is something I would consider to be a vary 
f2 ? !wi l ng ??, d0, Toraorrow morning, I really don't think 
so. 1 think we'll be coming down when we said we were qoinq to. 
or not . 

or not 

Back here. 

PETER LARSON... ORLANDO SENTINLE STAR. . .Two quick questions, one 
do you have any data on exactly how cold and how hot the ship did 
get during the various attitudes maneuvers performed during the 
seven days? And secondly, do you know anymore about why space 
sickness was such a particular problem on this flight and not on 
the earlier shuttle flights? 

HUTCHINSON Well that second question first. No two humans are 
JJi \i mean ^ easy * There ' 8 no particular reason for it, 
SSIifnMi.* 8 y ° aWare ' 38 We have gone tnr °"9h our manned 
thev h^»£» program ' " e <>» and on have had those occurances and 
they happen. So, and I don't think, you know maybe next time 
this same two guys go and they wouldn't have anything. You know, 
i.Sh n ? ^f U fS we , understand the physiology of that thing. And 
Zr~A<l?1 lvldual ; s reaction to it well enough to make any kind of 
prediction based on what we know about them on the ground before 

o 8 ° ° n and 80 forth * what was th « f *"t part of your 
(]UG8 1 ion? 

LARSON How cold 

Ent C ;^u?!L . "°T cold J y^ah. I don't have any direct numbers. 

But they're surely available and we've been keeping continuous 

plots that on certain temperatures that show that attitude things 
that we've done. And Terry could get you specific, if you'd like 
to know it got up to a minus 150 here and plus a 150 here, that 
data is available. In general they didn't get as hot as we 
thought they would get. And they didn't get as cold as we 
thought they would get. And the vehicle's thermal capacitance 
appears to be much greater than we thought it was. in other 
words the rate of change of temperatures aren't quite as 
dramatic. And we very definitely are not requiring the levels of 
power that we thought we were going to have to have to keep 
things warm when there supposed to be warm and cool when there 
supposed to be cool, by quite a bit. A couple of kilowatts worth 
of power average that we didn't use on this flight. That's why 
we have so much hydrogen that we thought we were going to have to 
use premission. 

MARK KRAMER. . .CBS. . .Neil, what do you see as the most serious 
problem the mission faced? 

HUTCHINSON Oh, I think the tiles. I think that's the one that 
suprised everybody the most. And it's the one that's going to 
get the most attention, I suspect. Because we're going to find 
out, you know the electronics things, they're black boxes and 
people take them apart and understand exactly what happened. And 
I'm sure we'll understand exactly what happened with the tiles, 
but I think that's the one that you'll find in the end is going 
to end up getting the most attention. Because that really did, 
did suprise a bunch of people. 

KRAMER I'm curious to look at another issue because of the 

play we in the media gave the story late this week about the 
transponders. If can quantify in any way on a scale of 1 to 10, 
10 being very serious and 1 being very minor. Where does the 
transponder problem fall? 

HUTCHINSON Let me, before I answer that, you know everybody's 
got their own opinion of that. At the time the thing happened, I 
think you would have said maybe it was over a five. After we'd 
looked at for a while, and as I sit here and look at it now. I 
think it's probably a two or three. And let me see if I can, and 
I know that's kind of a weazel word, just to give you an example, 
something I didn't mention that might be worth mentioning. You 
remember after we got to looking at the situation, people told 
you that we had a method to use the our recorders to record data 
and then dump it down. And if we really ever got in trouble and 
lost all the S-band PM links that we thought we could probably 
manage the spaceship by recorder dumps. And that's a true 
statement. Well, guys got to looking at that and believe it or 
not, we have over in the control center a procedure, we haven't 
put it onboard, because we don't think it's going to be needed. 
But if it was needed, we have actually fabricated a cable out of 
parts that are available onboard. We have a cable kit, for 
making cables with pins and connectors and all kinds of things. 
And we have fabricated a cable that connects the input of that 


recorder to the output of the recorder and literally just jumpers 

V ^™ ? r ?H nd .^ and WiU allow us ' if we lost a11 the PM links to 
£ ?Sf ! telemetry system, the PCM telemetry system, directly 
to the FM transmitter and get real time data, just as if we'd 
never lost anything. And we've actually built one, we've hooked 
U up oyer here in Sail, and it works like a charm. And it's 
been going on the last couple of days. And when I came to work 
today, the procedure was completed, it had been verifed and we 
had a teleprinter message built ready to send up. Now we didn't 
?r?i,fJ ?? aren't going to. But the point I'm trying to make 
is that if you just give those kind of things enough timl to 
settle in. Given is an absolute black and white failure that 

ArtSSt ° ? ret ? Y tOUgh because vou lo °k at the percentage of 
downlink you've lost or may have lost. And I keep saying may 
Sn° a ^! rememb " that we never really did go back and cycle power 
on those command encoders that control that system 1 and there 

i^^° S ^ arOUnd , that Sti11 ' and b * the wav ' as s °°n as we get 
back on the ground is one of the first things we're going to 

tut toLl^r^S* faCt th ? Ce is a teSt Procedure that has been 
SJin °! H J we are 9 ° ing to run from Hou ston via command as 
!SS ? han 9 eout crew gets in there to find out exactly what 
?™? a *\ and haven fc 9°t in that PM system. But the point I was 
trying to make about the recorder thing, if you just look at, 
3ust let those things sit for a little while, you're really 
surprised about the number of things you can come up with that 
allow you alternative means to get something done. That in the 
and make you feel a lot better about f lying^around in the 
configuration you're in. 

von nh^^K^/ 111 ? 1 question, dealing with that same issue. Can 
you characterize how close, NASA Management came to ending the 
™™ ?2, early 33 \ rosu }t of that failure? Were you very close, 
very far, or somewhere in the middle? 

HUTCHINSON I can't answer that, honestly Mark. And the reason 
LiiSr! Jh bec f us ? I y asn fc here that day. You know that 
nlt^A i5 e Kf i !:!! t fai i Ure !*? or \ ly hard one we know happened. 

15 J th ! ni ? ht/ right ' just befoce handover when low 
power of transponder 2 went. And I went back over to control 

on £r^«™^f i 90 ^ 0 ^ ° f here ' long enou 9 h to see Holloway get 
h!vi I JS?!? 6 ^ 1 and . tben 1 went nome and went to bed. I didn't 
have a shift the next day, and was not. When I got back, 
everything had kind of settled out. There had been a lot of 
hoopla amongst you all, but you know it had kind of settled 
out. So I don't know. 

^H«?Ju N K Y r ,RK0,, : Wonc3er if you could ^tline for me the crew's 
activity between wake-up and deorbit burn. 

HUTCHINSON Yeah, it is going to follow the flight plan if 
V hat V thI° P £? tty - muc V fc raight, John, with the exception 

hat that entire block of time that occurs may be, well we're 
going to get up, you know and they got some time for getting 
organized and then breakfast. And then we start working on the 


ltZ1~r ° £ th ! v f hicle and I think you're going to find the 
vehicle is awfully well stowed. I have the feelinc that it ■« 
downV^^", ri9ht nOW frora the scuttil/butt ?ou Sfar cominq 

K rSi ssis h .1, 


reason why you were ITittlng JnesTohecJs? 1 * a " y P" tlcul « 

HUTCHINSON Yeah, we did then, yesterday. Or today, i- m sorry 

322!™?°? k W ? U ' We had ' let me P«t it this way. The FCS 
End of tape. 


