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ALEX NAGY: Good morning from the Kennedy Space Center. We are 
at an eight hour hold which beqan at 10:00 this morning at T-2 7 
hours on the countdown clock. This hold is due to be released 
and the count is scheduled to be resumed at 6:00 pm this evening 
Eastern Standard Time. This morning wo 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 somo of the payload experiments because of 
crew involvement but I remind you that the 1:30 briefing this 
afternoon is 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 is 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 that_ _ 
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 it 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 in 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 
look 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 ip 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 is principally non crew involved experiment 1n which it 1s 
basically turned on and 1t collects its measurements and the crew 
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 aqain 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 is involved in 
determining how well plants will grow in a nongravity 
environment. Again, this is 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 it 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 -jcientific 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 
orb it. 

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 o' them in here an'd 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 DATE 03/20/82 page 3 

around unstows it maneuvers it around and basically becomes 
familiar with the operation of the RMS. The Electrophoresis 
Experiment is 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 expert to see 
I might add. Then we'll end the UN 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 it 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 cests 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 EE VT 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 
thrusters which will be attempts to determine whether or not the 
cold environment has any effect on the RCS jets and we'll do a 
POP again. Day six is some more RCS tests, another payload bay 
door cycle. 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 
1 and at Nor thrup . 

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 * 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 POP 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 day 

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

p 1 k DATE 03/20/82 page 4 

being wot at Edwards. The alternate sites will he either the 
Edwards or Kennedy hard surface runways. Northrup Strip is 
35,000 foot runways, it has an MSBLS microwave scanning beam 
1 a n d 1 n cj system on runway 17 which is used to support autoland 
testing that next bullet should be familiar to crew. The crew is 
trained out there for a n.mber 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 was to get a crosswind landing. 
We have two runways availble for that in the event that the winds 
are not or down we will try to get an autoland test down to 300 
feet we'll do that on runwc,/ 17. And that's all the charts that 
1 have. 

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

JAY HONEYCUTT Yeah, the crew is going to arrive at Patrick at 
11:30 local. They'll T-38s for an hour and a half at Patrick and 
they'll 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 
morning they're going to fly the 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 reviev of the count and the hold 

Tomorrow afternoon they have as much free time as we can get 
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 little 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 bit 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 

p lk DATE 03/20/82 page 5 

is unacceptable. So what we wil ! have to do 1n that event was 
make well four hour early deorbit opportunity as opposed to REV 

CRAIG COVAULT from the 116. 

JAY HONE YCUTT No this is for the REV 5 deorbit. This is to 
support a REV 5 deorbit. That's what drives you toward the 
closing of the wi ndow . 

CRAIG COVAULT some confusion about that landing time. You said 
it was 10:27 Mountain Standard Time. Shouldn't that be Pacific 
Day Light Time? 

JAY HONE YCUTT I don't believe. It was it's unless I just 
converted wrong. I could have converted wrong. 

CRAIG CUVAULT It was a different time from what was given me 
just now by the people at . . . 

JAY HONE YCUTT I thought the original landing time was about 
9 : 30 Edwards t ime . 

ALEX NAGY That's eusily found inside I don't think we have to 
dwell on that one. Did you have any more right now? Okay in the 
back Mark Kramer . 

HARK KRAMER I must confess my confusion about the change in the 
launch window. Could you go back to that Revolution 5 deorbit. 

JAY HONE YCUTT Yeah, if you once you get on orbit you have the 
first opportunity for landing in the event that you have some 
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 Sands in 
REV 5 you've got to close the window earlier is that what 

because of darkness at White Sands. And what time would 

that landing be at White Sands for REV 5 deorbit do you know? 

JAY HONEYCUTT I'm not sure. It's extremely a low probability 
occurrence anyway I'm not I can get that for you b'.it ... 

MARK KRAMER Okay and then you said the other constraint the 
Transatlantic abort was would you talk about that too please. 

JAY HONEYCUTT It's the Some s i tuat i on . The transatlantic abort 
site is at Rota, Spain and of course you have to get in there in 
daylight also and so the launch window is constrained by when 
darkness occurs at Rota which is about a half an hour later 
than . . 

pi k DATE 03/20/82 page 6 

MARK KRAMER But of course that doesn't channe regardless of 
whether you yo to Edwards or White Sands. I moan you're going to 
have darkness at Rota, 

JAY HONE YCUTT The only Doint that he was making was that it's a 
little bit earlier than it was with the normal Edwards landing 
and the reason for that is because we would not do our REV 5 
deorbit into Edwards. We would deorbit into Northrup on REV 5. 

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

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

Is there 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 qiven 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 
mi nutes 1 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 talking 
about 200 feet at Edwards? 

JAY HONEYCUTT No sir it's the same as at Edwards. 

pH DAT E 03/20/3? page / 

I'D TOBIAS Okay. One associated that if you have to ijo to a 
secondary landing site do you lia»'o a preforance between the hard 
runway at Edwards and !<SC hero? 

JAY HONE YCUTT No it will be a function of the weather. 
Principally the weather. T' i crew is obviously more trained to 
go into Edwards, hut thoy arc equally trained here and we fool 
comfortable that they can come in either plan. 

DAN ...... Is this liftoff planned to be significantly more 

stressful as far as max Q ami that is concerned compared to the 

JAY HONE YCUTT . . . s i g n i f i c a n t 1 y more. It will be slightly more 
since normal expansion of the envelope but it's not I wouldn't 
call it significant. 

Are you sure that auto land figure was 300 at 


JAY HONEYCUTT 200 or a long long time 

You said the 300 you said there was no change from 


JAY HONE Y CUT T That's my understanding. It's always 300 feet. 

Wo can confirm 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 
times were chosen for each one? One is 30 hours I believe and 
one is 26 hours and one is 18 hours,, 

JAY HONE YCUTT Those are tests to principally to determine the 
effects 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 HONE YCUTT 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 

pU DAU 03/PO/85? 

p a o o iJ 

clear to me .is to what ttio maximum and minimum temperatures you 
are expecting to see in this thermal testing. 

JAY HONEYCUTT 1 don't have those numbers. I'll have to net 

those. I'll try to got ^hose for you today. Hut, we have some 

people down here... that m,aybo can qet that to me and I'll got it 
out this afternoon. 

K'hat facilities do they have for makinq the orb i ter 


,] A Y HONHCUTT There's a romp le to capability horn. As you know 
wo plan to land hero the plan ri'iht now is on flight r > sn we have 
a complete all equipment all the people ore have been trained 
here the convoy equipment is all here and so wo would expect no 
impact to land her o . 

REED COLLINS CBS Did you tell us that there is no priority as 
to secondary landinq 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 it 
would be useless to you. Does Edwards have absolutely dominancy 
in all that equipment? 

JAY HONEYCUTT No sir, they don't have absolute doninancy. 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 COLLING Well then having done that it gives Kennedy more 
equ i pmont . 

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 
the 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 Northrup 

which is 

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 priority 
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/P0/8? pago 9 



Chief Entry Analysis Branch, Mission Planning and ; 
Analysis Division, Data Systems Analysis Directorate, 
Johnson Space Center: 

Launch window 10:00 am to 1:16 pm EST 


10:27 PST, 12:27 CST, 1:27 EST 


Good afternoon, I'm Jim Elliott with the Goddard Space Flight 
Center, which is managing the OSS 1 payload on STS-3. The format 
for this afternoon: we will have the OSS 1 briefing and then 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 
Center, And then we will again have questions 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 pullet and the experiments on it, and here 
to give you the presentation is Dr. Werner Neupert, 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 
we feel in having this opportunity to fly a very interesting 
scientific package on an early shuttle flight. I'd like to 
divide the briefing into two parts: first I'll give you some of 
the background leading up to the 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 
very informative and certainly you'll be able to see it again if 
you would like to do so. 

T ,et's start by considering the background opportunities that are 
available to us. Early on NASA identified the first several 
flights of the Space Transportation System as test flights that 
would evaluate the petformance of the orbiter systems. This is, 
of course, the primary objective that supercedes everything else 
that may be done on these first four flights. However, a second 
objective was identified, and that was to demonstrate the 
capability of the shuttle .j do scientific research. Also 
included us an objective 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 

Secondly and perhaps more importantly, we need to explore how 
that orbiter 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 sometimes 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 be 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 wel 1 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, 
obviously the science is not the highest 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 
mission, under the heading of the OSS 1 payload. The OSS 1 being 
the Office of Space Science, the department at NASA Headquar ter s 
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 
on this ESA supplied pallet, 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 
displays, they have models and 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 Ollendorf; 
Solar Flare X-ray Polorimeter Experiment, Robert Novick; the 
Solar Ultraviolet Spectral Irradiance Monitor, Guenter Brueckner; 
the study of influence of weightlessness on lignif ication in 
developing plant seedlings, (garble) Dr. Cowles is represented by 

(garbled) Dr. Cowles is here and wo also havo Carol Peterson in 
and Bill Scheld representing that experiment. Next one is the 
Microabras ion Foil Experiment, Tony McDonnel from England, I 
don't believe and finally the contamination monitor package, Jack 
Triolo. Also I would like to identify three key people in the 
programs that have been extremely instrumental in taking this 
from a concept and making it into this flight package and the 
operations behind it. We have Robert Kennedy the program manager 
at NASA headquarters , we have Dr. Eric Chipman, program 
scientist at NASA headquarters and Kenneth Kissen project manager 
at the Goddard Space Flight Center. Well lets get into the 
technical part now and ask well how are these instruments to take 
advantage of the flight opportunities and I would like to walk 
you through the scenerio. Could we move that to the right, well 
we'll start over here on the left. The thermal attitudes for 
this flight are predetermined for us because as you know this is 
the flight in which the orbiter will be exposed to extremes in 
temperature in order to evaluate the engineering systems. That 
have to work under those circumstances and therefore the flight 
atcitudes were defined to be three in number. Details of the sun 
attitude at first is something like 26 hours which would heat up 
the rear end, the engine end of the orbiter and provide an 
evaluation of chat under very warm condition. Then the bird 
would be turned around and fly for 80 hours and nose to sun so 
that the engine end would become quite cold. That would be 
followed by about 28 hours of bay to the sun in which the 
engineers could evaluate the operation of the payload bay doors 
under circumstances when the system was very hot. And these 
three attitudes were then to be interpersed with passive thermal 
controls to equalize the temperature in going from one mode to 
another. Now you can see that these attitudes do provide us with 
opportunities to carry out scientific observations. For instance 
when we are flying with the tail to the sun so the sun is 
invisible and also the belly to the earth we have a very good 
view of the heavens, so this automatically defines an opportunity 
for astronomical observations and that is in fact when Jerry 
Weinberg's induced atmosphere experiment will be viewing the 
heavens and studying the diaconal light and scatted light from 
stars. It also provides an opportunity for the space technology 
experiment, the thermal canister to evaluate its operations under 
very cold conditions because obviously the orbiter bay is looking 
out into free space and getting very cold. We will also begin 
our space plasma physics observations during this period. On 
day, well after the 26 hours and in particulary on days 3, 4, and 
5 while we're aiming toward the sun, will be the prime operating 
time for the space plasma physics investigation, the plasma 
diagnostics package and its operation on the remote manipulator 
arm deployed and mapping the plasmas in space around the orbiter 
and I think its going to be one of the highlights of the 
operations and we certainly look forward to success of th ~e 
particular operations. Finishing with those 80 hours we <jo park 
to the sun and obviously solar physics is the thing we want to do 
here. The two solar physics experiments will be making nearly 
continuous observations whenever the orbiter is in daylight. 

Space technology will havt an opportunity to evaluate the 
canister system under extremely hot conditions and then finally 
at the end there will be a small amount of passive thermal 
control to equalize temperatures before the orbiter comes back in 
again. I think the, when you look at the video, you'll be able 
to see how we have been able to take advantage of these 
situations. And really the flexibility in operating the space, 
the orbiter systems to provide an maximum amount of science, for 
the investigators. For instance there will be a short interval 
when the tail is actually dipped down slightly so that the 
induced atmosphere experiment can get a better view back across 
the tail t^a,\rd any contaminent clouds that may be there as well 
as getting a. better view of the zodiacal light, While we ate 
f*y{tV4 IVO^e U\ sun there may be a chance if a sort of flare 
occ\\vs thM Vhe crew wouU\ be Able to reorient the ship and look 
a,t thaA'Oare for something like S mi flutes so that the flare 
experiment can get the maximum scientific results. During the 
solar physics portion of the orbit the crew will actually be Cine 
tuning the poinUng of the instruments themselves not the 
vWMUHx in vudoi VhaA they are eeryteted precisely on the sun, 
teomM'hing thA.t the ultraviolet ekper iment needs in order to make 
t^i precision ultraviolet observations t.VU Me its objective. I 
thVnK/as we yM&w thU film,' we can ftJUt \ to. appreciate the unique 
capa^ili^ves '(tf\s\ the possibility that the orbiter'a flight 
around the OftVlh opens up fov'%V\ae of these first space 
exper imonta, As I say, I th\ftX wo look forward to a very 
excising opportunity and ope\\\tio)\3 and we fully expect that we 
will satisfy the word, "wVat^hf indor " mUftion in out title and we 
will be able to yxpy \U**ot i ona '(or & pace science in 

the next deca.<:W\ 

Now I would Yv\& \0 p.\\\ tor th$ '<&&-* \ HM pleano, the video 
tape. I do >\i\y> topies, M the text so if there is anyone 

here who has^vVV taking i\0te3 wW don't you just sit back and 
enjoy it. I Should al&Vv add that there ate visual materials in 
the press eite that people may want to pick up. I'm going to 
apologize we ha,v\ set this up so that the first 3 minutes were 
deleted. This is really a commercial for NASA, and we felt that 
we really didn't need to, show this first part, I had expected the 
tape to start with \he introduction to the experiments. 
Obviously that isn't the case so perhaps we could just turn up 
the volume and listen to the entire tape. 