NESBITT Good morning and welcome to the final change of 

~m^- P ^- SS briefln S *>r the third shuttle flight and off going 
tit 9 • ^ ire ?tor Tommy Holloway is with us this morning, and spent 
the night with his group of flight controllers, updating the 
plans for today and getting everything ready and I'll turn it 
over to Tommy and I think he has a little information for you 
maybe ^TomSy things and a little bit of weather data, 

i? LL ??J? u Wel h 1 did have but 1 can 't ^nd it. I don't have 
it, left it over there. Sorry about that. Last night the shift 
was uneventful We put the crew to bed on time, they appear to 
be up for the first pass after they were scheduled to be to 
bed we saw no activity after that, we had no alarms. They woke 

r °2p5 x ??c X ! m ?f nin g. and .all is well. The entry is planned 
rS J^t i« J gn ^ tlon 1S ' in the minutes is 34 minutes instead 
of what Mr. Hutchinson gave you last evening. So if you'll take 
the numbers that he gave you and modify the minutes by 30 to 
34. What was it 3520 last evening? If you'll change it 34, 5 
minutes and 20 seconds, if you'll change the minutes to 34, 
™S! IS* W6re USin9 *° r P lannin 9 number. That change was 

Sn?S t im ESS Ve ° ur ? a P ab ility to down mode from a OMS deorbit 
JSSJh*? 3 5£ S ' rea ° tlon control system burn, and affect the 
deorbit. The weather, I had the details, but I got that little 
piece of paper mixed up with all the other little pieces of paper 
carr y ^ound, and apparently I left it in the Control Center. 

S B !J! a . * e can 9 et that for everybody after the briefing if 
you like in the newsroom here. 

HOLLOWAY The weather is, I can remeber the numbers though, 

iiS! IrS 5 ?S SCa " ere ?' i c 2 ' 000 scattered, 25,000 broken, and the 
mSS J? ^Jting to 25. At around the predicted landing 

time. That's about it, so we'll open it up for questions. 

NESBITT Okay, Wayne Dolcefino back over here. If I don't 

call on you by name, be sure and identify yourself. 

DOLCEFINO KTRH Tommy, this talk of gusts of winds between 10 
and 12, even before we're supposed to land of up to 30 35 miles 
per hour. What are the gusts situation, what do we need in tlrms 
of constant wind, in terms of our strength, how high can we go? 

HOLLOWAY That depends upon whether your gusts are down the 

20 n on y a °^^ OS f^ na ;. like gists greater than 15 to 

5hirh a h^??ri nd ;, itu ; tio ;; But on down tne runwa y situation, 

which they'll be able to affect today, 25 or so are okay. And 
that's about what we're looking at. 

n Something else I was going to ask, so I'll go 
lead. Can you kind of talk us through, without getting really 


^^^h^^l - - f J^^o f the 

deorbit prep? The £i«t malor •?°" t ' J hey 90 into the 

deleted because it was coSdI^pS $ I V" the deorbit P^P «as 
completely done yesZerdfyTan our^e?* boilL he c h C \ C , h ' 2 ° k ° Ut was 

want it for e y d ^ 5 5 > 1Cl " configured the way we 

the entry programs, in abSu? In tl0 V?f ^^^9 system into 

retro-fire" TLn'the'come over silted kn^™^ 9 ° t0 

evervthina ic nkaif xu ct . tne states and make sure 

through the day 2nd then a norm J Y ? han 9«\ few seconds 
of 400 k, a blackout exit inS f« i 5 Y Which you are used to ' 
numbers are still the ^ 12 \i° °" and SO forth * And those 
Hutchinson talked tS you they Were laSt evenin * when Mr. 

P^ocedSre i Jhfn^^ And that- s standard operating 

done Ce oy 'witL u^nJ d%?^g be ^ a t C 'and"'?? lnS ° n gaVe ' OU ^ st 
be honest with you. 9 ' and lfc was an over-sight, to 

ROSS Okay. 

n%°"s\o date?" WS haVe alWayS d °" e that «» «U the shuttle 
MjSBITT Okay, back over here, the gentleman in the blue 

£ ^^^shut^, E y 3 o r e 1 « ■ "^SS S'J. 

that determination be Lie? Y 6 t0 keep U u ?' whe " wl " 

^iSf. REV l"eaU y qUe ? £ U e"' CUt J'3"' We 

* icieaily, if you wanted to land a REV 


early, you should have started yesterday. Put the crew to bed an 

and r *n d 3 ^ 6ar ! y ? nd W ° ke them U P an hour and a half early 
and all would be relatively the same this morning, except we'd be 
nn^ n ? ai ?, ho ^ r and a half early landing. There -i still an 
S?h?5u?Ii y 3ffeCt an h ° Ur and 3 half earl * b * deleting some 
hlt aSrt ' ^ measucei » ents take associated with the payload 
?SLf??fL a ? S °T n ° n * ssential ^ ctiv ities that already been* 
iSrm i ® ! deorbit prep. That option probably exists under 

SL Clr °? mSta, ? CeS UP t0 ab ° Ut the time w * <=lose the payload 
bay doors at a minus 4 hours. After that point, it would take 
and emergency situation to, for us to want to deorbit early As 
SfrS S « V ate Y S U £ ai ? delay and 90 tomorrow, if that was the 
timl ™S S Te f hnicall y' can delay right up to ignition 

a ILn in e 5^ 6 f y ? U " n S fc g0i ? 9 t0 g ° ard wave off ' and we'd put 
Ld a 2 rt J£- e eCt Spe w- anofcher 24 hours or 22 and half hours 
and deorbit preps an orbit early tomorrow. So, technically, we 

5our Wa ue e s?ions a ? d 9 ° * later rl ' ht int ° tig « Was & 

NESBITT Right in front there. 

DICK RATNER ABC Could you do' an anomoly check please' What's 
oXem :L th it the h S " ba S d ' What ' S ha PPened y with the^RT^hafwas a 
Sapped S\„at C S a S?Jaa Tly^ * *** ^ 
HOLLOWAY well let me take those in back. 1 have no idea 

^^ulht^" 0 '"* Fly ' 1 ^^^^ ^ " d 

n . J u th l nk Jack ' that he hasn't seen him for a couple 
of days. But who knows what happened to the Florida fly. 

Saven't l h n0t tlyin<3 arOU ^ in the spacecraft, because we 

m a If?ii d u th o Crew Say an ything about it. The second 
funrMnn °" t J e , CRT ' we have a spec key that calls a specialist 
function, that is certain kinds of displays out of the 
SSS P ?£I!:\ THat d i s P la * failed on °^ of the keyboards, yesterday 
keyboard thV?* re P la ? ed w * th another key, off of the aft * 

ronMSf? ^ iS 2 0t normall y us ed, acknowledge key that is 

call it ?„ n ?ha 8 f d T? mUCh * And 3 Uttle "Pair business, we 
? a Ti I ^-flight maintenance. They took the key out of the, the 
tlZL.rt ° U c a ? d re ? laced ifc with a nonused key from the aft 
S • So ^he guys upfront, both have functional systems, 
complete functional systems. And the fail key in the back 
there's no key in the back in the place where^Ms one came out 
of is, the fact that we don't have it is of no conseouences 
svsLmi rS ?f?r^ ti0n 3bOUt ? hG StatUS of the commSnicatiSns * 
Jttr U ? ?^ h ? ! a Tf as U s been for the last 2 or 3 days, 
?hat I 1 J r 1 . ^ "^k* And rather than try and summSZiie 
that, I 11 refer you to the previous hand over briefing. 

~ ?aUu?e and who'cnanged™" 3 ' UP ' Kh °' S ^ the 

ask L °an! t h d0 "'^ kn ° W Wh0 aotua "y <3id the work. I didn't 

NESBITT Right here next to him. 

™i°? A J u- u And someone "»ight be able to find out if thev 

^r^L^tTiT. an9ed They may not h »™ £3 us 

(Garbled), FRANCE PRESS Could you tell us what that kevhoarrf 
does in the aft cabin, what's its usage in the af I [ cabin? 

in^aft £i 1 Xi 1 ^ a ?? thing the ° reW wants to do whil * they're 

FRANCE PRESS REP is that used for the arm as well? That one? 

FRANCE PRESS REP And they have a CRT on that keyboard as well 

ETCEt keyboard i^o^^^onef V£ SgSi". 

S^EV J thr ° Ugh 10 ' or 0 throu 9 h 9? and there 's'some keys 
aSsoJutefv relti^* n °i" " Perf ° rm fu ™tions that not reqSIredf 
uo ? 2~ and u We USe one of those ke Vs to replace one 

c^^xr^^tCar^^rd^^^s^i^t" keyboara - bei - a 

r22Sy!"S?'.!^hi„ g r ? any event ' u ' s not u »"" a 

HOLLOWAY No sir. Not at all. 

NESBITT Back over here with Doug Ross. 

b?t G ^Howing Mr. Ackerman's question just a little 

bit. Now John Young's going to take off I believe at 8-00 
tn * ?K k ln t ?Si?7V nd make an assessment of the wind conditions 
about th^dlfff ii 68 l 0t 1 f n6i ^' Mow from what ySu'Se sa^d 

2! difficulty of coming early and the ease with going 
late, would you say that if a waveoff is determined or if ?hey 


timf S e e v W w^/i e 2°i? 9 t0 be t0 ° Mgh at the ^tended landing 
toSS'a rIv ^J^Probably go another day rather than try to come 

HOLLOW AY well relative to the work that the STA is going to 

o^v J ca ?. onl y to t It at particular times and if it said i? 9 was 
okay at a time phasing that would allow you to deorbit early it 
would have no of determining it's going L be bad at a tltel' 

\ n S as far as u the STA work is concerned, it could only be 
undesirable to'^n^-' y °S ?!" in 3 situ ^ion that would very 
o2tPnM^i%^ It t ln and the mana 9ement might and the 
mt nff ? 9 ^ dlrector mi S ht at that - point just decide to 
Undine rlntil^V Bu ^ basically if the STA determines that the 
1 * d f2 9 c??n if nS ar ? 1 dl 5^cult and we determine that that's not 
tno?her day? 1 haVe the ca P abilit y to wave off and go 

wom?h ir i-u 1 9UeSS wha * I,m getting at is odds are that you 
? E a'^'a l f. there w ere... if you weren't going to land on the 
scheduled time, odds are you would go long rather ?San come 

HOLLOWAY with respect to the STA work, that's absolutely 

" 9 Ep'*J - S r anted t0 deGide and land the orbi t early, it needs 

u l n th l n t Xt J t0 2 " 1/2 hours and that will be based 
...... would have to be based on weather predictions, and not 

tllrrl iJ! fo ? mati ? n ffon the STA and I don • t expect personally 
Ihtl SJv 3 I 90 ;? 9 to happen although, I would imagine at about 
weather br^?fA a ^nH e ?M y fll ^t control team is receiving a 
to 51 ? a u d lfc s P° sslbl e that they might decide to try 

to de-orbit early but I don't really believe they will. Y 

te^F-nrf -f ° kay * We ' n take ° ne more here and then we'll go 
to^KSC and if necessary, we'll come back here for questions right 

it it\r^u is u possibie you,d io - f - a 

1°reS W ^L h !? 611 ?° ssible that we could wait 1 rev, up to 

I R^v ;??,«M« d ° n chan ^ in f^onditions elect to deorbit on a plus 
l REV situation, very possible - . v 

back^ere to j?If J^' 5 9 ° S° KSC J 0t ^ est ions and we'll come 
oacK nere to JSC if necessary for others. 

NESBITT Did we lose those folks? 

NESBITT do we have any questions. 

No. We're not getting the questions. 


coitions." 611 ' WG ' re ^ ^ ° flly — that ' S ™ 

ahead an-J t^J**??' V h ? Ve any m ° re <3 ue stions hare, we'll go 
KSC a f ;e n fh! a r k igh^:er f °he?e? lm,te ^ " 8 < U " ed m * at 

bSfJ 1 ?? J*™*™ Y ? u f re talkin 9 about the weather oroblem, 

i V a "?S 5? W ' U S COmin9 at approximately 12:30, a 
about that?' 6 30 M ° UUtain Standard Time? There's no doubt 

HOLLOWAY Right on time today. 

JOHN pine Right on time. Thank you. 

jSETtl-. to'^efu 9 '° 9 ° h ° me ' "* my ° l0Ck ™« wa * e ^ 

Sons there^- N °» » e ' 11 KSC again . Do you have any 

MARK mayfair UPI Tommy, you may have just answered mv Question 
«S iana y °on S^l"""'' d ° y ° U thl » k ^ ^Kay 

HOLLOWAY Yes sir. 

^*?J IR ■ u HOW about the rather. Would you classify the 
weather right now good, bad, fair? y cne 

HOLLOWAY well, I would classify the weather fair with the 

situation... I would like for them not to be so gusty but the 
de^r?V° bG fair and acce Ptable assuming that^Hoesn • £ 
deteriate any more than we expect it to. 

MAYFAIR Okay. Thank you. 

SSSS 1 ^ u u ° kay ' That ' s a11 the questions from KSC. We can 
come back here. I do have a weather report that came out o« 
S?3£?S tly T ° f WMte Sands this ^rning, no thiS is tL last 
night's weather report, so I think the things we have b-r! is a 
IriT™ UP t0 ^ 3te ; This ^nerally described a headend? ?or 

b t ?nT y is' a S^ Wi H d % t0 , be 5 t0 10 knots with ^sts to 
j-d duc i that about what we heard for for... 

HOLLOWAY ...Gusts a little higher than that. 

NESBITT Yeah. I was thinking we had gusts to 25 perhaps. 

.wSSBITT Okay. One more question in the back. Mr. 

ACKERMAN Mr. Holloway, these ousts of 19 *.« o C 

t^w^ 1:27. They're not 

and the gusts are a lot less and Jh^nnT'^S leSS than that 
function of time in the davfi™? « ? UStS tend to build as a 
and the entry fUgSt Slrwto" Shi W « hav ?. two ru ^ys at Northrup 
runway to use to take advance J 5!- nak f? g J decisi °n on which 
the way he wants to belnd ge^raflv £2?, ," ned - Up £"5 the wind 
the winds are such th t o ! he'll once he decides that 

unwilling to do the i?tent?on«i J^f • ^ ma 9 nitude that he's 
to land with „inSa of 10 to ?5 kno?s S^ 1 ^ 1 " 9 We ' d like 

decides that he's going to do the hUt hi exceeds " that and 

would he bring U down or wou^H doesn,t lo ok like occurring, 

effect that test? rather go tiU tomorrow to 

t°st° WA if W p h" 8 W ° Uld n0t 90 «ntH. tomorrow to effect the 

we*U deorbft ha o V d e ay? CePtable landln * conditions atany runway . 

ACKERMAN Thank you. 


p24j KRANZ CHANGE OF SHIFT BRIEFING 3/29/82 4:50 p.m. PAG El 

PAO Ok, we're ready to start now, we have with us this 

evening Mr. Gene Kranz who's Deputy Director of Flight 
Operations. We'll open this session with an opening statement by 
Mr. Kranz, and then we'll throw it to questions. 