(TAPE) Included in Columbia's scientific cargo is a group of nine 
investigations known as the OSS-i payload. This project was so 
named because it was the first shuttle payload to be sponsored by 
NASA's former office of space science, now called the office of 
space science and applications. Management of the OSS-1 shuttle 
payload project has been the responsibility of Goddard Space 
Flight Center in Greenbelt, Maryland. After launch the Columbia 
begins orbiting aproximately 150 miles above the Earth. Three 
hours into the orbit the payload bay doors open exposing the OSS- 
1 pallet to space. Except for the door opening and closing tests 
at extreme temperatures, the doors stay open until just before 

the descent phase begins. While in orbit the shuttle travels 
through the ionosphere region which forms important buffer zone 
between the Earth's atmosphere and outerspace. The ionosphere 
contains plasma, an electrically charged gas resulting from the 
energizing of the Earth's upper atmosphere by the Sun's 
ultraviolet radiation. As the orbiter moves through the plasma 
it creates a wake (tape delete) to remotely manipulate this 
mechanical arm (tape delete) and lifts the PDP off the pallet and 
moves it to several positions above the payload bay for 
observations of the wake. The PDP also measures electromagnetic 
interference created by onboard shuttle electronics. Knowledge 
of the extent to which the orbiter is producing such static 
interference will be necessary for designing and operating 
sensitive receivers used in future shuttle experiments. After 
observations are made the arm must restow the PDP in its locked 
position on the pallet. Several times during the mission the PDP 
operates in conjunction with other OSS-1 investigations - the 
Utah State University vehicle charging and potential experiment 
also known as VECAP. Part of this experiment consists of a fast 
pulse electron generator. This devise emits pulsed electron 
streams of varying duration and intensity above the payload 
bay. The arm then moves the PDP through the stream of electrons 
to study how electrons interact with the surrounding 
ionosphere. These observations will further the understanding of 
such interactions which occur in nature. If there are enough 
atoms in the plasma to become disturbed by the electron stream, a 
violet glow similar to that produced in a test chamber at Johnson 
Space Center may be seen by the astronauts. The VECAP experiment 
also consists of samples of some of the materials which comprise 
the Orbiter's outer surface. These materials provide a means to 
study the electrical charge buildup on the Orbitet caused by its 
movement through the ionosphere and by the emission of electrons 
from the VECAP generator. A sample of Orbiter insulation is used 
to measure electrical charge buildup on the nonconducting 
materials which comprise 98% of the Orbiter's outer surface. A 
metallic plate is used to measure the flow of electrical current 
from the ionosphere back into the Orbiter through uninsulated 
metallic surfaces. A spherical probe, also part of the VECAP 
experiment, is used to measure resulting voltage between the 
Orbiter and its surroundings. Because electrical charge buildup 
can affect scientific measurements on the shuttle, VECAP findings 
will indicate how much compensation may be needed in calibrating 
future shuttle instruments. Although the Orbiter is engineered 
to produce a minimum of dust and other particle contamination, a 
certain amount cannot be avoided. OSS-1 is studying the extent 
to which such contamination might affect future sensitive 
astronomical observations on the shuttle. The University of 
Florida Shuttle Spacelab Induced Atmosphere Experiment, formally 
flown on Skylab, consists of a combination photopolar imeter 
camera system. This instrument makes observations of shuttle 
induced dust clouds and other particles. It also scans the 
distant sky to measure the polarization intensity and color of 
light reflecting from dust particles in the Solar System and 
Milky Way. During the mission, the astronauts plan to fire 

thruster jets to reposition the Orbiter 10 degrees down from a 
direct tail to sun position. This allows the instrument to 
better observe how the contamination cloud created from a 
thruster firing and other dust around the Orbiter might interfere 
with viewing the heavens. The effect of water dumps and any 
Orbiter leakage are also subjects for observation. During 
shuttle flights, thruster firings, water dumps, and other 
operations may also cause contamination to condense on 
instruments in the payload bay. Although little of this 
condensation is expected, an Air Force sponsored contamination 
monitor package serves as a check on the buildup of condensable 
contaminants on pallet instruments as it actually occurs during 
shuttle ascent, orbit, and descent. Instruments carried in the 
Orbiter 's payload bay are subjected to temperature changes which 
can vary between 200 degrees Fahrenheit when the bay is facing 
the sun to approximately 150 degrees below zero in the shade. 
Presently shuttle experiment developers are forced to tailor 
their designs to protect their experiments from such temperature 
extremes. The objective of a Goddard developed thermal canister 
experiment is to demonstrate a better way to maintain the desired 
temperature environment around an instrument. The experiment 
uses heat pipes which can work in connection with a computer to 
transfer heat between hot and cold areas. If successful, this 
technology could provide a controlled temperature environment in 
which future space instruments could operate despite severe 
external temperature extremes. During flight micrometeroids or 
interplanetary dust particles may sporadically bombard the 
pallet. The University of Kent in England has provided the OSS-1 
pallet with a Microabras ion Foil Experiment as a means to learn 
more about these particles. Mounted on top of the thermal 
canister experiment, this one-square-meter sheet consists of 50 
pieces of aluminum foil varying in density. As the 
micrometeroids hit the foil's thin surface, they puncture the 
foil and form craters. After flight, the foil sheet will be 
returned to England for chemical and density analysis. There is 
increasing concern over the possibility that manmade pollution 
may change the composition of the Earth's upper atmosphere, 
thereby allowing ultraviolet radiation from the sun to adversely 
affect life on Earth. Because of this concern, accurate 
measurement of this radiation is necessary. The Naval Research 
Laboratory's Solar Ultraviolet Spectral Irradiance Monitor, known 
as SUSIM, undertakes to make sach measurements. Containing two 
spectrometers, the objective of the SUSIM is to constantly 
measure the amount of emitted ultraviolet solar radiation during 
the time that the payload bay is facing the sun. The SUSIM also 
contains attached sun sensors which the astronauts plan to use as 
a guide in pointing the payload bay directly at the sun during 
the 28 hours of planned solar observation. A solar flare is an 
occasional spectacular eruption of energy from the sun whose 
nature is presently a scientific puzzle. Radiations from the 
solar flare include x-rays that enable us to study the origin of 
this energy. The major question is whether the x-rays come from 
a very hot gas cloud or are the result of a beam of fast moving 
electrons smashing into the sun's surface. Should a solar flare 

occur during the mission, the solar flare x-ray polarimeter 
experiment developed by Columbia University will attempt to 
answer this question by measuring the degree of polarization in 
the x-rays emitted from the flare. If a major flare is spotted 
at a time when the payload bay is not facing the sun and if time 
permits, the astronauts plan to reposition the Orbiter so that 
the observation can be made. At present, little is known about 
how plants will respond to weightlessness and how they will grow 
in space. On Earth plants form lignin, the skeletal but 
indigestable substance which allows them to grow upward in spite 
of the downward pull ot gravity. Scientists are interested in 
learning whether plants might grow less lignin in weightlessness 
and instead produce more digestable substances such as proteins 
and carbohydrates. This question is being investigated in the 
OSS-1 Plant Lignif ication and Weightlessness Experiment by the 
University of Houston. The first of several such experiments 
planned for the shuttle, this experiment entails growing three 
types of plant seedlings during the 7-day mission. Just before 
launch, oat and mung bean seeds and germinated slash pine 
seedlings are placed in a mini growth chamber. The chamber is 
put into a stowage locker in the cabin's middeck. Within the 
container, the seedlings are maintained with a sealed in Earth 
atmosphere and supplied with heat, light, and water. Immediately 
after landing, the 7-day old seedlings will be removed from the 
Orbiter for photographing and chemical and microscopic analysis 
of lignin formation. Other effects on plant development will 
also be analyzed. The OSS-1 mission serves as a pathfinder in 
many ways. It provides an opportunity to show how the shuttle's 
unique capabilities can be used to explore new frontiers in the 
space sciences and space technology. Its measurements will 
characterize the shuttle as a vehicle for space observations and 
help in planning effective future shuttle research. The 
scientific information gathered by this and future missions will 
contribite to a better understanding of the world in which we 
live. {END OF TAPE) 

I think that completes our presentation. Again I'd like to 
remind you that we have displays here and after the formal 
presentation by all of the experimenters, you may want to talk to 
our investigator. I call your attention to two interesting 
displays here. One is a quarter scale model of the plasma 
diagnostics experiment and then actually the little green house 
in space; the plants growing, provided by the University of 
Houston, so you may want to check those later on. Thank you very 

All right, we'll follow the normal rules for 
questions now. Are there any questions? And please identify 
yourself and your affiliation when the microphone arrives. Go 
ahead Kevin. 

KEVIN SANDERS, C&M There seems to be some confusion about the 
figures that we see in various publications that are being 
released here and the film I've just seen on the .temperature 

differentials that are expected to be encountered. Is it 200 
degrees minus or plus centigrade or farenheit? It's farenheit in 
the film, it's farenheit in Rockwell's handouts, it's jentigrade 
in all the rest of the NASA handouts. Which is it and what are 
Rockwell working on in their specifications? 

NEUPERT My recollection is 200 degrees farenheit or about 

plus 100 centigrade. It's about the temperature of boiling 
water. It's minus 200 farenheit, minus 200 centigrade which is 
about minus 150 farenheit I believe. There may be also some 
confusion about the surface temperature and the temperatures of 
instruments. Certainly the temperatures of the instruments that 
we have to accommodate is about the temperature of boiling water. 

PAO Can we settle on one figure then? 

NEUPERT The figure is plus 200 farenheit which is plus 100 

centigrade . 

KEVIN SANDERS Well there are other figures around. I don't know 
whether it's a farenheit or centigrade confusion or what. I 
wonder if I could ask another question regarding the electron 
beam gun. There had been talk I understand that there was a 
demonstration planned of using the gun to skywrite on the 
ionosphere or the surface of the atmosphere. Has any thought 
been given to that, has the idea been aban^ned, and if so why. 
Does the electron gun have any military application. 

NEUPERT I think there may be some confusion between this 

and some of the chemical release experiments that were planned. 
Not under this particular program but in some of the applications 
programs. You're well aware that there have been many rockets 
experiments that have released barium and sodium into the 
atmosphere. One of the instruments that NASA is considering for 
the shuttle is called a chemical release module which would have 
many of these charges of barium and other materials that could be 
fired off at various heights and under various orientations. Now 
those I think myself I've seen some fanciful concept of what that 
might look like in the sky and perhaps that's what you have in 
mind. So far as the military applications for electron beams in 
space, I really don't foresee any. As a matter of fact, one of 
the things that the experimenters are interested in is in fact 
how far will these electrons get. You have to understand that 
they are not going through a vacuum, there are going through the 
ionosphere. They will lose their energy to the particles of the 
Earth's upper atmosphere rather rapidly. Roger can probably give 
us the number but it's probably hundreds of meters or perhaps 
even less, maybe even hundreds of feet before the beam is 
altogether diffused and lost its energy. 

ROGER WILLIAMSON, Coinvest igator on the VCAP experiment from Utah 
State University. The answer to the first question about 
skywriting is that somehow you got a hold of a very fanciful idea 
that we probably are to blame for at one time. It was a bit of 

our humor unfortunately and I didn't know that that would ever 
get out. It won't work, by the way. There is one little bit of 
trutn in that and that is that on future missions there will be 
experiments using electron accelerators and on these accelerators 
the power will be as much as a hundred times greater and there 
will be some possibility of generating an artificial aurora. 
Most people are familiar with the northern lights or the aurora 
borealis or aurora astrolis and these lights that we see 
naturally occurring in the sky are produced by energetic 
electrons very similar to the type that we are going to emit and 
in that sense you may see something on future missions. Our 
power levels are way too low. As for the second questions about 
the electron beam guns or weapons in space, that is a completely 
different type of an instrument. We do emit electrons from the 
Orbiter but the characteristics are just completely different and 
I dcn't know of any relationship between the two. 

PAO Kevin, NASA doesn't have any guns. It's really a 

generator . 

DAVE DOOLING, the Huntsville Times I know that the PDP and SUSIM 
are slated for ref light on Spacelab 2. Are any of the other 
pallet instruments being considering for reflight, in particular 
the x-ray flare polar imeter . 

NEUPERT No, there are no plans for NASA to be flying any 

other of those instruments. 

CHUCK DECARO with Sage My question of PDP is this. If you're 
going to check for electronic interference, a baseline electronic 
interference from the avionics onboard the shuttle, won't that 
change later when you've got KU-band transmission to TDRSS and 
also when you have rendezvous radar. Won't it change 
significantly and you'll have to fly the package all over 
again. Second I have a question on a barbeque mode (garble) 

NEUPERT Stan, perhaps you would like to answer that. 

PAO This is Dr. Stan Shawhan from Iowa University. 

SHAWHAN Yes, in the case of spaceflight 2 we're going to 

carry onboard a KU-band receiver to look specifically for that 
and we want to make a comparison on a partial Orbiter which all 
this is is a two pallet Orbiter with a full up payload system on 
spacelab. There should be different electrical levels for that 
too. KU-band systems, same antennas, different transmitter and 
receiving system, garble That's true. And we're particularly 
looking for the garble. Want to see what the field strengths are 
in and around the bay. 

DECARO The other question is when you fly in the barbeque 

mode, will you be flying with the radiators off and flash 
evaporators off to see how it operates in that mode. 

That's a technical question we don't have anyone in 
our group I don't think that would be able to answer that. 

(garble) RICHEY, Channel 9, Orlando Do I understand correctly 
from the film that the SUSIM experiment is the first and only way 
to measure whether or not more ultraviolet light is getting 
through from the sur. since the chemicals have been in the 

SUNTER BROOKNER from NRL Perhaps I can answer this question. 
It is not the first and only one of these experiments. 
Ultraviolet radiation from the sun has been measured since space 
research started. Actually the first experiment in space was a 
captured German V-2 rocket in 1946 which carried a little 
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 
important role in the upper atmosphere. We have also recognized 
that ultraviolet radiation from the sun in this specific 
wavelength span varies with the solar cycle. So and also we have 
recognized that the variability at the moment is less than our 
measurement accuracy. So what we will do is to increase the 
measurement accuracy to the point where we can really determine 
the variablity. This experiment will be flown over and over 
again over 11 year solar cycle from solar maximum to solar 
minimum in order to determine what the variance of the solar 
ultraviolet radiation is and then other experiments which measure 
atmospheric parameters can then provide clues about the 
correlation of how the upper atmosphere reacts to the varying 
degree of solar ultraviolet radiation. 

RICHEY Would it be safe to say then that this experiment 

is the only way to measure over a long term whether or not we are 
depleting the ozone? 

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

this into account. The most important part is that we increase 
the accuracy. What the unique capability of the shuttle is is 
that the experiment comes back and can be recalibrated. These 
experiments have the very nasty characteristic that they destroy 
themselves in space. In other words they are destroyed by the 
very thing they want to measure. Ultraviolet radiation from the 
sun makes them blind so we must know exactly how much they are 
degraded and in this respect the shuttle is absolutely unique 
because we can go up there, measure for a day, come back, 
calibrate it again and we know exactly how much the experiment is 
decl i ned . ' 

CHICAGO SUN TIMES I have another question for Dr. Brookner, 
there was some indication, I think in the press kit about a 
relationship between the ultraviolet intensities at high altitude 
and total energy output of the sun. Would you discuss that 
br ief ly . 

DR. BROOKHKR 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 
comes very intensely from the active hodges, and the sun rotates 
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 small 
percentage of the total output of the sun, it's less than 1 
percent and specific spectral region. But, it dominates 
completely the atmospheric heating of the Earth above 
approximately 50 kilometers, 30 kilometers to 100 kilometers. A 
small variation in the solar ultraviolet output can therefore 
create quite different atmospheric conditions. Now, and then go 
into the very exotic part of this, which is perhaps the most 
interesting. We have learned recently that stars, like the sun, 
can emit 3 orders of magnitude, more ultraviolet light and yet 
when you look et them in the visible they look like ordinary 
stars. And so somebody may in a hundred years, may like to check 
this again whether the sun has changed. So, he needs some base 
line measurement, and that's some of the things we are looking 
for . 

PAO One question ' rom Johnson, go ahead. 

This is Kelly Beedee from ykyand Telescope Magazine: A couple 
of questions, quick ones, will the micro abrasion foil experiment 
determine anything about the composition impact of the bodies, 
and who will advise NASA of the active flare region should they 
occur . 

TONY MCDONALD from Canterbury Yes, the position of 

penetration is enough so it wouldn't measure it optically at 
first, and then those areas are extracted for scanning electron 
microscopy, and in that, we examine the craters in great detail 
to magnification up to 50,000. And at that time, we can then use 
an (garble) x-ray analysis to actually measure the composition of 
the amount of the cosmic dust particles themselves because they 
are in fact partly evaporated and destroyed, but at least the 
residues of those particles. The thing that's interesting on the 
C9, the cosmic dust field, which the microfoil, microabrasion 
foil experiment will examine, is the contamination in space from 
rocket flights themselves because on the Skylab four windows, one 
has found that there are a class of craters which are peculiar, 
they're lined with aluminum, and these are in fact contaminants 
from rocket exhausts in space. And therfore, this experiment is 
very critical at this time to access not any of the cosmic dust 
background but the manmade debris. 

COLUMBIA UNIVERSITY The question about the, how we'll know 
about the solar activity. A national oceanic and atmospheric 
agency, I guess it is, in Boulder, Colorado usually monitors the 
sun and radio optical bands. Also, it has access data from the 
GEO satellite, and that data is radioed down to Earth, and in 
fact we will have a readout in JSC of the x-ray activity, x-ray 

flux from the s U „. and ■ ^ rulo 9 ?"m ^"spacecraft 

^ar^he'sTLa C h Spo a ^ar:o ,0 can r =a t c„ a r>„. during the 

NEUPERT l'.l*t f^^inr-r ^at?on?1n^nu^ the 

might think. That in fact d ring °« * operations center and 
flare occurred on the ^"J^^^ient through the procedure, 
the payioad operations control center durinq tho 

^fssir^d b Ld°UT; d en 1 L- i ^uai e m i S sion P we would have gotten 
very good data from that flare event. 

i- ^ pn^t Could you tell us why tail 

NEUPERT ^Jin. }^^.?^^^ " 

understand how the or ■ » s op e^.^ of ^ ^ 

pSaTlength"; time has boon selected. 

I think .eT. going to have to "r«K thU one off 

aSd « onto the next group "'"^'^Je « a?so emind you 
^•11 ask Werner to step down and I o l^e t uiu be 

that the prinicpal invest. gators on these exp coH aM „ if 

around and available ( °' ^ " ° either talk to them 

^reWeTorVseeTe ovlr" ingress site after this 
br ief ing is over . 

The speakers will be Dr. Bob Nor-n and James narrows. 


(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 ycu 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/McDonne 1 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 NAUMAN N , Rob. 

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, 
the 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 
are particle detectors, 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 
here, however, this the monitor package that has been flown on 
STS-2, it will be flown on STS-3, and throughout the development 
series of both the Orbiter and the Spacelab mission. So this 
allows us to compare 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 
get to see on the last mission. In particular we are very 


■ in the . long P-iod where the tai U.^ ^to the 
sun because this is an ideal viewing P 0 ^ mass 
optical measurements we wa "£ /° ™*£*; ed „ 0 ?2 cu i es leaving the 
ometer onboard to measure h induce the water 

Shuttle and coming back and ^°J p h f " ecies that are 

vapor around the Shuttle and other ^eous spec igator team, 
associated with the induced atmosphere. The »nves g 
by the way, as far as I should ^" t ^ ' oilkage ias developed 
project scientist at Mar shal 1 , ™ d J ne P a J ^ t Leger at Johnson 
primarily through the cooperation of Dr. WDe m 
Ipaoe Center and he head, the^contaminati on I J ^try^ ^ 
and particles contamination ^k ng group ^ degign 

they're the ones that- re "?P on J^^ e ^ ^ slons, if possible, 
of the Shuttle and seeing that the ^sign contamination 
are made such that it can minimise the amount . f t 

that the Shuttle does see. I have a very f an idea 

could have that please, ^ Ji 1 ^ a ^tl * ilm x please . 

what some of those instf ^" t ^°^ e t^e dewpoint monitor being 
Let me work over here. Here you see tn « *V b t refurbished 
assembled on the clean benches, it " jctual £ D ^ u ent 
from the first flight pr 10 to the insta 1 lat ion and 
flight. The experiment scientist on this is a ^ ^ ^ 
that's who's operating it. Here V™ ^° ; boa J d to measure the 
cameras, we have two camera ph ^meters onboa rd what 
particles floating around the spacecraft and i ^ . s 

that looks like in a second. ! . 5^ ? i im iS i t . This is the 

out of it and he's about jo put the C 1m in it. responsi5le 

optical effects mom to , this is Roger L ^ n . g loaded 

for that, this carousel that you see up the samples are 

with optical samples and t P«}° rt j^aiiy reflectivity 

exposed and rotated back in ^ ^he instrument . fc 

a nS the scatter from the opt cs are -a-red^ controUed quartz 

Tell SlSc.S C in.i air S rou a ntain ^/^S^^t.u up here 
reassembling. These have very sens t ve qua crys j they 
at the top with thermo electr }c poolers under hi liko 

can be cycled anywhere from P lu ^ J^htna on the order of just a 
minus 60C and they can measure somet h ^ ° n ™ e Q ° C them so J tnis ifl 
few nanograms per square cent J»eter ot coat ng on 
how we determine the amount of de P?"tion rrom g inte grated, 
components, and here you «f the final package f J So 
or being closed up, ynt prior to shipment d ^ sort 

that gives you a rough dea of J^e type ot P briefly the results 
of things that we have in it. Just to ^vi dl8COVer qult0 a 
of what we found on the SVS-2 «J» s ;^ n : a ^ b as a resu it of 

r«rtn.n°K r «S«^ should plinr 

Sly'I 1 ^ - - Cape to keep the 


payload bay clean. Now, on this particular mission, considerably 
more effort will be made so it will be most interesting to 
compare what we see on this mission to what we saw on the la ^ 1 
mission. We also have air samplers onboard which are essentially 
grab bottles which open up at various times during ascent and 
some during descent and the idea here is to see it we ingest 
things like engine exhaust products into the payload bay, 
hydrochloric acid among other things. The way these devices work 
is that they're preevacuated containers and they have active 
surfaces in them which are responsive to particular contaminants 
that we're looking for, we take a grab sample and then close it 
up and bring it back down to earth and then analyze the surface 
to see if it absorbs materials that we were looking for and I'm 
very happy to announce that we saw no ascent products whatsoever 
in the payload bay on STS-2, nor did we see any descent 
products. There we were concerned about some of the oxide and 
nitrogen and hydrazine things like that that used to thrusters as 
they are being jettisoned overboard. So we were pretty happy 
that the payload bay does not seem to ingest any of these 
particular, or any of these particular materials. We did see a 
little bit of deposition on the quartz microbalances but it would 
be about what you'd expect from a vehicle the size of the 
Shuttle. It was under about 10 to the minus 5 grams per square 
centimeter over the mission which we think is quite adequate to 
keep from ruining thermal control surfaces of the payloads that 
may be launched from the Shuttle and we also feel that it 
probably meets the optical deposition for sensitive optics if 
they have some degree of shielding on them. We saw very litt.e 
scattering of heavier molecules, the offgassing molecules in the 
mass spectrometer, we did see some considerable water vapor 
coming back which is what we'd expect, our very preliminary 
analysis, and let me say this.. it was very preliminary, indicated 
that the column density of the water cloud was on the order of 10 
to the 12th molecules per square centimeter which was sort of the 
ragged limit of what most of the astrometers feel is alright for 
doing most of the observations that they would like to do. That 
measurement will be repeated with more precision, we have much 
longer time to make that measurement on the STS-3, plus we have a 
control gas release where we have a rad ioacti vely tagged water 
which we will turn loose as predetermined time. It is different 
from ordinary water in the fact that it is made out of 013 H2 and 
it responds with mass 20 so we can distinguish it from the 
Shuttle water and that will give us an opportunity to send out a 
cloud of known material and monitor what comes back. The other 
thing that we did see on the STS-2 particularly early in the 
spacecraft, we saw these on Skylab also and, in fact, all tne 
other manned spaceflights that have ever been made. If I could 
have the next viewgraph, please, I'll show you what some of those 
look like. As you may have been able to tell from the film the 
camera photometer is a pair of 16 millimeter cameras that are 
mounted with about 1 meter baseline between them so that gives us 
a stereo view. And what I've done here, turn the lights down 


just a little bit, please, so you can see them, please, Ok, what 
you see here now are the two views of the two cameras 
superimposed, we put a blue filter in front of one, a red filter 
in front of the others so you can see then the particle tracks 
show up in red and blue so this and this are the same particle 
but the perspective is different because of the i^^.._ton of the 
camera. So this gives us then by measuring this apparent 
distance we can then calculate what the distance to the particle 
is. By knowing the direction, we then can or the projection on 
the film we then can work out the complete X, Y, Z position of 
the particle and then we can back calculate the trajectory and 
try to figure out where the particle actually came from. Now the 
reason there are notches in here is because we periodically 
chopped the shutter, we know at what rate we chop it so that 
actually gives us the particle velocity. So this is one 
particle that's moving that direction, moving away from us and 
source was somewhere over here, these represent other particles, 
and, of course, as the particles are further away, the images get 
closer together. These two bright sides, by the way, are Caster 
and Polyix, and, of course, they would have the same parallex in 
both cameras, so the red and blue here superimposed to form 
white. So this is the type of analysis that we can do on the 
particle environment. I might point out that we saw numerous of 
these particles earlier in the mission and particularly when we 
were doing water dumps and things like this where you'd expect to 
see ice crystals floating around. We saw fewer particles as we 
went on into the mission and a number of particles seen actually 
decreased rather dramatically toward the end of the mission. So 
the STS-3 we'll get another chance over a much longer period of 
time to see how the particulate environment essentially calms 
down as the Shuttle stays up there. I believe that's about it 
for the IECM, we'd like to entertain any questions on that 
package now if anyone has any. 

PAO Front row 

Dave Dooling Huntsvillc Times Bob, how long is it going to take 
to cycle the IECM between STS-2 and 3 and give us another quick 
look at the data that you get on this mission? 

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

Dave Dooling How long to recycle the IECM itself and how long 
till we'll have the Hrst quick look at the data that it gathers 
during the mission? 

Naumann Ok, I think your first question is how long it takes to 
refurbish the IECM after STS-2 and get it ready for 3? Oh, I'm 
sorry. Right. Dave, you'll have to help me. How long was it 
between 2 and 3? We made it in that length of time, we really 
had to work to do it, but I don't really anticipate it would take 
any longer between 3 and 4. It's quite a chore to do that, but 


its do-able and I zan'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, 1 think we put out a 45 day report 
which is a very quick look which 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 
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 
get to know it a little better and it's a little easier to 
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 
going to take some time longer than that. 

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

Naumann Thank you. 

PAO Are there any other questions? 

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 you 
looking for? 

Naumann Well, that's a very complicated question. First of 
all just that ice is one of the things that we know is formed up 
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 
don't know what the origin of all the particles are, we hope by 
detailed analysis, especially by looking at their trajectories we 
can get some idea of the particle 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 
region of say a flash evaporator, or a dump nozzle, we can 
determine that if they're coming from other regions then they are 
probably something else. So we hope over the full analysis to be 
able to give a kind of detailed description of where these 
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? 