GENE KRANZ Ok, let me tell you basically, I'm sitting in for 
Harold Draughon here this time. Principally because we're going 
to be doing a relatively short turnaround and Harold's team got 
office replaced Ly N '. i 1 s team, we'll even bring in Tomruy's for a 
short period of time, just try to keep the teams fresh. 
Basically, the entry team will be onboard again around 1:00 this 
evening local time. Let me briefly summarize the planning 
process as it has occurred in the Control Center over the last 
several hours, and rather than trying to copy down all these 
numbers, I'll leave a copy of the sheet here that I think PAO can 
reproduce and the only thing I can't signify is to the 
authenticity of is the local time. Because when I try to convert 
to Eastern, Central, Mountain, Pacific, that kind of stuff... I 
think it might be worth while to recheck a few of those 
numbers. But all the MKT times, and everything else as far as I 
know is correct on here. In looking at the opportunities for 
tomorrow, remember the last time we talked here I think, or the 
last time I had the opportunity, it did indicate that from the 
standpoint of weather, we're going to have to play the weather 
; real-time. In fact I said we may consider coming down 24 hours 

- earlier or even going 24 hours late from the standpoint of 
deorbit. And that's pretty much the posture we find ourselves in 
right now. I think you're all aware that the weather out at 
Northrup strip today was unsuitable. We pressed it right up to 
the very end, when I say pressed, we're in a safe posture all the 
time and basically our wave off time is generally the last pass 
over the Continental United States prior to the deorbit 
maneuver. In a similar fashion, we use the Shuttle Training 
Aircraft in the same fashion that we had used for the previous 
missions. Because no matter how good the forecasters are, what 
you're really after is a crewman who is aware of the handling 
qualities of deorbit or whose flown the entry and can provide you 
an on the spot evaluation as close to your time for the deorbit 
maneuver as possible. In fact we continue the STA flying after 
the deorbit maneuver just in case we'd be faced with for 
instance, a change in runway direction, which is possible. So 
basically, we exercise the same procedures that we exercised in 
STS-2, and will exercise these procedures for foreseeable 
missions. Whenever we feel we have a weather difficulty, such as 
the one we had today. Now let me briefly go into the planning, 
and I'll give you a bit of the rationale behind it. As soon as 
we had waved off, we starting taking look at landing 
opportunities tomorrow at all three landing sites, Northrup, KSC, 
and Edwards. And we had some early morning opportunites that we 

( L d looked at, and basically we scrubbed the orbit 128 

- opportunity, principally because we wanted to again, get the STA 
up and perform the same type of evaluation that we performed 

today. In addition, we got, we had to watch out for how much 
"urther backward we'd have to change the crew sleep time to allow 
chem to get adequate time for sleep in the evening. At the same 
time, we couldn't put them to bed too early, because we still 
have some orbiter cleanup to get ready for this upcoming sleep 
period. So basically, we found ourselves in a posture, or a 
basically scrubbed out on the orbit 128 opportunities. Our basic 
planning now has a crew activity plan and all those numbers are 
preliminary, they're good within about 30 minutes I'd say at this 
stage right now. But, we'll get the crew to bed roughly around 
6:00 this evening, possibly even a bit earlier. And again the 
times I'm talking here are central standard. And we're getting 
up the crew about 2:00 a.m. central standard tomorrow morning. 
In all cases for all deorbit opportunities we'll exercise the 
same basic timeline and it's the same deorbit prep that you saw 
today less two items. We've eliminated the flight control system 
checkout and basically that was basically pad in today's deorbit 
prep, and at the same time we've eliminated the theodolite 
measurements on the payload bay doors. So, basically those two 
items will not appear in the timeline. All the remainder of the 
timeline items and the sequence is basically as we had 
established at pre-mission, as we exercised it today. The 
deorbit opportunities that we'll be exercising, and again this 
basic timeline, getting up at 2:00 in the morning, and basically 
running for a 7 hour deorbit prep, puts us in a posture where we 
could deorbit to Northrup strip on orbit 129 with a landing at 
Northrup around 9:07, that is mountain standard time. In a 
similar fashion, depending upon how clear the weather decision is 
early tomorrow morning we will have targeting available, that 
could allow us to .deorbit into KSC on that same orbit for a 
landing at 11:13, eastern standard tine. Again, we would 
exercise this decision process, again looking at the weather, as 
we had today. Also taking into account such things as winds 
aloft, how it's going to affect the entry guidance, the crew 
status, I expect to be excellent, the spacecraft systems status 
will be excellent, and I expect that the recovery capabilities at 
Northrup strip as well as KSC will certainly be suitable. So 
basically, on orbit 129 our primary targeting will be for 
Northrup, again, with a relatively clear cut weather decision, 
and the weather in a totally satisfactory fashion, that's more 
than likely where we would go. However, if we find out we're 
faced with the same type problems that we had today, we have the 
option to go into KSC. On orbit 130, we would be planning that, 
more less as a backup in case we normally would wave off from the 
Northrup deorbit opportunity. We would plan in going the next 
rev or orbit 130 into KSC, landing times there would be 12:47 
local. The pre-deorbit and post-deorbit tracking for both orbit 
129 and 130 are basically the same, we've got good communications 
coverage, good tracking, for those oppor tuni tes . All of those 
opportunities are within our, what we consider acceptable cross- 
range limits. We also have backup opportunities continuing 
throughout the day at both Edwards and Northrup strip. Now the 

eather status is going to continue to change throughout the 
evening into early morning. . And, I think the basic feeling of 



tho flight control team is that the weather outlook for Northrop 
c or Tuesday and even Wednesday is not particularly good. Now 
^here has been some discussion about tho possibility of a high 
developing off southern California, and we ' re going to have to 
watcli that throughout tho nighttime period. KRC weather, with 
very high confidence, is good. Tomorrow, however, it's possible 
that tho weather could be deteriorating on Wednesday. At Edwards 
the winds are forecast to be high, and wo have tho possibility of 
a tail wind on the approach and landing phase. Ho basically, I 
think that the opportunities into Northrup, we're going to have 
to watch very closely. The KSC opportunity looks very good 
tomorrow. I don't know if there's anything else, just a coup: e 
of other notes from a standpoint of consumables, we're in 
excellent shape from a standpoint of consumables. We've got 
between 72 and 96 hours, depends upon how we track... 72 hours 
that we could continue at tho power levels wo'r> at right now, 
we're still at 24 hour reserve beyond that. So basically, for 
those of you who are familiar with mission rules and rcdlinos, 
the redline basically accounts for some of the uncertainties in 
the measurements and a 24 hour wave off capability. Well, we 
have 72 hours of consumables above that rodlino at tho current 
time. We have no spacecraft systems problems at in any way r ight 
now that would compromise using this flight duration if it becamo 
necessary, but I don't expect it will bo necessary. That's 
basically it. 

PA0 Ok, we're ready now for questions, please wait for 

-he mike, raise your hand and if. I don't identify' you give your 
name and affiliation, Hoy Neil. 

ROY NEIL (NBC) Gene, can you give us what you think would be 
your optimum choice, in other words, what are you really looking 
for, what would make you tho happiest in mission control, and 
about when do you think that weather will solidify well enough 
for you to be able to project which site you're going to land at? 

KRANZ Well the optimum choice would certainly be the 

choice that we had exercised premission, and that's basically to 
utilize the Northrup strip facility. The lakebed capability out 
there because again, this is our third flight, we've got several 
fight test maneuvers, and we'd like to have, as r think you're 
all familiar, a pretty good margin about anything wo do early in 
the program. So, basically I believe the primary choice would 
certainly be Northrup. However, I consider either KSC or Edwards 
fully acceptable. We have to be prepared for such things as tho 
RTLS capabilities, a lot of the AOA training we've done to go 
into a runway, all of our contingency sites during course of the 
mission or to a runway. So basically, we would reduce our 
margins slightly by going into runway, but I would* consider it 
perfectly safe. Second part of your question talked about the 
timeline for decision, and again, the basic times that I've 
quoted here are basically central standard times. We expect a 

eather observation update from Northrup strip, roughly around 3 
to 4:00 this coming morning. The flight control team intends to 

got together with the program management, and the weather 
Personnel, somwhero around r >:00 in the morning. Kasionlly, we're 

aselining our first look, first look, at the weather at 5:00 
a.m. central standard time. My preference would be if it's clear 
cut, we're going, saying in to Northrup or we're waiving off 
Northrup, to make a decision by 6 i f possible, because to make it 
easier on the crew I'd like* to make this decision part of suit 
donning, so if we're going to slip an orbit, they can make that 
decision, they won't have to don the suits any earlier in the 
timeline than is normally called for. However, if necessary wo 
can go light up to just as wo did today, the 1-->st stateside pass 
prior to the ignition time to dcorbit to North, up and wave off. 
So, basically our basic timeline that we would exercise is very 
similar to that which we exercised today. Wo will have, and we 
are in the process of moving an ST A aircraft to KSC, so wo can 
get the same observation and services from KSC as wo got from 
Northrup strip. 