Naumann Ok, I'd like to move on then to the next experiment pk3 
which is the electrophoresis verification test experiment. The 


experiment team for this experiment is Dr. Dennis Morrison 
from JSC who's here in the audience with us, and can answer 
questions I guess when we come to chat. Dr. Snyder in Marshall, 
Dr. Paul Todd from Penn State University and Dr. Grant Morrow 
from the Michael Reece Research Center in Chicago. This 
experiment is a joint Marshall/Johnson Space Center experiment. 
It's actually a repeat or a reflight of an experiment that was 
actually tlown on the Apollo/Soyuz mission. And the flight on 
the Apollo/Soyu* mission was only partially successful but it did 
have some i ather tantalizing results that have intrigued a lot of 
people and there's b?en quite a bit of desire to see the 
experiment reflown and the data that we saw on the Apollo/Soyuz 
verified and essentially amplified. So that's how the experiment 
got started. If I could have the first viewgraph, you'd get some 
idea of the apparatus. This is sort of, this is the whole 
experiment opened out, it actually folds down into this little 
package here that can be stowed in a mid deck locker. In the 
open out configuration the device at the top is a Hasselblad 
camera which photographs the working area here and that's our 
main data source. Although on the modification we'll be flying 
on the Shuttle we will actually have some of the temperatures and 
voltages electronically recorded. The other modification on the 
Shuttle flight is the additional electronic accelerometer package 
so that we know exactly what acceleration the experiment has 
seen. I guess is that still on, Dennis, or not? Ok, good. 
The readouts that you can see here, I believe maybe the next 
vugraph might give you a better indication of what the actual 
package looks like. This is a control panel here, there's a 
clock here that is photographed by the camera that 
temperature are read out with LED readouts and can be recorded on 
film and on tape. Now the actual electrophoresis part of the 
experiment takes place back in this region and I think that 
perhaps a short film cut I have of that gives you a little better 
feel of how the whole experiment is operated. The principle of 
tha experiment is the following: We have a glass tube which is 
placed in this receptor here and a sample of cells to be 
separated are put in a little slide and a prefrozen slide is 
inserted in one end of the glass column, allowed to thaw, the 
voltage is turned on and the cells then pick up a charge by 
ylrtue of the fact that they are immersed in an electrolite or a 
buffer solution and the charge is determinted by the molecules on 
the surface of the cell itself. So as you find the electric 
field the little cells are actually then caused to migrate or 
electrophoresed along a fluid column. And the amount or the 
speed at which they migrate or the distance over which they 
migrate is dependent on the charge to mass ratiole of that 
particular cell and presumably that will be different for cells 
of different types. So we now have a way of separating out in a 
time domain or spatial domain by causing these cells to 
migrate. When the experiment is finished then the current is 
turned off, there's a thermal electric cooler down under the slot 


right here and a thermal barrier or a insulation pad is put ovtr 
the top and the thermal electric cooler is activated and the 
cells are then frozen in place. They are then put in a 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 
reinstalled 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 over with and the purpose of that set of experiments is to 
really just characterize the degree of separation that we can 
get in a low g environment. Now this particular type of 
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 demixes them as fast as you can electrophoresis 
them . There are 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 
cells or attempt to separate the cells 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 
think and improved resolution we can get with this process in 
space to see if we can get a better separation with this 


particular apparatus in ^STechni/ues.^^SeHeve K.^."^^ 
available ground separation techn ques. and „ i say, 

X" ^fson 0 irii?S°u , ""if ou°nave questions I'll either try 

^fUMthemor "So. them to Dennis. 

PAO Question, over here 

PRESS How might the results . ft« "^"^J no^as. Is 
you're going to tly i" the next miss* t<J change 

N aumann I don't thinRU woulc ^change -^-^^ ^ 1 
clear that this experiment is not <nr y £U ht of an 
McDonnell Douglas D oint endea jor. jnx ^ early 

experiment that we have *? ne , "Jit" i eal g n ed primarily to 
electrophoresis experiment ?^ it £5 design T he McDonnell Douglas 

JJaluatS the static ^^^ ou f ^ electrophoresis which is 
experiment is using contin "°"* * AO ;L w there are some things that 
SiSllar but a different process. Now there ^ ^ ^ 

can be learned. Control of electro o ^ someth i t ha 8 

course is a premium ™ * h A" Douglas. Other things like 

certainly of Merest McDonnell ^ g that can be used is 

the amount of c 0 " 0 ?;"*^? 11 .^-??" to McDonnell Douglas, but let 
something that might be o£ interest to separa ting cells and 

The'Sc^^ prot^fns: Tacro 

roIerule^^fn^L^^irmft^raL^nrK^t celfs. So the two are 

not really connected. 

PRESS , guess, what I really was -Icing was ^hat 
°Lr:is?on 9 th "wa n s e mo £ re y Io P n!s 9 t!catea and more applicable to 
pSframaoeauticals that the next one. 


But let me point out also that this one is primarily separating 
cells and the McDonald Douglas experiments is at least Cor the 
first several flights will be devoted primarily to proteins, 
macro-molecules, in soluble materials and not cells. So the two 
are not really directly connected. 

PRESS Okay, I guess what I was really asking was what's 

the point of re-flying this one if you got something that I have 
the impression was more sophisticated and more applicable to 
pharmaceuticals on the next one. I guess what I really, what the 
question is, what's the point of this one. 

NAUMANN Okay, Well as I pointed out, the McDonald Douglas 

experiment does not separate cells. It may eventually want to 
separate cells but that's not at least in the cards for the first 
several missions. Cell separation is a very important biological 
problem, and being able to separate out, for example, taking a 
mixture of kidney cells which are very complicated, the kidney is 
a rather remarkable organ and there are cells in there that do 
all sorts of things. Being able to separate those out in 
quantities that can be brought back and analyzed from the 
research point of view has a great deal of biological interest. 

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

the ability just to separate the cells according the function, to 
be able to use a purified group of cells and produce an enzyme 
althouqh there are probably other ways of doing that. I would 
say it was one of scientific interests because cell separation is 
a major problem still in biological science. 

PRESS Okay Bob, either for you or for Dennis this 

experiment came into the STS-3 manifests relatively late in the 
game. How was that accomplished, how did you manage it and what 
would advise people following you not to do? 

NAUMANN Goodness, not to do huh? I'm not sure I know how 

to feel that one exactly let me start off by trying to answer 
your first question first. It came into being the fact that the 
hardware was there leftover from ASTP, and the fact that there 
was interest on NASA's part to go back and redo some of the 
things we did on ASTP, and the way the experiment actually was, 
came about was through a letter that was sent from the Director 
of Johnson Center to the Director of Marshall Center saying that 
we understand you people have a piece of apparatus and we'd like 
to fly it up on an early Shuttle flight why don't we cooperate 
and do it together. So, that answer was, I mean, the letter was 
answered affirmately and so Johnson then took the responsibility 
of developing the columns and the kidney cell part of the 
research which is also being done in conjuction with Paul Todd at 
Penn State and Grant Barlow, and also supplied the cryogenic 
freezer which is the life science freezer which goes on the 
spacecraft and then Marshall refurbished there old MA-11 


experiment and delivered it to Johnson. Now, your last question, 
what would I do for, what was that? 

PRESS in terms of how you got it into the manifests, the 

cargo it was late in the game and was their any, you got it into 
the cargo relatively late in the game and compared to some of the 
other equipment aboard how did you accomplish that and were there 
any particular problems that you encountered in doing it? 

NAUMANN Okay I think Dennis can Probably answer that 

question better than I could since he worked at the Center that 
did that. 

MORRISON Well you say relatively late, it has been 

manifested for almost three years. ^And the project has been 
underway for about three, three and a half years . It turns out 
that some of the details of what we would have included in the 
experiment, for instance, the acceleration package that Bob 
mentioned we've had it late was actually a late manifested 
addition but the fundemental verification test was included three 
years ago. 

PA 0 Will you identify yourself Dennis. 

DENNIS MORRISON, the Project Manager for this. 
PAO Any other questions? 

NAUMANN Okay I like to move on then to the next package 

which is the Monodisperse Latex Reactor experiment. The 
principle investigator of this experiment is Dr. John Vanderhoff 
from Leheigh University, and Dr. Vanderhoff is in the ground and 
if any would like to address any questions to him plus his team 
which is Dr. McCauley, and Dale Cornfeld and Dr. Allaser, and I 
guess that ' s all . 

The purpose of this experiment is to look at the 
process called emulsion polymerization in which monodispersed 
Latex particles are grown or produced. By Monodisperse Latex 
particles, what I'm referring to are what the newspapers 
sometimes refer to as little rubber balls, a little bit over 
simplified perhaps but these are latex spheres from around two 
and a half microns up to about twenty to thirty microns or maybe 
even forty microns and by monodispersed we mean they have a very 
very uniform size distribution in other words they are all _ 
exactly the same size or as near as we can make them.^ Now these 
kinds of particles have been around for some time in face Dr. 
Vanderhoff pioneered the, the some of the work in the production 
of monodisperse latex spheres when he was at Dow Chemical And 
they ahave been used for inumerable purposes from calibration 
standards for sizing filters and pours var ious serological tests 
'various other biological applications and I think if any of you 


have applications questions later I like to refer you to Dr . 
Vanderoff for those. The reason for this particular flight was 
at the time the experiment was proposed one could not make 
particles much larger than two microns with at least in 
production kind of quantities, and the reason for that is in the 
polymerization process what you do is you take small seed 
particles which are grown by a slightly different process, you 
swell them with monomer which is stryrene monomer you protect 
them from conglomerating with other particles by the addition of 
surfactant soap then you polymerize them and form essentially a 
rubber like material. Now the polymerization process is one 
which the particles then loose some of the surfactant protection 
they are very sticky in this process so you have to keep them 
somehow in suspension, and if thoy bang together and stick 
together you wind up either up with particles that are larger 
than you've been trying to make, or in the worse case you get a 
nice gooey mass that looks like some chewing gum or coogulant. 
Below two microns, Brownian motion keeps the particles 
suspension, above two microns you have to stir the particles to 
keep them in suspension. Its the stirring process that causes 
the particles to agglomerate. So, the experiment was proposed 
then as a space experiment to then take away the tendency of 
these particles to sediment and I might point out also that 
during the swelling process the particles are actually lower 
density than water which they are suspended in and during the 
illumer ization process they had a higher density than water so 
you got a ptoblem where you cant neutralize the density by adding 
say heavy water or other things to them. So this was then the 
reactor on the first slide that I can show you that we finally 
put together. One of the experiment team Dale Cornfeld is shown 
in the background there with the actual reactor, this then is the 
can which holds four of these reactors that's bolted to the 
Shuttle Middeck, and then this is the electronics package right 
here which services the whole package. The electronics package 
in the outer can were made by Rockwell International the reactors 
were then General Electrics Space Division at Valley Forge. I do 
have a film clip on this which shows the reactor being assembled 
which may give you a little better idea, if you could roll film 3 
for me please. 

Here you see the reactor unit itself being installed into the 
cluster of the four reactors that are in the can. And the 
connectors being installed. This now is support electronics 
package and the small eight track cassette tape is being placed 
into the package. The cassette will record the temperature and 
the volume expansion using a plunger with an LVT on it to measure 
the expansion and that will give us some idea of the reaction 
kinetics or how fast the reaction is taking place in space, and 
now you see the package being bolted together and being ready for 
installation. Now since this experiment was accepted for flight, 
in fact only very recently in the last couple months, there have 
been some developments in the field and some new processes have 


been developed by various people which have allowed them to make 
larger particles than the two microns which originally we saw as 
being sort of the upper limit of what you could easily do on the 
ground. These particles actually are being marketed now on the 
open market, so when we saw this, of course, naturally we got a 
little concerned about it, Dr. Vanderhoff did some of the 
particles and at least had them analyzed, and it turns out that 
the particles that are available in these larger sizes as I can 
show you with an electron micrograph are very nearly 
monodispersed that is very nearly of uniform sizes but as you can 
see there are number of particles that do have condiserably 
larger sizes. So by the definition that Dr. Vanderhoff uses for 
monodisperse particles which I believe is plus or minus one 
percent size variation the available particles right now the 
commercially available particles really do not meet that. So, 
really the aim of the experiment now is been changed a little bit 
but what were really doing is trying to use the space process to 
see whether we can actually improve on a commercial product that 
is presently here and available on the ground. So that will be 
the, I guess, the primary aim of the experiment, and if there are 
any questions on that I will try to field them or refer them to 
Dr. Vanderhoff. 

PAO Alright if there are no questions here, are there 

any questions at Johnson? Alright, no other questions then 
we'll, thank you Bob and we'll move on to Jim Borrowman. You 
can't buy your way into heaven I'm told but you can sure buy your 
way into the heavens and you can do that by plunking down about 
three thousand five thousand or ten thousand dollars to put an 
experiment in space on what is called the getaway special. And 
here to tell us about the getaway special verification flight 
test that will be made on STS-3 is James Barrowman who is Project 
Manager with the project at Goddard Space Flight Center, Jim. 

JAMES BARROWMAN Thank you very much. Can I have the first 
viewgraph to show you what the package that we have on STS-3 
looks like it gives me a real problem by the way, I'm not quite 
sure how to take a plain white can that is going to sit there and 
doesn't look like it does much of anything through the entire 
flight and make it interesting for you. I guess you have to view 
it kind of like a seed that we planted back there at the back end 
of the payload bay, one that is going to grow into three hundred 
or more similiar experiments, or similiar containers which are 
very diverse group of experiments in the future shuttle 
flights. That is the number of payloads that we have currently 
reserved in the getaway special program, this a precursor to 
those experiments, those cans, that really is not a scientific 
experiment at all, it is strictly an engineering kind of in the 
same manner that the OFT series on the shuttle is an engineering 
effort. We have included one scientific experiment in this from 
Goddard which is, really involves film but as a rule we're 
measuring things like temperature, radiation impacting on the 


outside, that is thermal radiation. ^^-"or^n^.Jo^oi^ 

acceleration we see during lift of [ ™J JJ 1 ^ tne future 
to be put together in a pac kage wh ich will p Qf 
experimenters understand a little bit oecce ^ fching 

environment they are going to s * e ' 0 °£ e ^ a * ons make s it, the 
that makes this a "^J* 1 ^ ^iety of environments that are 
thermal extremes and the wide variety extreme of 

going to be seen, allow us to survey ana w i Centers even 

environments and hopefully be able to give are f what fchey 

though it's a one time measurement a reasonable i e yQu 

cm expect in the extreme on their exper men t. witnout any 

kind of, this is not ;us an empty c o t g g ^ ^ 

thing inside of it, Id like co 9* ' R b t £ om the video, 

on the video if I could, not rom the bacK^ ed ^ 

Off to one side you just fee tn e P*y d batt ery system, it 

Goddard it has a se » con » ej e cord er an owt / control 
draws no orbiter functions at all we n t talks bet ween 

system, I'll talk a little bit £jut later^ strlctly 
the cabin and the P a yload can. b-L .thet Qf ^ 

a self contained pay load m the sense we have 

payloads are going to b ° ^J 1 ™; that are not, that are 

set up for the future payloads, the ones cna pro ducing 
going to be using the same kin of data that we ^ gnd 
here are going to start °" S ^; Vl ittle bit later on in my 
you'll have a chance to e i f^ this launch. Now with the 
presentation G is here at ^ fcnat we are providing 

first slide fror 'back the accom ^ see . ne 

for the getaway tial u sers are d pressure vessel so 

picture and in thi* slide. It 1^ * £ e gear inside of it 

that they can have a ^"^^^ 1 ^o tne^water of space 
so that as there dipping their toe into c 

experimentation they are P« tec ted -^at for ^ P^ that 
environment and also has thermal insulation extremes tnat they 

will „.v5 ?oVo"L™ SyStemS USide 


pagf; tii 

BARROWMAN Okay. There is a lino in the Shuttle Orbiter bay 
that goes down through the wire trays and up to the sill area 
where these containers will be mounted. There is a hand held 
controller in the aft flight deck on this flight and all 
subsequent flights containing get away specials and the 
astronauts will use this hand held controller to select which of 
the switches will be flipped either on or off depending upon what 
the experimenters operational requirements are. The STS-4 
experimenter on the next video slide is Gil Moore. Working with 
Utah State University, the same people who brought you the VCAP 
experiment on this payload on this flight, different, slightly 
different group, but, and a slightly younger group, they are 
going to be giving producing a group of nine different 
experiments in that smalt, container the same size as the one that 
we're flying. They range, they include biological experiments, 
space processing experiments and physical science experiments all 
in that one small laboratory. So they're doing quite a bit of 
science. It's I think a very interesting precursor to the kinds 
of science that we'll be going on in the get away special 
program. There's going to be a lot of learning by young budding 
scientists, they'll be a lot of opportunity for new companies to 
try out new techniques on the Shuttle at a very low cost. Again 
the price of a container is at most $10,000 and the up front 
money is only $500 so they have quite an opportunity to invest a 
very small amount and learn quite a bit about what's possible for 
them in space. Like to entertain any questions about what the 
program or this particular payload. 

CARLOS BYARS HOUSTON CHRONICLE (question not recorded) 

BARROWMAN There is no power provided to either our precursor 

or to any of the other get away special payloads. That's one of 
the things, in order to be able to move these payloads onto the 
orbiter on our last minute space availble basis, it was important 
that we keep the orbiter interfaces to a minimum. And so the 
self contained nature of the program is very key in that 
regard. The only interface is bolting it into the orbiter and 
plugging this one connector in which provides for the three on 
off switches and those switches control relays in fact which can 
switch the power that's internal to the can. There is no power 
provided through those switches. 

PAO Any other questions? All right. I understand 

there are no questions from Johnson or Marshall and thank you Jim 
and ask Bob Peterson and Todd Nelson to come up for the last part 
of the briefing. 

PAO Okay. The insect in flight motion study experiment 

is to be conducted on STS-3 will be explained by Todd Nelson on 
the far left who's a senior from Rose Creek, Minnesota and Dr. 
Bob Peterson of Honeywell Space and Strategic Operations in Clear 
Water, Florida, which is Todd's corporate sponsor. Before they 


hog in their remarks I'd like to tako a moment to explain how Todd 
became the first high school student to fly an experiment aboard 
the space shuttle. He's one of ten winners to the first Shuttle 
Student Involvement 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 
by engaging students in a competition to develop experiments for 
flight aboard the shuttle. The ten NSTA regional directors 
received 1500 proposals for the fjrst competition. Each region 
selected up to 20 semifinal ist who, along with their teacher 
advisors, were invited to participate in Shuttle Conferences held 
at NASA field centers. All semi f i nal i sts proposals were 
submitted for national judging held in Washington D.C. The ten 
winners of the first year's program were announced in May of 
1981. NASA then matched each student with a NASA consultant and 
corporate sponsor. The sponsor was asked 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 have his experiment 
conducted on the Shuttle 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 ho 
assigned'to the upcoming flights as their experiments are 
completed and as space on the Shuttle is available. Additional 
information concerning the Shuttle Student Involvement Project 
can be found in the press kit, of course, and present in the 
audience and available to answer question following the press 
conference are Dr. Glenn Wilson, Acting Director of Academic 
Affairs Division, NASA Headquarters. Glenn are you here? 
Okay. Allen Ladwig, the Student Involvement Program Manager, 
Allen, are you here? Okay. And Dr. Don McCurty, past President 
of the National Science Teacher's Association and currently 
Chairman of the NSTA student activities committee. Okay. We, 
when we were down in Houston a couple of wee<s ago, they were 
asking the astronauts about this project and they 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? 

TODD NELSON Well, I guess that would nice. First of all I'd 
like to kind of comment on generally what I've been through 
first. The last time I was down here was at the National Space 
Shuttle Symposium and the other ten national winners were in the 
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 lavqe 
amount of effort on a number of people and Bob Molton has been in 
general the general integrator. Me 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 fiom 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 t nird 
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 
it's identical 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 
in the 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 11 
have 24 pupae that would be caterpillar moth adults in the A 
chamber plus 12 cowmen 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 g 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 
the entomologists are interested in is the in the case of the 
velet bean caterpillar moths will be male and female will they 


mate in orbit, will they reproduce, will there be any eggs in 
eggs in the chamber when it comes back for example or 

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, 
it's a really neat project 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 showing 
appreciation for them. One is one group is Dr. Norm Lef'a and 
Dick Guy at the US Department of Agriculture lab in Gainesville 
who are providing all the moths. Both adult and pupae. Another 
one is Mel Copeland, has Copeland Bee Farms in Arcadia, Texas, 
who is providing the bees for us. Mel is also a JSC employee. 
But, he's providing the bees as the Copeland 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 
of charge to us and these people are providing the insects in a 
controlled way so they know the age and try and give us insects 
that the fourth day of flight on the 25th they'll be at about 
their prime or prime flying capability. 

TODD NELSON First of all, 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 
gravity is such a hard factor to manipulate. So by, with that in 
mind this project here will provide a pretty good data on the 
insects and flight adjustments for a contiuous period in near 0- 
g. That's pretty important. Because from there we can kind of 
in the future have some data in particular on how the bee will 
adjust and that may be important. Because there could involve 
experimentation centering around the pollination of plants and 
with that in mind we think that with the project here and the 
data on that that would actually benefit them in other 
experimentation in that area so... 

BOB PETERSON Well, one thing I had mentioned before was we 
changed the design of the box to reduce crew involvement. I 
could just briefly go over what the crew will be involved to do 
with that and currently this is scheduled for third day and seven 
hour? five minutes after launch, MET of 3 days, 7 hours, 5 
minutes. And I think that's scheduled to be at about 5:05 
Eastern Standard Time on the 25th. What they'll do is the box 
will be in a locker in the middeck, they will remove it from the 
locker put it up on the forward surface of the airlock using 
velcro pads, from that point on take video tape recordings of the 


insects in flight for however much time we can get them to do 
that. It doesn't have to be a continual filming. It can be 
interspersed with other activities. They could take some video 
tape, go about another task come back and take some more. What 
ever happens to be the best way for them to handle it. At the 
end of all this just restow the box back in the locker and that's 
the end of the experiment. Initially some of the designs require 
them to manipulate parts of the box, but it would have been a 
little more complicated for them would have taken them more time, 
but at the end of the experiment then I guess the, I guess now 
the Shuttle will land at Northrup Strip probably on the 29th and 
may be a little longer delay getting it back to the Cape but 
we're expecting that there will be some time late April we'll see 
it again back here at KSC. We'll get the box off, the insects 
may or may not all be dead by that time. They can live long 
enough I think with the food we are providing so we might find 
some live ones in there. If we do, the entomologists are 
interested in getting a hold of them and examining them as well 
at the end of this experiment. I think that pretty well covers 
unless you have something Todd. 

TODD NELSON Oh yeah, we could comment on the design and 
procedure and what we started out with. After I won the national 
competition, I was assigned Honeywell for a sponsor. With that 
in mind we took the idea that I had won, and that idea was taken 
and we sat down and had a brainstorm with that we come up with 
initial design flight chamber number 1. This is flight chamber 
number 3 and I can see along that design process there has been a 
number of things that have been worked out and with that in mind 
you can center on first of all the procedures of which the 
astronauts are required to perform. That's an operational goal 
to keep that down to a minimum level. And, first of all, there 
was on the first designs, we had moveable layer and that was 
designed to separate the insects the species from one another and 
to confine them and we had in the design number 2 we also had a 
canisters that would store the insects and after we did a little 
bit of investigation and experimentation, we determined that 
would not be necessary to take the velvet beans and the bees and 
place them in a container because that would require an 
additional amount of space that would take up volume of our 
flight area. And that was not very necessary and unwise. By 
reducing that canister we also increase the flight volune of the 
flight chamber and we also introduced a more practical design. 
Because with that, with those little canisters out of there. We 
had an extra area that could not fail. See part of the success 
of an experiment relies on the factors that are involved in it's 
performance. We don't want to rely on a large number of pulleys 
and mechanisms and nails and all kinds of movable parts. So you 
can see right here a very good example of the flight chamber that 
has been thoroughly developed and researched into the areas of 
minimal astronaut activity. And this was very necessary because 



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

30B 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 
male 12 female of the velvet 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. 
That'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 . 

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 
didn't, is it the position in the locker they will be kept in 
the dark and when they are brought out they will be exposed 
briefly to light and that's what you hope will make them fly and 
then will they be back in the dark again? 


TODD NELSON That's correct. Light is one of the experimental 
factors. It's ueen a hypothesis of the research report light 
plays a major role in the orientation 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 

one can see 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 
in mind we can think of all the other things that have been 
learned from other basic research projects that weren't 
originally accepted or originally planned out. So this project 
here will you know generate a lot more interest in this area by 
being the first really continuous data provided on the Shuttle 
with the experimentation regarding the flight of the insects. 

TURNELL How much is this a follow up to the experiment with 

the spiders on Skylab? 

TODD NELSON The only catagory it would follow up into would be 
just under the biological area of life science. Dealing with 
life forms is one of the very interesting areas and the more 
knowledge we can get on life in general in the 0-g environment 
the better off we'll be. 

JAMES WILKINSON BBC I like in thinking that there have been 
experiments before in which flys were flown in space. There have 
been previous experiments in which flying insects were flown in 
space, what happened then. 

TODD NELSON First of all I'd like to know what 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 
experiment was but I believe there were experiments where fruit 
flys vere flown in space. Either by the Russians or Americans I 
don't know which I can't remember. 

PETERSON It seems to me the Russians did have a fruit fly 

experiment. I don't recall what the results were. I don't know 
of any we've done. The, Arabella of the spider that was a little 
somewhat different, but I don't know of any flying insect 
expfcriments in space that we've done as part of our space 
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 paid 
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 '.njoyed it. 

TODD NELSON Well with the fruit fly you have to keep in mind 
that the fruit fly is very small the size of a pin head and any 


time you would observe this insect would be extremely difficult 
to get any good flight data it's such a small animal. I think 
they are probably concerned with not flight but more or less the 
mutations, maybe, of the fruit fly if it ever was performed. 

JAMES WILKINSON If the bees and the moths don't fly when they 
are put on the wall, are the astronauts under any instructions to 
shake the box or give it a kick or anything? 

TODD NELSON Well, yes. There would be (laughter). 

JAY SHAYBARRO KSTP TV Todd can you tell us why these particular 
insects were chosen? 

TODD NELSON Yes. The reason the criteria for selection of the 
insects centers around the source for one thing. We have to have 
a source that's willing to cooperate with us, to supply, to 
integrate insects in the control at Houston and in the experiment 
at Johnson, uh, Kennedy. That's important. And also, ti. ; 
insects physical dimension the wing loading and the actual type 
of flight control mechanism used by the insect. For instance, 
the fly has a halter gyro, it's a type of mechanism that works 
very similar to a gyro and it's in the evolutional history of the 
fly that has played a role in it's flight. A bee has a pair, two 
pair of wings and where as the fly has a single pair. And by 
studying those two insects, we'll be able to determine whether or 
not the fly which is a more highly sophisticated flight control 
system is more apt to maneuvering and surviving in the near 0-g 

PAO Are there any other question here? In the back 


JOE CATCHOPAL US AIR FORCE I was kind of wondering about, this 
looks like it might be able to tie in also with the plants, 
because we mentioned about the plant before that it's in 0 
gravity they grow without that much I guess that stuff that makes 
them stiff, ligament, anyway, so I was kind of wondering about if 
we have a group with space stations up there that would need, 
we'd have plants and stuff I was kind of wondering how we'd ever 
have to pollinate I mean the plants up there and if this works 
out I suppose we'd just probably use bees? Think that would 

TODD NELSON Yeah that would be very helpful. Because, and with 
that in mind to be able to understand how those bees will react 
in the first place will be very important. 

PA 0 Any other question here? Are there questions from 

the other centers? 


JSC 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. 

PAO There are no more questions (garble) 

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

PAO 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 pre"ious 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 Traaspor tat ion 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, co 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 doing 
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 HARi 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 10:00 tomorrow morning. 


HUGH HARRIS Thank you. Mr. Kissen. 

KEN KISSEN Well, I've been told as payload from the gentlemen 
on my left and my right that we're just 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 it. 

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 ^ave some 
stratus and fog in the morning hours again, visibility is 
occassionally down to 2 to 3 miles but by launch time we 
anticipate partly cloudy skies 6 miles and haze. Winds will be 
out of the southwest 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 looking 
good. Scattered cloud conditions, visibility is unrestricted and 
surface winds less than 10 to 15 knots. In summary for the 
launch phases and for the concigency side, weather is looking 
good . 

HUGH HARRIS Okay thank you very much. We're ready for 
questions. If you would raise your hand and standup when I call 
on you so that the mike handlers can find you expeditiously and 
if the mike handlers will wave to me if there is somebody in 
their area. If I don't call on you by name, please identify 
yourself and your organization and apeak only in the mike. 
Okay. Right down here in thn second row. 

JAMIE MATHEWS CFCR Radio Is the fact that the external tank is 
going to be about 550 pounds lighter going to significantly 
chnnge the look of the initial shuttle liftoff. Will it still 
rock back and forth and rock forward as it leaves the pad? 

LUNNEY It should look exactly the same as the last couple. 

PAGE You won't be able to use the same pictures you had 

before though. 