NKI h Could I just follow through? Am I reading you 

correctly Gene, what you're really saying is your going to try 
for Northrup first time around on rev 129, then if that fails and 
the weather starts to deteriorate there you are going to 
seriously start looking at KSC? 

KRANZ Yes sir. 

NEIL I'm reading you correctly? 

KRANZ Yes sir. We'll look at Northrup and its not only 

the short term, wo also have to take a look at how we handle this 
vehicle after we r611 out. What is going to be th"? weather 
there, but the principal concern is obviously to have the 
r oatest margin possible, this early in the program and basically 
we would use crew safety as the principal discussion, I moan the 
principal element of the decision process, but again I don't 
consider unsafe to go to the runway. Just provides me a little 
bit more margin. 

Pat Dolen, Cable News Network 

PAT DOLKN... CABI.K NKWS NETWORK .. Mow high could the winds at 
White Sands get before you would bo forced to scrub the landing 

KRANZ Well the principal concern today, it's a question 

of when the orientation along the runway in the crosswind 
component. The principal reason for scrubbing today was more 
associated with obscuration because the winds had finally swung 
to the point where they wore just about down the runway. So I 
would say one of tho primary reasons for the scrub was just the 
obscuration, the other one was there was significant turbulance 
in the area and those two prameters were tho ones i:hat you can't 

:;adily evaluate from forecast, which is why we have the STA 
airbornes, so it was a combination of winds, but todays scrub was 

more the obscuration of limitations and visibility and the 

u-btilance that the STA crew encountered. I think you heard his 
tecommendation, we had pretty much come toward the same 
conclusion in the control center also. 

Jules Bergman. 

JULES BERGMAN . . . ABC NEWS... Gene would you reach a clean cut 

decision 6:00 a.m. or 6:30 a.m. or would you wait until John 

Young and the STA aircraft had flown, to do so? 

KRANZ We H let me give you for example, I'll cite a 

(garbled) case. Suppose this wind kept blowing all night long, 
and people out at Northrup strip had indicated they had all kinds 
of tuning out there and they just didn't have a chance to clear 
it, that s an obvious choice and a wave off choice. If we get 
into a situation like today, I doubt if we're going to be able to 
make it by six, I think we're going to wait til the STA is 
airborne and again that is one of the reasons why we didn't 
consider that earlier opportunity we had. Just so we could get 
the STA up to do the kind of job it did today. There is a 
possibility of a clear cut decision early, but unfortunately it 
never seems to work out that way, it always, you keep working so 
right down to the very end. 

JULES BERGMAN. . .Second question. Are you happy with the 300 foot 
•ide runway at KSC? In case there's a crosswind blowing or isn't 
t true that you and the rest of the controllers, control team 
would like to have a crosswind landing under your belt's before 
going there. 

KRANZ yes we've always wanted a crosswind landing under 

our belt. We've established on STS-2, 3 and hopefully in 4 as a 
relatively high priority objective. We placed this above the 
other ladden objective but to some extent wo consider it 
replaceable. We're going to try to get either one or the 
other. Again I believe its a common feeling that while we would 
like to have it, that the spacecraft is reasonably capable of 
being handled, in fact I think its a rather solid machine to 
handle in a crosswind, I think what we're interested in is 
getting some experience in the rollout aspects. From the 
standpoint of the runway width, l think we've qot full confidence 
in our ability to maintain directional controlof this vehicle 
we've got the brakes, we've got rudder to some extent, but also 
we ve got the nose wheel strings. I don't think we are 
particularly worried about the rollout, again its a question we 
would like to have as much margin as possible as early in the 

Dave Dooley, Huntsville Times. 

~WE D0OLEY...HUNTSVILLE TIMES. ..How close did you actually get 
j firing today and what will the crew be doing with most of the 

» ; mo they have today? Will it be just standing back and then 
■■. .suming? 

KRANZ Actually if I remember, we were about 50 minutes, 

in fact we were less than that, I would say we were about 35 
minutes. At that time we were in the process, I personally and I 
think several of the people there had recognized that we were 
going to wave off. So my principal concern, recognizing the 
relatively short period of time we had was to get the cycle of 
planning started so we could have something to say right now. 
I'd be inclined to say we were within about 20 to 25 minutes of 
deorbit take, but again, we play it pretty close to the best when 
we are playing with weather. We had talked about it if you 
remember over the states and we had made up our minds that we 
were going to have a clear cut decision over Ascens ion , and 
that's basically what we did. 

DOOLEY And the crew time? 

KRANZ Crew time right now, basically if you have been 

listening to the air to ground, we have been in the process of 
reconfiguring the spacecraft, we going to be giving them a little 
bit of free time but we're going to get them to bed about one 
hour from now, because again we had to further adjust the sleep 
period to get them up around two in the morning. 

Morton Dean CBS News. 

MORTON DEAN... CBS NEWS... Gene someone suggested earlier today 
that there might be" a problem in the buildup of loose sand on the 
runway at Northrup. Is this a problem, do you have to sweep it 
clean, or what? 

KRANZ Yes, there were some indication and it would 

probably be better to let Northrup folks talk for themselves, I'm 
sure they're not tagged into this, but one of the discussions 
that we had with George Page, just shortly ago, was basically 
there was some indications they may be getting some duning on the 
end of the runway and yes they expect the winds to taper off 
tonight and they expect if the winds drop down by around 10:00 
this evening, that they will be able to go out and more or less 
take a look at the surface conditions and do whatever clean up is 
necesary . 

Al Sehlstedt, Baltimore Sun. 

AL SEHLSTEDT. . .BALTIMORE SUN... What about the people Mr. Kranz, 
do you have enough technicians and people with expedience to 
handle the equipment at KSC or are you going to have to move some 
of them, fly them over from Northrup or just what are your 
procedures there and the second part to that question briefly, 

3n you refer to Edwards as an alternative field, you're 
speaking of the hardstrip there, I take it? 

That is correct, we are talking about the runway at 
Edwards. I don't have the specific answer to your question about 
the availability of crews at KSC, I'll get you this after we 
finish this conference but again in the discussion with George 
Page, he indicated that he believed they could handle it down 
there and other than that generalization, I could get you more 
details if necessary. 

Carlos nyars, Houston Cronicle. 

CARLOS DYARS . . . HOUSTON CRONICLE. . .This morning immediately after 
making his comment that they have time to bring this to a halt, 
John Young commented that the turbulance was very, very bad, in 
fact I believe he said that it had popped something loose he had 
never seen that before. Could you tell us a little bit about 

KRANZ Basically there a certain set of flight conditions 

that are set up principally for safety of the G2 airframe. 
That's what they call SIM disengage and there's a variety of 
conditions that can cause the STA simulation of the orbiter to 
disengage and there is a large variety of conditions under which 
; that will happen. He basically saw what he called a SIM 

PAUL RESER ASSOCIATED PRESS If you land at KSC aro you going to 
have to sacrifice some of the aeronautical engineering tests that 
you're going to perform on the way in? 

GENE KRANZ I really don't know. We haven't taken a look at the 
entire phasing of the entry process. I don't believe that we 
would compromise too many of the aerodynamic maneuvers that are 
planned. And one of the advantages of KSC is we've got microwave 
landing systems in both ends of the runway. So I think we 
certainly continue to pursue that objective as planned, but the 
details to that lev ■'. the specific elements I'd say in general 
yes we intend to accomplish the planned entry maneuvers and to 
try to satisfy the autoland objectives but we're going to have to 
take a look at that overnight. 