PETER ADAMS TODAY Yes Sir. How does the weather at Edwards 
Air Force Base look at this point for a March 29th. Was it the 
right move to move to White Sands? Could you land at Edwards if 
you have to? Is there a possibility that Edwards could have been 
the primary landing strip? Looking at the weather at this point? 

CAPTAIN GREEN It's difficult to predict the weather you know 8 
or 10 days in advance it's probably going to be seasonal weather 
out there which would moan it would be okay for a landing. We 
fully expected the lake bed will be unusable for probably three 
or four maybe even longer, three or four weeks, or mayne even 
longer. We felt at the time as we prepared to decide what 


landing strip to use that we had the right answer with Northrup 
Strip. That was before we got the indication that the lake bed 
was going to be out of service for four to six weeks as reported 
a few days ago. And we've thought that around the whole system 
with everybody and especially with the flight crew they're very 
comfortable that that's the correct decision and all of us are 

JAY BARBAREE NBC For George Page. George have you an up to 
date assessment on the delay the landing at White Sands will 
cause for STS-4? 

GEORGE PAGE I don't understand your question Jay. 

JAY BARBAREE Well we're going into White Sands. Have you heard 
about that. It's all right. Is going to delay getting it back 
here I understand a few days. How long is the delay? 

GEORGE PAGE Delay getting it back. We've laid out a schedule 
which is success oriented assumes no problems from the wind or 
the blowing gypsum out there. Does we ought to be able to get it 
back 9 days after we land. Which is about 3 days longer than it 
would have taken at Edwards. Probably optomistic but that's what 
we're working to. 

HUGH HARRIS Right here Connie. 

CARLOS BYARS Houston Chronicle One of the primary things that 
you want to do on the landing is get a crosswind landing. Is 
that, what are the possibilities for that on the, at the Northrup 
Strip. It seems like your prevailing winds there are out of the 
south and are you going to be able to get a crosswind landing 

ABRAHAMSON The odds are probably pretty good. We have two 
runways out there, 17 and 23. And the winds are generally 
variable out there. At this time of the year we've got a pretty 
good chance at getting a decent set of conditions for the 
crosswind landing. 

DAVE DOOLING Huntsville General Abrahamson has there been any 
feedback from military security at White Sands with the media 
about to descend into what has been hitherto a closed domain. 

GENERAL ABRAHAMSON You've dropped out in part of that Dave. 
Actually yes, we've been working of course very closely with 
White Sands and you're not all going to be housed in Juarez, I 
understand. No, we will have arrangements so that people can be 
bused out but it will be a major security problem and we are not 
opening it to the general public at this time. We may have some 
difficulty in that but the military people at White Sands are 
concerned for their own security purposes, but also we're 


concerned about the safety of the people just in the area. It's 
many many miles from any source of water or any conveniences at 
all and so we're only going to be able to only handle a limited 
number of people. 

ED TOBIAS AP Radio The question was raised this morning about 
how concerned you are about the winds in the afternoon at White 
Sands. Are you concerned that they are a little gustier on the 
afternoon than earlier are you concerned enough to consider an 
earlier landing? 

ABRAHAMSON Well we're presently planning to land out there at 
White Sands at 11:20 as I recall local time, which is usually 
before the winds pickup on the runway in the area. I guess my 
general reaction to that question though is given to a landing at 
that time of day, we think it's reasonably good bet we have two 
runways and we've learned to kind and wait and see what the 
weather is when we get there and then decide what we have to do, 
but it looks like we have the right kind of facilities out there 
with the two runways to take advantage of whatever situation we 
have and either get a crosswind or perhaps the autoland. With 
the MPLSS data all the way down to 300 feet on runway 17 if that 
were to make itself available. 

JULES BERGMAN I though you'd never see me up here, Hugh. In the 
left bleachers. This is for Glynn Lunney. How important is it 
to NASA to get this launch off on time tomorrow and why? 

GLYNN LUNNEY I think, Jules, we're always interested in 
launching on time if we can, more importantly than that we are 
interested in launching safely, so I think we are going to first 
apply all of our standards for being sure that we are ready to 
launch the vehicle. If that turns out to be tomorrow that's fine 
with us, we would like to make it on schedule, if it turns out 
tomorrow that we have to decide to wait a couple days, that's 
what we will do. 

REGGIE TURNELL Two questions I think probably for Glynn 
Lunney. First of all do you intend to go on landing in the 
desert until you get a crosswind landing before you consider 
bringing it back here and secondly is there any plans to get the 
crew on this mission to monitor the Mt. St. Helens eruptions. 

GLYNN LUNNEY With respect to the first question, we would like 
to get some data on crosswind landing before we come here to Cape 
Kennedy where we have the concrete runway and don't have the 
runout that we have availble to us in the desert. So in that 
sense, we have planned our first four flights rather 
conservatively in that we've opted to land in the area where wo 
have very long runways and relatively minimum sensitivity to 
landing conditions, over shoot, under shoot, or crosswind for 
that matter. We have a general rule that we want to get some 


crosswind experience before we come here to the Cape and we have 
planned our order of priority that way to do that first if we can 
on this next flight. I think if circumstances were such that we 
weren't able to get exactly the crosswind landing that we had 
that we wanted to that that would not necessarily change our mind 
about where we might land want to land flight 5. We could still 
go forward and take a look at conditions as they would apply. 
First time we were going to come in here and decide how we felt 
about it and decide accordingly. The second question had to do 
with Mt. St. Helens. I don't know anything about that at the 
present time. Does anybody? Pretty far up I'm not sure that 
they'll really be able to see it very well thougli I can't comment 
on that vary knowledgab?.y but, 

BOB BIZZELL NBC This is a question for George Page. Based on 
your experience with the first two are you getting to a place 
where you think of these as routine or tell us how much more 
comfortable you are with this launch than you were with the last 

GEORGE PAGE Well right at the present moment, I'm very 
comfortable. I always am you know aprehensive about the last 
five hours and then it narrows down to the last 31 seconds. I 
think regardless of how well the checkout goes, there are still 
an awful lot of things that have to work right in the terminal 
part of the count. I think from the overall standpoint we've had 
an excellent flow in this vehicle. I think the crew is probably 
better rested. I'm talking about the launch crew now. Better 
rested than we have been before. We've had some days free days 
and from that standpoint I think we're probably in lot better 
shape than we have been. 

JULES BERGMAN ABC This is for Glynn Lunney. It's a followup 
on my first question Glynn, but if any of the panel can take a 
crack at it. What I was really getting at was isn't NASA 
beginning to feel economic pressure because of the Arianne at an 
early phase in the test program. In other words, are test and 
operational programs becoming blurred? 

GLYNN LUNNEY Well I say again with respect to answering the 
question, we will launch when we are satisfied it's safe. Right 
now we're satisfied tomorrow is safe. Pending any further 
developments that might occur. We are have been trying as you 
know and others know to move into what we would call an 
operations attitude perhaps with respect to the Shuttle. We've 
had all of two flights under our belt. The signs of the 
experience of those flights are beginning to show up in terms of 
what we are able to do here at the Cape and what we feel like 
we'll be able to do with the vehicle in flight and how we feel 
about it in terms of our confidence in the ship. So, we are 
moving as best we can in»o a set of operational attitudes about 
we can turn it around how we can fly it and how we can improve 


it. I would view that as a somewhat natural flow of events. 
It's not unduly pressure, it's not unduly influenced by any 
external pressures such as economic ones with Arianne you 
mentioned. We feel that we're on course in the program that we 
laid out. We are pleaded that in a number of areas it's going 
even a little better than we expect and we look forward to doing 
our best to make that continue to happen. 

RON LOCKHART NEW YORK I'm trying to figure out whether or not 
when you get to the operational stage of the Shuttle now to 
extend on Mr. Bergman's question, when you're in the operational 
stages of the Shuttle and away from 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 focus 
that is has for instance today and if you were not in the 
experimental stage. That once you got into the operational and 
normal usage of the Shuttle, you would consider moving up the 
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 to set the liftoff time 
compatible with what we think we have to do and the jobs we 
have. I would think when we get operational we'll be a little 
better able to determine exactly how long it's going to take and 
we will establish the launch time and date on the basis of what 
we know we have to do and we will probably be just you know able 
to make those without in the absence of any big problem so I 
don't think we'll be talking about moving up if we happen to be 
doing better. We'll know of ahead of time pretty well what it's 
going to take us to do it. 

ABRAMHAMSON Can I add a prespective on this? Please? I think 
the context of your question was within the count itself and 
that's the way you were answering it, right George? 

GEORGE PAGE Well I was answering not just the count no the 
count itself we probably would never move ahead unless there was 
some external situations that 

PAO Wait a minute, we'll go back to you. Peter Adams 

from Today is next. 

PETER ADAMS TODAY I presume this question is for Mr. Lunney. 
You're going to be out in White Sands for 9 days and obviously 
you don't have the same kind of protective facilities for the 
Orbiter that you would have at Edwards. What kind of 
contingencies are being laid out in case of some inclement or 
severe weather at White Sands and you don't have any place to put 
the orbiter? 

GLEN LUNNEY Well we are providing some temporary facilities for 
people and equipment but you're right. We do not have a hangar 


of sorts hangar of any kind to bring the orbiter into. We do 
think that that is not quite as bad as it might appear on the 
surface in terms of sand storms. You've heard a lot about this 
gypsum stuff, but it is not as heavy as sand and not susceptible 
to the same kind of damage that you might have if you have a sand 
storm in the desert. So, with that situation we feel like and 
the length of time that we're going to be out there, that we have 
a reasonably controlled environment, reasonably controlled 
situation in which we will have to get our job done and get the 
orb. ; ter out as quickly as we reasonably can. 

GEORGE ALEXANDER LA TIMES On the tail to sun and nose to sun 
portions of the flight. Are their temperature limits where if 
you got to that point before the end of the 24 hour or 80 hour 
soak period, you would consider taking the spacecraft out of that 
orientation rather than exceed a given temperature and if you do 
have temperature limits, what are they? 

LUNNEY George, I don't know what all the temperature 

limits are however, we plan these tests with our thermal models 
on the asumption that we can indeed hold the attitude that long 
for those three periods of time and we will monitor in real time 
the response of the vehicle thermally to being in those attitudes 
for those periods of time and if we begin to see anything that 
gives us any concern, we will just backout of that and go on with 
the next test. I don't have particular limits that I have in 
mind. Let me just give you one example. There was a discussion 
at one time that if we stayed in a certain attitude a long time 
and got real cold, somebody might want to fire up an APU to keep 
it warm. Well, my conclusion would be that would be not an 
advisible thing to do for example and we would not do that. We 
would rather change the attitude or in some way change the 
thermal environment that the APU was in and not go to that kind 
of length to maintain the attitude. 

re ID COLLINS CBS NEWS Was any thought given in official NASA 
to moving up the count and launching earlier tomorrow. Was that 
ever a serious subject or a subject at all? 

ABRAHAMSON Actually not. I think all of us felt that what we 
really wanted was we wanted a nice stable count one that afforded 
the crews, the launch crews in the entire system to have the, 
less stresses than we've had in the first two because that's the 
way we think we're going to have to operate, you know, on a long 
term repeatable basis. So there was never any serious 
consideration. Obviously there were, there was an option that 
was available to us but never any serious consideration about 
moving up the date. 

COLLINS How about moving it up by an hour, not a day. At 

White Sands. 





„c a little background on 
RON LOCKHART I wonder " .J™ f^St winner and whether his 
Todd Nelson who was the student contes ^ ^ wUh him 

experiment is in place. We ]ust naa 

and he seems very excited about it. ^ 

I think it goes in at T-8 hours Jt-a ready, ^s 
S.trtn^tl^r^trb&^olS In at s?orage at « 

ABRAMHAMSON I'd like to comm ent ^/SaJ^Srwhe? e^e ale* in 
position obviously to comme nt as Georg e £eel fche s 

this particular experiment, but I hope really an import ant 

excitement that I do in that I thinK tn really , i«ve talked 
adjunct to the Shuttle Program and "at it real ^ icated 
with several of these young people and they a ^ deli g h ted 

aT^ats as as tarAS-- 

the date for the next flight? 

...question,. will the late ^"^Ztlil^ 
ItI-4. was that the question a y ^^opportunity to sit 
Sown and r ay h r t h STS-f flow «ith th ; ^-return -- ha J e 

time frame for launch. 

ED SIDER SPACE 82 BOSTO, ^ I heard th«. «. t .«. l£ 

^icTt'hit'U -l3 a ;.Mr» T-.J-.V — -an waUmg 
the normal two days to Wednesday. 

pMJE we now have a " "J^'SXlS bTcor recced or 

the next day. ^ 

ROBERT TURNER ELIZABETH I AN ■««J«« le i ;Sr Hand iS^JTllSnSjy d ° 
?he White Sands Eacility be unavailable ^ here ^ 

Tended? ^lll involved in the area of the 

personnel . 


find for an AOA tomorrow. Now with respect to the rest oE tne 

would Tile to think that we could use the concrete r unway at 
Edwards and over run and be allowed to overrun f it came to 

>ult c?n if the weather was the same we'd probably opt tor tne 

b w^rrcsjsssi a taps. £* h e * r s 

the crew members too as to what they wanted to do m terms with 
what they're most comfortable with. 


PAO Okay we're going to go to Johnson Space Center for 
questions there and then we'll come back here. 

Gentlemen from Sky and Telescope. 

This is Kelly Beedy from Sky and Telescope, a question for Ken 
Kissen, if you have to end the mission early and have to do it do 
what you have in four days which OSS payloads will be most 
adversely affected, especially the ones that require Top to Sun 

KEN KISSEN I believe the high priority mission the four day 
mission that your referring to includes the full day to the sun 
orientation which would permit the solar oriented experiments to 
get there full share of the viewing opportunity. The thing that 
would suffer that we would do less with all of them, in fact 
probably the least affected would be the sun point experiments. 

PAO Over here. 

LEONARD DAVID National Space Institute, I guess for General 
Abrahamson. What changes if any to the SRBs and the aft skirt 
problem you had on the first two flights, I know that there was 
damage, is there any changes in the SRBs ? 