MERV CHAPMAN ABC RADIO First a clarification and then a 
question. Because it's somewhat different than we think we were 
told earlier. The opportunity on rev 130. Are you not going to 
land at Northrup but only at Kennedy if you go to 130 and second, 
the question, since there was a lot of speculation the last three 
days about landing 1 rev early at Northrup and an hour and a half 
before the schedule landing John Young found conditions 
acceptable. Are you now kicking yourselves that you didn't? 

GENE KRANZ No I'm not. And I'll answer that last question 
first. I think John Young did the same thing we as flight 
controllers do. What he wanted to do was to make his final 
observation at the last possible opportunity. He knew the basic 
process for preparation for deorbit. He knew that the basic plan 
allowed a waveoff within that last rev prior to deorbit and 
again, he was playing it close to the vest just like we try to do 
in other areas of the control center. So no we're not kicking 
ourselves in that area. I forgot, the first question was the one 
associated with the deorbit on orbit 130. Two Northrup strip. 
The reason I didn't include that that opportunity always exists 
but the basic indications we have for tomorrow is that the winds 
the gusts the turbulence will be less early in the morning than 
it will be as it progresses through the day. So our basic 
planning we could go either way but our basic planning tends to 
feel and basic indications are if it isn't good early in the 
morning it isn't going to get any better. 

ERIC INGBERG CBS What kinds of changes would be required in 
positioning the spacecraft for TIG if you go to Kennedy? 

GENE KRANZ Basically it's principally adjustment and I'll give 
them to ycu relatively. For instance, if we want to move from 
Northrup to Kennedy we delay our ignition by about 6 minutes. 
Excuse me, about, yes about 6 minutes. That is t*he principal 
adjustment we make. 

CRAIG CORVALT AVIATION WEEK Gene two questions. First on 
crossrange, discuss the crossrange you have to pick up on rev 




129 and 130 and how that affects the initial bank and the 
subsequent roll reversals and I have a second question too. 

GENE KRANZ Craig, we really haven't, I have the numbers on 
crossrange that are on this sheet. I have crossrange left and 
right of the groundtrack on there. There's a note when I give it 
to you that will indicate whether we are left or right of the 
groundtrack. We haven't really taken a look at all the phasing 
of the maneuvers. We're going to have to take into account the 
winds at that time to set up what our initial phasing will be. 
VJe haven't done that yet. 

CRAIG CORVALT Okay, and second, is on a contingency landing into 
KSC would you expect Jack to go control stick steering all the 
way around the hack and all the way down. I think you spoke 
really to that a minute ago on autoland. 

GENE KRANZ No I think that that's really dependent upon the 
winds that you have at that time and basically that gets into how 
we approach the hack for various KSC approaches , but again I 
believe that we would try to stay with the autoland as long as we 
could . 

MAX RUSELY THE GALVESTON NEWS If they go into KSC tomorrow and 
everything goes fine would they possibly just start going in 
there beginning with the next flight rather than flight 5? 

GENE KRANZ That's an interesting question. I think that 
certainly is a possibility. Again, what we would have to do is 
take a look at what kind of margins did we maintain, how far down 
the runway did we touchdown in a lot of those parameters. I 
think again the whole question of landing sites and I think this 
brings up a point that might be worth considering not only for 
this mission but for subsequent missions. The reason we got the 
consumables is because we managed them such that we had weather 
options. I believe weather options are going to be with us for a 
considerable period of time in this program. And in our flight 
planning I think in the future we're going to be looking very 
heavily at considering mission duration to satisfy the flight 
objectives but keeping an open end from the stand point of being 
able to pick the best possible weather. Our preference will 
always be I think to go into KSC. 

Let's take 2 more questions from Houston and then 
go to the Kennedy Space Center. The gentleman with Agency French 
Press . 

LUCY NAME FRENCH PRESS Mr. Kranz do you consider this perhaps a 
blessing in disguise that it proved to you the flexibility of 
your planning and of different landing sites that you can move it 
any place you want really? 

GENE KRANZ I think that's a good question. To some extent I'd 
say yes. I think that there's few surprises that I've had in the 


program that have been very worthwhile, very beneficial. I think 
in the flight 1 if you remember we had basically what amounts to 
as a perfect flight. I mean spacecraft, no anomalies, nothing 
like that. Flight 2 we had a bit of conservatives bit of 
conservatism in that flight but again we continued to satiafy the 
basic flight objectives in spite of a power plant failure, 
basically the fuel cell failure the second mission we were 
flying. This flight here I think we're starting to see the 
overall maturity of and our confidence building in the 
spacecraft. We've developed several work arounds, we discussed 
communications here awhile back. I don't know if you may have 
heard we've already got a jumper worked out if necessary that we 
could exercise onboard to provide us real time data over the FM 
transmitter. I think we've got significant amount of maturity 
and confidence in the flight control teams. The planning process 
I mean we've juggled it back and forth several times during the 
course of the mission. To my knowledge we've satisfied 100 
percent of the principal objectives that we had. Yea, I almost 
do consider it a blessing. I'd like to be on the ground right 
now because I think a lot of people are getting tired but again I 
think we've got the confidence that with no risk to the crew or 
the spacecraft we can continue until we get a more acceptable 
landing situation. And that's sort of a judgement process we 
went through. 

JIMMY WALKER ABC NEWS A couple of question. What is the first 
consumable that will run out? When will that occur? 

GENE KRANZ It's hydrogen right now and as I stated we've got a 
72 hour margin above our rediine so we have approximately 96 
hours of hydrogen remaining in the spacecraft. 

JIMMY WALKER And you talked about the greatest margin of safety 
being at Northrup. Could you compare in that context Northrup 
versus Kennedy? 

GENE KRANZ That's very difficult to do. Because what you have 
to do is you have to equate the landing conditions all things 
being equal. Perfect weather at both sites. We have slightly 
increased the margin of safety out at Northrup strip for such 
things as, assume we'd blow a tire. Remember what we're trying 
to do is to find a cross, we wanted to satisfy the crosswind 
landing which was brought up earlier. We've got margins for 
various minor failures that could occur that could cause you know 
small perturbations in directional control of the crew. Now 
again we believe that the crew can control the vehicle in case of 
a blown tire but we won't have any problems there. From a 
standpoint of energy margins, we always wo want to get a few more 
flights under our bell: prior to the time we go into a runway 
landing because we have to be very close in management of the 
energy. But again, our experience has been for STS-1 and 2 that 
the flight systems have performed exceedingly well and we really 
didn't need that margin. We've got several flight test 
maneuvers. We've got the autoland that we're attempting to 

satisfy in STS-3. We'd like to have maybe just a little bit more 
margin there. I don't consider it unsafe it's just it is good 
technique in a flight test program to have that added margin if 
it is available. Right now wo may not have that availability and 
in no way do I consider that we're unsafe. 

PA0 Okay, we'll go to the Kennedy Space Center now for 

questions and we'll return to Houston for a few final 
questions . 

ROBINSON CHANNB' 2 ""ould you elaborate on the main factors that 
would necessitate a landing here at KSC and how much time would 
you actually save in turnaround time if you land here? 

GENE KRANZ I'd say the principle factor that could cause us to 
move into KSC and I'm not leaving Edwards out, but again I think 
our basic thought processes if you got to go to one runway you 
might as well go into the facility down at KSC. But again, we 
are going to look across both KSC and Edwards tomorrow and select 
that site which we feel is going to provide us the greatest 
margin. From a standpoint of the fact that it could put us into 
KSC just assuming that was our next best place to go. I believe 
a weather situation very similar to today, the fact that possibly 
they couldn't clear the runways in time for our planned deorbit 
time. Those are the type well what I'd say is contingencies. 
Those are the type problems that could cause us to waveoff. Now 
is there another question there please? 

ROBINSON Turn around time? 

GENE KRANZ Turnaround time. I can't speak specifically to that 
one, I'd guess that would be in the order of 7 days to 2 weeks 
but don't quote me on that one. I'd suggest you contact the KSC 

LYNN MARSHAL In the event that the weather is not acceptable at 
that?™ 9 ' Kennedy ' or Edwards which site would you go to after 

GENE KRANZ If it was not acceptable we'd keep flying. No, 
basically the the basic theme it looks like KSC is going to be 
excellent tomorrow and that's why during a good portion of the 
discussion that I've had I tend to look at KSC as our next prime 
site. The weather there looks like it's going to be quite 

JERRY LIPMAN Specifically what individual will decide when and 
where the ship lands, you, James Beggs, whom? 

GENE KRANZ I believe that's a composite of several 
individuals. You have the program management and the people on 
site at each one of the facilities providing you their status, 
/ou have weather observations from each of those sites. You have 
the input from the crew flying the STA, John Young, he's had 



STS-1 flight experience and as you are aware he made the call 
:oday. You've got the airborne crew. And the airborne crew has 
to some extent already expressed their opinion that if they have 
to go to a runway it's their preference and their belief that KSC 
might be the place to go. But basically, there's several 
individuals who all contribute to this decision process and 
generally Dr. Kraft and Glonn Lunney working with the other 
program managers will make the decisions. 

JOAN HELLER TODAY I assume that you've spoken to the astronauts 
about all the different possibilities, what do they say? 

GENE KRANZ No we haven't. They may have by now. They gave them 
a sort of oan earlier indication, early in the day, probably 
about 2 hours ago. We just finished the preliminary' look at the 
timeline. Noil Hutchinson's team, the Orbit team was in the 
process of getting the crew put to bed and I just fed them 
various thoughts that had come up in the basic timeline we were 
working to just prior to the time I came up here, so I can't 
vouch that they have given thorn all of the thought processes that 
have occurred so far. It will be prior to the time they go to 
sleep however. 

REGGIE TURNLILL BBC It sounds as if you need an astronaut with 
flight experience to be flying over KSC tomorrow. Have you 
arranged that? 

GENE KRANZ Yes. We're moving a STA to KSC and to my knowledge 
right now I think Dick Truly may be flying that one. But I'll 
check on that one'after this conference also. 

JERRY LIPMAN To follow up on Lynn Marshall's question. Will you 
consider an overseas landing at all if all the, no? ok. 

GENE KRANZ I don't see any advantage in an overseas landing. We 
have much better tracking, much better communications, much 
better navigation aids and with the period of time that we could 
still continue to fly this time I'm sure we could find a set of 
weather conditions that was appropriate for landing. 

would the groundtrack be on these two approaches to Kennedy? 

GENE KRANZ That's probably about the one piece of information I 
didn't bring. But I'll get a copy of it and provide it to my 
knowledge it'll go just about clean across the United States from 
west to east and the approach azmith should be pretty close to I 
imagine about 90 degrees into the heading alignment circle at 
KSC, but I'll check that. 

PAO We have one more question. 

equal the weather is perfect at Northrup and perfect at KSC would 



vou say now that the tendency would be to land at Northrup? 

PAO We do have one other question. 

JERRY LIPMAN Everybody on the telephones this afternoon here 
said you folks in Houston would have information on chase planes 
if the landing is here. Can you tell us how many, where they'd 
fly from, the patterns, pilots, that sort of thing? 

GENE KRANZ No, but I know Dick Truly was working on that late 
this afternoon and I have not had a chance to tag up with him. 
I've been worrying the timeline deorbit opportunities that type 
stuff, but again we'll get that information for you. 

PAO Sounds like the kind of thing we can get overnight. 

GENE KRANZ I just wondered, do we have somebody who takes notes 
of all these actions I got here so that I don't miss any. 

PAO Okay, let's switch back to Houston now, the 

"■ntleman with the London Times. 

PEERS ACKERMAN London Times Let me get this straight Mr. 
Kranz. What I understand is, if you go down to the wire and you 
get a wave off at Northup then KSC is, you're 90%, 99% choice 
then . 

KRANZ , That's about the size of it, that's it. 

ACKERMAN Thank yo-. 

KRANZ Yeah, basically the key thing is if we wait right 

to the very last minute, to wave off to Northup, it is doubtful, 
in fact I'm almost sure we would not try KSC on the same orbit. 
We would slip, we would go in 1 orbit later. 

ACKERMAN Wouldn't consider staying on that 130, it would go 

straight through. 

KRANZ Again, what we're gonna have to take a look at the 

weather and establish priority sights tomorrow, but KSC looks 
pretty doggone good. 

Okay, I just copied a report from the control 
center that Bob Crippen will be flying the STA at Kennedy 

KRANZ One action closed. 

JULES BERGMAN ABC "News Gene, if both White Sands and KSC look 
unfavorable tomorrow, would you try Edwards, or would you press 
on till Wednesday? 

KRANZ That'd be a pretty tough decision. I think it 

would depend on the winds out at Edwards, whether we're picking 
up a tail wind as we were going in. There has been some limited 
concern about the approach, considering the fact that the lake 
bed is not particularly good to use as an overrun right now. 

BERGMAN I' talking about the concrete runway at Edwards. 

KRANZ Yeah, what I'm talking about though is again 

considering such things as overrun and for the tailwind case I'd 
think there would have to be some consideration towards the winds 
in that area and how the heck we could approach it. But I 
believe the basic intent would be, we don't want to paint 
ourselves in to a corner. Okay, we've now, as I stated, we've 
got plenty of consumables, what we have to do is tt*ke a look at 
the long-term weather forecast and see if we were absolutely 
beyond a shadow of a doubt, sure that wo were gonna have landing 
"eathor suitable the following day before we'd wave off 
awards. So I think that is a possibility that I think has to be 


considered, and again I can't forejudge what the weather's gonna 

BERGMAN And the second question, will the MLS at the Cape, 

can the MLS at the Cape, fly the Shuttle down to the runway hands 

KRANZ Basically, the basic intend if you remember, was to 

pick up CSS in the preflare time frame, and again I think that's 
still our basic intent. I wouldn't see any reason for changing 
that particular set of flight objectives.. We'd like to again 
approach the, again going back to margins we discussed earlier, 
we'd like to ease into getting this type of flight experience, 
and I believe we'd continue to pursue the auto-land objective 
just as we'd planned premission. 

PETER LARSON Orlando Sentinel Star Two quick questions. If 
the weather's not substantially better tomorrow, what would you 
say are the odds of landing at KSC, and secondly, what is the 
greatest risk of landing at KSC? 

KRANZ I think to indulge in the first one would be pure 

speculation trying to outguess the weather, cause we thought it 
wasn't gonna be as bad as it was today. In fact, it'd probably 
be best not to speculate that. I think the chances are, well the 
fact is that KSC weather looks like it's gonna be good. Northup 
^ather looks like it has several of the same oh-itacter i sties we 
odw today with the possible exception that a high i^-. be 
developing in the Gulf of California area and push some of that 
stuff north. Best decision there is to wait till about 4 in the 
morning or 5 when we take a look at it and see how it goes. I 
think the greatest risk of landing at KSC, I don't see any risk 
as substantial, because again as I stated earlier, I believe the 
navigation performance has been excellent. I think the crew's 
ability to land this aircraft with relatively low sink rates, and 
have good directional control during the rollout process, has 
been demonstrated to be good. If there is one concern I'd have, 
it would be landing either short or long. But I think it would 
be principally the short landing case. I don't consider that a 
reasonable probability, however. 

PAUL REISER AP Two questions. Do you anticipate, or are you 
planning to powerdown some systems or take further actions that 
would further conserve your consumables, that's one. 