ABRAHAMSON I think the question was, changes to the SRBs, let 
me see the only one I can think of right off hand is we did think 
about two inches off the skirt area in the preparation of the 
flight and inside the SRB inside the aft skirt area we have added 
some bracing material from beefing up because as you probably now 
know on the last couple of flights we've had some damage to the 
equipment in the aft fa . ct area on water impact and we're trying 
to beef it up back theie to minimize the damage that we would 
sustain, that is not a flight issue, it's not a safety flight 
issue but it is more a matter of refurbishment and improving that 
the reuse of the SRB just as much as we possibly can. 

PAO Okay coming back to the Kennedy Space Center Jules Bergman 
had his hand up I believe next. 

JULES BERGMAN Glynn I'm still not quite clear on this cross 
wind landing subject. Must you get in a crosswind landing at 
Edwards or Northrup before the flight comes back here? 

GLYNN LUNNEY I would say the answer to must we is no, we would 
like to get a crosswind landing in order to experience it, 
obviously we could come back here if we didn't have any crosswind 
at all, and it wouldn't even be a subject for discussion, so if 
we were not able to get a crosswind in the next couple of flights 
we would have to decide on how much of a crosswind we would be 
willing to tolerate down here, right now our rules are, I believe 


ten knots but you know, as you know there's some reason to 
discuss that and it's just mostly at this point a matter of 
prudent program planning to try and get some experience with that 
before we come here. 

JULES BERGMAN What I'm getting at, is the fifth flight is 
presently programmed or scheduled as I understand it, to land 
back here, it is the fifth flight, if you have a crosswind of 
twenty knots or twenty-five knots does that exceed the shuttles 

GLYNN LUNNEY I don't think its so much as exceeding the 
capaibility as it is being sure that we've had some experience 
that would give us confidence, if we don't get any crosswinds at 
all and we had that kind of condition facing us here we would 
probably and I am guessing at this point, but we'd Probably have 
to reflect on what new experiences we had on STS-3 and 4 tnat 
would contribute to that but if we didn't have any we might be 
inclined to be conservative, that is and land on the lakebed. 

MORTON DEAN, CBS If there is anything short of the minimum or 
priority mission how much will Fullerton or Lousma actually do on 
the way in, is the landing profile the same whether it's once 
around turn or two day mission or a three day mission. 

GLYNN LUNNEY I would say for all intensive purposes, yes. 

CRAIG CORVAULT, Aviation Week Glynn do you want to speak a 
moment to ascent risks from the standpoint of infant mortality so 
to speak on the SSMEs, the fact that you've been through two, is 
there any way to quantify how much more confidence you can place 
in the mains now that they've flown two missions? 

GLYNN LUNNEY Well I guess its difficult to quatify that Craig, 
certainly having flown them twice is a confidence builder in 
using them again we have run a certification program as you know 
to qualifify these engines for this kind of use as part of the 
certification program we only permitted, well we applied the same 
kind of maintenance inspection procedures and replacement 
procedures that have applied to the engines here at the Cape so 
that in that sense we are flying them in a way such that tney are 
in the same family of experience that we had during a fairly 
extensive certification program on these engines. The part times 
I should say, the times that we have on the parts in the engine 
is reviewed every flight they all look like they are comfortably 
within our experience, so we are fairly confident that these 
SSMEs are going to do that job for us and will continue to do 
that job for us for a number of more flights. 

PAO Gentlemen in the dark glasses. 


nob 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 

PRESS Based on what you know about the turnaround time what is 
the quickest you may get the shuttle to fly again, 


PAGE Once we get it back here? I think we get it back 

in early April. We're talking for STS-4 now. What'd I say late 
June. That's two and a half months, something like that. Now 
that's you know based upon the mods we are aware of now that we 
have to do a minimum of problems in flight but somewhere around 
that time frame and that's without working every one of those 
days, that's keeping some open time. 

ROB ZEA When do you see the turnaround time maybe getting 

around to about a month? 

PAGE Getting down to what? 

ZEA Maybe a month, or six weeks? 

PAGE I still think that's a little ways off. We're 

going to get better each time and once we've got our full 
compliment of Orbiter's and full compliment of facilities at KSC 
we're going to be able to do a lot better and I wouldn't project 
a month's turnaround yet. 

MARK KRAMER.. CBS There was some talk this morning at the status 
briefing about unacceptable, or undesirable sun angle at the 
nominal landing time at White Sands and that was sighted as a 
possible reason for launching early. I understand you've knocked 
down the possibility of launching early, but there has been some 
other talk at other locations about high winds at that time of 
day at White Sands and I wonder if there is any consideration to 
coming down a rev early to solve both of those problems or avoid 

PAGE Mark, let me correct something I happen to catch 

that morning briefing and one of my men was the guy you were 
asking those questions of and there was a misunderstanding there 
to start with. We had never talked about an early liftoff for 
any landing reason and I think as Glynn can explain the landing 
limitation at White Sands has to do with coming in on the 5th 
orbit and the amount of light, doesn't it Glenn? 

PAGE There was a misunderstanding at that conference, 

I'm sorry it happened. 

LUNNEY I guess I would say one other thing about coming 

down a rev early, if things go well we'll have a seven days here 
to look at the situation at White Sands and if it became clear 
that an hour and a half would substantially buy us some 
improvement in the landing conditions that we wanted to setup by 
way of winds or weather there at White Sands, we would certainly 
consider taking advantage of that but that's the subject that we 
can just wait and see during the course of the mission what the 


conditions ate up there. The difficulty with White Sands in that 
Regard as a number of people have reported to me at least is that 
i( .j 0 , f,i r i v variable place, as a matter of tact, you can iainJ 

will consider that during course of the flight and it it 
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? 

pA0 we'll only take a few more questions, now, over 

here . 

Conference and offering the same kind of ctudent participation 
for the third world children? 

ABRAHAMSON Right now we're in the ^selection phase S^erln 
secondary school experiment program. That ph ase ° e 

woSld have to be addressed if we were going to broaden the 

In the upper row, here. 

ODV . M uaT T orMFPqKY from Space City Two MIT Have you 
^er^^ufuunch crewfan? special private incentives to get 
STS-3 off on schedule and faster than 1 and ii 

PAGE i think the launch team we have out here is mature 

enough and dedicated enough we don't have to offer them 
incentives to do a good job. No we don't give them any extra 

PETER ADAMS from Today Just have two brief questions. General 

Hist-E>3 =its 


ability to move an objef through space you wee en- t^to 

grapple on STS-2 and yet on STS 5 * 9 termG of 

satellites, just how far o 1 you couldn't do the 
actual deployment oe satellites tor hi& 
arm exercise the next time around? 

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

u „l. crew. I did not have lunch 

ABRAHAMSON Let me go back to the crew and we 

with either Jack or Gordy today , *J ct a * how it is tha t we can 
were having a discussion of belt make the decisions on the 
in fact best understand ^f q b * aun "f e bu ? e f or the operational 
weather, not merely foc T ^ VleaT that Florida is a rather 
phase of the program. It clea t at *i q whafc we 

unstable weather area and as we o U ut n be able fco 

need is just the best Possible way )° in ta (Qt launch and for 
decide that we have acceptab 1 J condition s r SQ that waS 

return to launch site abort , those kinds of ^ f fche 

the primary discussion and that was wiu « y 
astronauts" John and Joe Engle and others. 

PA0 Are there any additional questions? Ok, here in 

the second row. 

As the Shuttle 9-s into its ope.ationa^phase^o 

IZAIVD To ^&n?£r"'w Pretty .uch the .... as 
we've had so far? 

Well, they'll probably , get a little bit easier, but 
again, I think we're going to go kinda s i ow ^ iaunch 

certainly want have decent land ond tio n minlinum 
in case we have to RTIS. ^he range sate ty na we , u l 

limits by the way as you know here a the cape^ prob ably 
think we'll learn some things about that howeve especiall y 
still Play that ^irly conservat ve ^opportunity to go to 

since we will have during orbital 5!scuSsed here move the 
another landing site or what has been discu ^ tional 
landing time a little bit. When we g suppl ies to go a day 

flight we will probably «rry onboard enoug h a day early 

or two more than we now y o 0 f Some questionable condition 
K. SSVyf Vt^rwe°find Ttsllts trying to exercise that 
kind of flexibility. 

Ok, we'll have a final question here from the front 


p 4k PRRLAUNCIl PRESS CONFERENCE DA »1 03/21/8? Page 4 

half a million to a million and a half and I'm wondering what 
Ume ? should get out here tomorrow. What are the latest crowd 
estimates and what does it look like? 

n Woll tho Civil Defense organization makes the 

crowd estimate and my understanding is that it is 
probably between 800,000 and a million would be w. t cl i n in U 
center. 1 suggest that you get here well before daylight br.<au.,r 
I think that is the time we get the biggest 

Thank you all for coming and we'll soe you tomorrow 

at the launch. 



GEORGE PAGE Wo ,iro d isappoi "tod wo didn't hit it right at 
10:00. I'm sure you got some briefings alone} the lino about what 
that problem was, but it is a pleasure to toll you that wo were 
115 mi 1 1 i seconds early on tho .second T-0. Hut, tho countdown 
except tor tho problom wo had with tho GSC and getting it 
coitocted tho countdown wont very smoothly once wo got that 
heater fixed and most of tho things that wo talked about in tho 
way of problems after that v/oro sort of get busy kits to keep 
pooplo doing thitv):;. Wo really didn't have any bit} problems 
after that time. Tho woathor down towards T-0 was of little 
concern but, John Young flow a couple of simulated landings and 
determined that we had adequate woathor for and RTLS . Return To 
Launch Site Abort and wo qot our GO just within a couple of 
minutes of when wo had a pickup of T-0 and I tell you, once we 
picked up at that point and (jot on the ground launch sequencer it 
just wont beautiful. Everything clicked right in and when I saw 
uii qot past 11 seconds into }0 I was pretty sure wo had a good 
day going. And so far tho mission looks good. T . won't talk to 
much on that, I understand wo did have to shut down APU 3 
again. And it looks like the problem is associated with the 
cooling system that is supposed to cool off the oil and 
everything in there. 1 don't know exactly what that problem 
was, I think probably we're still going to be able to turn that 
APU on at. tho end of mission. We'll have to wait and see on 
that. Hut, I've been sort of out of touch and I haven | t heard 
any other problems since then. We were real pleased with the 
performance of the launch team. We've got some corrective action 
to take so that next time we have a problem like we had today, 
that we can react to it a little faster. I think if we'd have 
K.->en on our toes we could have gone a little sooner than we did 
nut, we didn't want to push it and all in all, I think it went 
very wel 1 . 

We thank you George. We're ready for questions now 
and do we have a question over here? Oh okay. Right here. 

George, if you were to describe today's launch with 
one word, what word would you use? You can use two. 

GEORGE PAGE I'm not too good at one worders... 

Okay take two. 

GEORGE PAGE Well just getting it off the same day was 
terrific. I think we all felt that way. 

LYNN SHURR Either George or Hugh. I wonder if you could 
clarify for us when the astronauts were awakened and when they 
found out. There were two different reports as to what time they 
got up or whether they woke up by themselves. 

GEORGE PAGE Well I'm not sure. I called their coordinator over 

there when it became obvious that we were not going to be ready 
for them at the planned time, and we had talked over how much we 
should slip in the block house there and we had chosen and hour 
and I told them that it looked like we were going to slip and 
hour and don't wake them up. The way he put it to me was, we 
told them don't set any alarm clocks, therefore, we'll wake them 
up when the time comes. Now I don't know whether they were up or 
whether he woke them I can't tell you. 

HUGH HARRIS I don't know either. We didn't hear. They were 
supposed to be awakened at 6:10 and I think they might have been 
1 1 m not sure . 

There's a question right here, 

GEORGE PAGE I'm not sure the exact time I was trying to 
recall. I believe it was somewhere, oh boy, had to be 7 8 or 9 
minutes, somewhere in there. I'm sorry don't quote me on that. 

DAVE DULING George, have you gotten any performance numbers 
back on the engines and the boosters and any figures on the 

GEORGE PAGE No Dave, I don't have any of that information... 
I missed the last part of your question. 

Even a qualitative readout. 
GEORGE PAGE No I don't have anything at all. 

CARLOS BYERS Houston Chronicle George, I know you haven't had 
too much time to digest the APU problem. Do you have any inkling 
of what the matter is and is it in the same sort of a filter 
plugging situation as you had before. 

GEORGE PAGE No we're at this point I think we're pretty sure it 
isn't that. I think it has something to do with the cooling 
system, not the oil system, not the filter. God, I hope it isn't 
I'm almost certain it isn't that. 

PETER ADAMS Today Yes, Mr. Page, two questions. One, did 
you get any medical data back from the astronauts how they 
responded to the launch, any heart beat rates anything like that 

GEORGE PAGE No, again I fouled up I should have checked that 
before I came over here. I got a little busy and I don't have 
any of that data. 

DWIGHT POWERS WHHY With the APU problem, do you preceive 
pushing back the launch date of STS-4 any further than the July 4 

GEORGE PAGE Not at this point. T don't, don't quote that July 
4 either. We're still hoping for a late June launch. 

REGGIE TURHILL The start of the flight seemed much more 
vertical today than on STS-1 and 2. Was there any difference or 
was that just the cloud effect. 

GEORGE PAGE No I think that trajectory was the same. It may 
have been that the drift that the exhaust plume took which kept 
it underneath the flight plan may have given you that 
impression. I believe the pitch over and everything was about 
the same. 

HOUSTON CHRONICLE More APU stuff George. Do you expect, is 
there any indication that this could cause, will have any effect 
on the mission? 

GEORGE PAGE No 1 .'on't believe so. We don't need APUs again 
until we reenter and regardless of when we reenter, we'll have 
whatever APUs and we can reenter on two very easily. But I think 
we'll have three. 

MORTON DEAN George are these brand new APUs or did these fly on 
the second mission as well. 

GEORGE PAGE We replaced one I believe Morton. 
MORTON DEAN Was this the one? 

GEORGE PAGE No I don't think. I thought it was APU 1. But, I 
wish I had some of the experts with me. 

MORTON DEAN You don't know whether this one flew on both 
missions. Or do they change them all after the first mission or 

GEORGE PAGE No, I believe we just changed the one and I'm sorry 
I don't have that data for you. Yeah, I think it was number one. 

GORDON HARRIS George, you've had some potential bidders for a 
launch processing contract watching your work for STS-3. Will 
that continue for STS-4. 