KRANZ Okay, the first question is, we've already powered 

down, we're very close to around 11 kilowatts load and that's 
what we're basing it on. We've got DPI off, we've got a qood 
portion of the OSS packages off, I don't expect any* further power 
down because I don't want to deviate, we're gonna be powering up 
here in roughly about 0 hours and I don't want any major 

viations in the checklist. I just don't want to put the crew 
v-.irough that kind of trauma, and wo have a healthy margin riqht 

:iER Second question is, how much in your management 

process, how much weiyht did you put on the observations of John 
Young today. In other words, if there had been conflict of 
opinion, which way would it have gone, and the second part of 
that is, have you got someone making similar observations at 
Edwards tomorrow along with Northup and KSC. 

KRANZ We'll work out procedures. Our principal concern 

since we considered the KSC weather as what you'd say is better, 
or more favorable ' :>mo ;Ow ( we' decided to move in that direction, 
we haven't established, to my knowledge yet, specific plans for 
weather observations at Edwards. The basic decision process, I 
think that the people in the control center arrived at the same 
conclusion John did, just about the same time. I think everyone 
had been watching it quite closely, the weather decisions were 
definitely continuing to worsen throughout the day. I think the 
basic process was a combination of Dr. Kraft's, John Younq's and 
the flight directors. 

REED COLLINS CBS Radio About crew training, at the relative 
sites, it's always been said they've had more practice landings 
at White Sands then any place else. What about the practice at 
KSC, they've had alot of return to launch site abort practice, 
have they had alot of normal approach, east to west, or west to 

Kl ^ ANZ To m Y knowledge, this particular crow has possibly 

spent more time in the STA on approaches at KSC then they have 
out at DRFC. The second point is, immediately prior to launch, 
once we knew we were going in Northup, and the lakebed was wet, 
we set about to run several integrated training runs, both stand- 
alone as well as integrated, with the crew into KSC. So, they're 
not unfamiliar with the approach, approach geometry, and some of 
the characteristics of KSC as a landing site. 

JOHN BISNEY RKO I'm just wondering if the importance of 
looking for an opportunity to do a crosswind landing has 
diminished at all in importance in comparison with just gottinq 
the craft down properly. 

KRANZ We're still continuing to pursue the crosswind 

landing, but again if you remember the mission rules, it was a 
question of autoland and crosswind. The crosswind had the higher 
priority, but my gut feeling is, we'll take whichever one we can 
get, principally to got the experience. Wo' re satisfying one of 
our principal objectives, either way wo go. At KSC I think 
there's reasonable probability we would see a crosswind. 

MARK KRAMER CDS Gene, there were reports this morning that the 
weather was significantly better at White Sands earlier in the 
f and you made a remark in this conforonce to that affect, 
tu,\t the weather seems to be better earlier than it is Jater. 
The other day, I think it was yesterday, Mr. Hutchinson made a 

remark which was diametrically opposed to that. He said in 
response to a question about coming back one rev early. Well, we 
"don't see any advantage in the weather in coming back earlier in 
the day, as opposed to later in the day. Which is it? 

KRANZ Well, that's very interesting, because White Sands, 

there is a statistical weather that basically indicates that the 
winds tend to build up more in the afternoon in the month of 
March, and if I remember right, for about three days in a row, it 
was the opposite, out at White Sands. And I believe that's 
probably what Neil r?s basing, and it's just a question that you 
have statistical weather and then you have what actually happened 
the day before and the day before that and we sort of play our 
own Kentucky windage in that. Interestingly enough today, the 
forecast wind difference between one rev prior to the time we 
were scheduled to deorbit and the deorbit rev was only about 5 
knots difference. 

CARLOS I3YARS Chronicle Couple of questions. First, a moment 
ago that you commented that some of the people wore getting 
tired, and I'm wondering whether you're referring to people in 
the control center or to the crew, or all of the above? 
Secondly, on the west to east path, what kind of affects do you 
expect to have from the sonic boom? 

KRANZ I haven't looked at that, and we haven't mapped out 

the sonic boom yet, I'm sure that will be a consideration this 
evening as we get into more detailed planning. From a standpoint 
of the people getting tired, I think the crew is in excellent 
shape. We've gone to lengths in the last couple evenings and 
again this evening to make sure they get a good 0 hours sleep. 
They seem to be sleeping well, I think the control teams are 
pretty good in managing the system so that we don't have any 
unnecessary alarms that we might wake them up. I believe the 
basic concern I've got, and it is a concern of significance yet, 
is that we've done several, what we call whiff erdi lis, in the 
flight control team, we've ended up, as a result: of moving day 4 
up to day 3 and moved the team around, and then wo decided we'd 
make some changes in day 5- It's just been a constant period of 
juggling of the shifts, and we thought that we had finally gotten 
back into the right cycle day before yesterday, and now we're in 
the process of turning around the entry team in a short cycle. 
But again, the controllers are exercised this type process, and 
they've got a good sound team structure, they've got a good 
handover process. It's one thing to be tired, it's another thing 
though to walk into that control room knowing you're gonna 
deorbit this day, you got these activities to do and boy the 
adrenaline get's going and you don't know you're tired until 3 
hours after splashdown. * 

KRANZ Splashdown, wrong term, rollout (laughter). 

We've been advised by the control center that JSC 
will provide one chase aircraft to the Kennedy Space Center, and 


the pilot is a gentleman named Guy Gardener. He's an astronaut, 
•and in the back seat will be astronaut Jerry Ross. 

PAO Let's take about two more questions, then close it. 

STEVE MCVICOR National Public Radio You may have already gone 
over this, but do you have equal amount of recovery equipment at 
both White Sands and KSC? 

KRANZ Yes, KSC is obviously our ultimate landing site for 

the majority of the landings in the program, and yes they do have 
all the necessary equipment there to support the vehicle landing 
and turnaround. 

MICK CONNOR Reuters In simplified terms, you will deorbit on 
129 at White Sands and 130 at KSC? 

KRANZ That is correct, and let me make sure everybody 

understands that. The numbers I give are deorbit revs and the 
landing is the orbit orbits, and the landing is the subsequent 
orbit. So, when I say we deorbit on 129 we actually land on 
orbit 130. Basically, when you see this sheet of paper here 
which might be useful to you, basically, the orbits that are 
listed there are the orbits for deorbit. The landing will be on 
the subsequent orbit. 

PAO Okay, this is next to the last question. I guess 

we're gonna have a change of shift briefing at about 8:30 so we 
need to close this. Morton Dean. 

MORTON DKAN Gene, on the track to Kennedy Space Center, you're 
going across land almost the whole way, for Edwards it's over 
ocean for most of the way, if there's an emergency onboard do you 
have additional plans for this flight track whereby the commander 
would take the ship out to sea and so that it would ditch there, 
or do you have different types of emergency procedures because 
it's going over land most of the way. 

KRANZ No we do not in a specific sense. But I think like 

any pilot in a high performance airplane, I believe that they 
have the concern of the public, the ground track, the safety of 
the people that they fly over very well in their minds, and 
assuming they had controllability and knew they weren't gonna 
make the landing site, I'm sure they'd put the spacecraft in a 
posture where it would result in minimum damage to the local 
areas and avoidance of hazards to the population. That's pretty 
much standard. 

JIMMY WALKER ABC Gone, to go back to your comments earlier 
about landing short or long at Kennedy. On the first space 
shuttle flight, Columbia landed 2800 feet beyond the planned 
touchdown point. On the second, it was 1000 feet before. Is 
there any tiling in this instance, should you land at Kennedy that 
you can do tc assure pinpoint landing? 

KRANZ No, basically either of those cases would have been 

acceptable. If you remember we actually target down the runway 
we've got an under run as well as an overrun. And to my knowledge 
if the crew really got on the brakes they could stop in, if I 
remember right, it's around 7500 to 8000 feet. I think we've got 
a healthy margin from a standpoint of vehicle capibility for 
braking, and actually that's why the runways are as long as they 
are, to just provide that again margin that we like. 

PA0 Okay, thank you very much. We'll see you at about 

8:30 with flight director Neil Hutchinson. 



MAY -I 5