GEORGE PAGE Gordon, I believe that KSC is offering that 
opportunity and I don't know where it stands. I don't whether 
the potential bidders for that contract are all going to stay or 
not . 

Could you have the values for the over temperature 


GEORGE PAGE The over temperature on APU 

No not in the APU in the ground support equipment. 

GEORGE PACK No I don't know, I'm not sure what that was. It 
actually it was a false indication. It was an over temper ature 
protection circuit which in error said we had an over temper ature 
and therefore would not allow us to turn the heater on. We 
simply jumpered out that over temper ature protection and it 
operated normally. We did get the heat on and the system 
operated normally. 

By the way, we just had an input from Houston on 
the heart rate. The Commanders heart beat was 132 and the Pilots 
was 92 according to the data that we have. 

BRUCE PRECORD Astromodia Is it correct in assuming that the 
defective APU will be replaced by one from Challenger. If so 
will this be the second one taken from Challenger. 

GEORGE PAGE Well, I couldn't tell you on that. I thought the 
last one was a new one from the vendor. I didn't know it was out 
of Challenger. And I think it's too early to speculate on that. 

TERRY VALENSK I Canadian Broadcasting Corporation Last time on 
the first two flights, in fact, there was some concern about what 
seemed to me to be less cloud on the launch pad than we had 
today. Are you now less concerned more confident that you can 
take off in worse conditions. 

You're talking about the weather at lift off. 

GEORGE PAGE No we still, the main concern is having good enough 
weather so that if we had to abort and return to the landing 
field here at Kennedy Space Center that we could adequately see 
the landing field for their approach. And that's really the 
governing factor and each time now we've relied upon judgement of 
the pilot that flies the simulator and comes in on a simulator 
approach. And this time John Young did it from both 
directions. I believe he determined that at the time of lift off 
that coming in from the southern direction was the clearer one 
and that was the instructions that were given to the crew and 
that was the information was put into the computer that we were 
going to come in from the south. 

CHUCK VICARO Sage News George, after, I couldn't get this 
question answered yesterday at the Experiment News Conference, 
they told me to ask you. After the nose to sun alignments when 
the Shuttle goes into the bar-b-que mode, will the radiators and 
flash evaporators be shut down to test the effectiveness of that 

GEORGE PAGE I'm sorry, I'm not that familiary with the flight 

CHUCK VICARO Okay, thank you. 

Okay we only have a chance for a couple of more 

questions. Mark Kramer. Mark changed his T-shirt. 
Your right. 

MARK KRAMER George, was there anything about the launch other 
than the APU problem that was not normal or out of limits. Do 
you have information on the dynamic or rather the over pressure 
situation at launch that you experienced on STS-1. 

GEORGE PAGE I don't have any data on it Mark. I suspect though 
if it had boon anything different, I'd of pronably heard 
something. I didn't ask that question specifically. But I don't 
know of any other significant problem associated with the launch. 

MARK KRAMER Okay thank you. 

REGGIE CURNHILL Rack to the APU I'm afraid. You said you hope 
to have three for landing. Does this mean they'll be started up 
periodically during the mission to check them out. 

GEORGE PAGE I'm sorry I didn't hear that last ....will they 
start them during the mission to check them out? I doubt that, I 
think they'll wait until the planned time just prior to reentry 
because I believe I'm pretty sure that we can land adequately 
with just one. So, I'm sure of the three one of them is going to 
be working. Probably all three. 

When can we expect a planned landing in Florida. 


How soon can we expect a planned landing in 


GEORGE PAGE Oh, I think it's the baseline is STS-5 isn't it. 
Yes. STS-5 and it will depend upon what we, do we get what we 
need out of this one and the next one. 

PETER DOMINOSKY FM ... radio What impact will the change of 
location and landing to White Sands have on the scheduling of the 
next launch date. 

GEORGE PAGE We haven't sat down and figured that out. I think 
what we'll do is wait until we know for sure when the orbiter 
will return here. I think today looking at that schedule based 
upon the original return date, we had some contingency in the 
schedule where we could absorb some slip. So, I'm not ready to 
say yet that we can't make the final week in June. We're just 
going to have to wait and see. 

Does anybody have a 5 second question. Thank 
you. Thank you all for coming. Wait a minute. George wants to 
say something. 

GEORGE PAGE I just want to say before we close. You know I 
come out to these press briefings a lot and we have a successful 
mission like this and you read the newspaper where NASA did this 
and NASA did that. And, whenever we have any problems you read 
where this contractor fouled up that and this contractor fouled 
up that. I just want you all to remember this is a combined team 
over here and I wouldn't be here sitting feeling good today if we 
didn't have a bunch of darn good contractors out there doing a 
fine job for us and I don't want to go through the list of names 
of them because I'm sure I'll forget somebody, but I'm very proud 
of the team we have and we those of us in government that are 
lucky enough to be involved in it, we wouldn't he able to do a 
darn thing without those contractors helping us. So if you get a 
chance, put a little word in about them. 

Thank you George. 



Okay, let's get rolling here on a change of shift briefing with 
the offgoing Flight Director, Neal Hutchinson, going over the last 8 or 9 
hours of STS-3. Neal. 

Well there isn't really a lot to go over. We apparently as 
opposed to the last time out have really got a gem going here. We don't have 
any big anomalies. Hie vehicle's cooking real good, the crew is doing very 
well, and we got through all our afternoon and evening events without a 
hitch. The crew is running a little bit behind time some of the time but in 
general we executed everything we wanted to do today, I believe right down to 
the last INT. We got every single thing done in the flight plan that we 
planned on today and we're looking forward to a really busy schedule 
tomorrow. First thing in the morning we'll be taking the arm out and from 
then on for the next 5 or 6 days we expect to be extremely busy and there 
isn't anything going on in the vehicle that is going to prevent us from 
executing the flight plan as written that we know of. And I don't have 
anything else to say but that. I think that if anybody has got any questions 
we'll be glad to try and answer them. 

(garble) let's go to questions. Do we have a mike handler 
tonight or are we just going to wing it? Okay, yeah, will you catch the 
gentleman over here. 

PAUL FRENCH. . .VOICE OF AMERICA. .. Neal, about an hour ago, Jack Lousma told 
Sally that he wasn't feeling too good earlier today but he was feeling fine at 
the time. Was he referring to the effects of weightlessness? 

Yeah, I think Jack wasn't feeling too swift some of the time 
this afternoon and he's feeling a heck of a lot better now and we think 
(garble) he's going to be fine and he'll do a great job. 

Did he take scopetec or something? 

Yeah. Let's see... I think he took two, two scopetecs. 
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. 

ERICK ENGBERT. . .CBS NEWS... What can you tell us about what was discussed in 
the private medical conference. 

Nothing. Nothing in particular that I think is... we had a 
standard private medicon today. What time was it Terry? 

It was around 6:30, 7:00, something like that. I don't remember 
the elapsed time. Probably around, I don't know, 5 (garble) 

And nothing extraordinary out of that. 

Hov sick was he? 

Oh, he wasn't sick at all. Jack I think (woozy garble). Yeah, 
he was slightly nauseated. He took I scope tex and he had a small amount of 
nausea just after he took his second. The scopetex were planned about 4 hours 
apart 1 believe and he had a good fluid intake and was feeling much better as 
the day wore on and by the time we got to this evening I think as he indicated 
on the airground just before he went to bed, he felt pretty much back to 
normal. I think the thing we gotta remember here is this kind of thing is 
something that we've seen before. Seme guys are more susceptable than 
others. I think Jack... I think we all kind of expected we might have some 
small problem. I think it's over with, you'll never hear another thing about 
it, and I think you'll find tomorrow morning that Jack wakes up and is rip, 
ready, and r?.ring to go. I think he was rip, ready, and raring to go tonight 
as a matter of fact if we would have wanted to keep talking, he would have 
kept right on jabbering along. I just don't think it's anything worth talking 

Here in the second row, third row. 

WALTER BAGLEY. . .ROITERS. . .Did Jack have a similar experience 
when he flew Skylab? 


So you kind of anticipated it because of his previous... 

Well I think it's kind of hard to anticipate those kind of 
things but we and he certainly were aware that the potential was there for him 
to not feel too good for awhile. You've got to remember that... I don'"- have 
any read> statistics on it, but I'd guess that probably half the guys that 
have gone, early on in flight have had some feeling of fullness in their head 
and seme uneasiness in their stomach and some of them react to it differently 
than others. The Skylab situation of course, we felt like the volume that was 
available to move around in had a lot to do with it, aggravated it because it 
was a lot easier to get a lot more motion. The Shuttle is a pretty good size 
vehicle too in terms as opposed to Apollo and but again I think you ought to 
be aware that none of us think this is going to have any effect whatsoever on 
the flight. It hasn't had any effect if you were listening to the air/ground 


This afternoon, you noticed that Jack was always there and always working and 
always doing something and I think tomorrow you'll find him completely 

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

On the checkout of APU Number 3, when may we expect this power 
unit possibly being checked out for use on ascent or descent rather? How many 
days into the flight? 

Well, first off we haven't decided if we're going to do that yot 
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 Lhe APlTs and we 
normally use Number 1, and it is possible that we could iecide to use Number 3 
instead for the express purpose of confirming what we a\l believe to be the 
fact and that is that it doesn't have a cooling probler.i and isn't goinq to 
have a cooling problem for entry and you'd just like to make absolutely 
positive it doesn't. I really think there's probably going to be a lot of 
conversation about that subject and I wouldn't look for us doing anything for 
several days, if at all. 

Front row right here. 

of debris on the nose area. Doesn't that being rather noticable, being 
ejected as described. Isn't that a little strange. 

No, I don't think so. For one thing, Jack was describing where 
it was going. I don't remember the particular attitude we were flying at at 
the time. I'm not at all sure that it was coming from the nose. He was 
describing it as he looked out over the nose the direction the particles were 
going. As a matter of fact, I think one time I recall him saying something 
about a wing tip or it was coming up over the wing tip. There were some 
people in the Control Center 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 some 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 on orbit and 
ah. . . 

Is this still early on? 

Oh yes. Definitely. As a matter of fact, when Jack was doing 
some describing of what he was seeing there a couple of passes before he went 
to bed, Crippen was standing behind me and said that sounds just like the 
stuff we saw. No one's concerned about anything coming off the vehicle or 
anything like that. The RCS jets of course, the hypergolic reaction, one of 
the byproducts is some water. We probably ... the water boilers probably aren't 
evaporating any water so the water boilers aren't going. But I don't think, 
there doesn't seem to be any concern anywhere about what it is. They are 
probably ice crystals. 


Any further questions here? 

Could you explain 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 
to be. 

He's got an early turnaround. He's coming back at 6:00 a.m. is 


Yeah, that's not the least... When we got off an hour late, what 
we did was shift everybody's shift schedule one hour in terms of Central 
Daylight Time. I went on a little early today, so Tammy 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 comes back into Control 
Center. We are going to relieve the team who just relieved us so you know, we 
did it a little early. That's all. 

Are the shifts going to be (garble) 

No they will be very... once we get going in this, first couple 
of days we have a kind ot a whifferdil that we do where a team has to leave 
the Control Center then come 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 
have entry opportunities and once we get into the sequence which happens 
basically at the end of the third day, ws'U be repeating a very similar, all 
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 oncnnsole 
days. So the briefings are not uniform at the same time. 

(garble) whifferdil 

You want to explain that? 

Lack of 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 come right back again. That's my definition of a Whifferdil. 

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

One last thing. Can you wa]k us through the exercise of the RMS 


In general, I could if I wanted to open the flight plan and go 
through a great amount of detail but basically we're going to power the arm up 
in the morning, we'll 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 
to roll the arm in and out. We're going to pick it up, of course, without 
anything on it. All the arm work tomorrow is what we call unloaded, no 
payloads 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 


the data on the dampening characteristics of the arin. One test tomorrow, 
which is very similar to one we are going to do on Wednesday, with something 
on the arm, we're going to have it parked at a position and fire the big RCS 
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 
redundancy capabilities in the arm. That's a pretty good overview. The 
entire morning is devoted to armwork. 

Okay. Anyone else? Okay, one last one up front here and then 
we're going to shut it down. 

Why is there only one scheduled TV downlink? I see from our 
schedule here (garble) 

You mean tomorrow during the day? I can't answer that. PAD TV 
requirements of course and TV requirements that we're doinc for our own use 
are all preplanned and... I can toil you the general reason why. Whenever we 
are using the FM links to transmit television to the ground, we can't use them 
to dump data from the tape recorders and (garble) Oh yes, very definitely and 
that's what limits the amount of television we can provide and that whole plan 
has been coordinated. As a matter of fact, we are using the recorders 
absolutely filling them up and just barely staying ahead of the game the 
entire flight gathering data and that's exactly correct. It's a trade off 
between the digital data and the TV. 

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

very much. 



STEVE NESBITT Okay good morning and welcome to our Change of 
Shift Briefing. This morning we have with us Harold Draughon I 
hope and he is the Flight Director for the Crystal Team which is 
just coming off duty and were on during the night and I'll let 
Harold take it from here and explain some of the things that have 
happened on his watch there and I'm sure you have some questions 
about some of the recent events here. 

HhROLD DRAUGHON I'll give you a brief overview of the activity 
on the time I came in last night and then you can go into detail 
on any one you choose too. The systems problems that you 
normally expect to find everytime were extremely light covering 
also the ascent day. We came in last night with hardly anything 
at all to work on and in fact, the big task of that particular 
shift is to put together any impacts to the ongoing timeline for 
the failures you've had during ascent phase and in the first 
flight day. There was not a single change uplink this morning to 
today's planned timeline because of any systems anomalies or 
problems we've had held over from yesterday. Very briefly to hit 
those things that we were pursuing, the in the vehicle systems. 
I think you all have been told a couple of times about the one of 
the APUs, the water spray boiler on API' 3 did not control during 
ascent. The lube oil got a little warm in it. We cut that guy 
off. We're still evaluating when would be the best time to bring 
that APU back up if it is going to be required at all to check 
out the controller on that unit. There are a couple of 
opportunities that are availble to us. The most likely one, but 
we really haven't picked one yet, but the most likely opportunity 
is on the day prior to entry. On that day it's a normal routine 
event to bring up the avionics sensors, the tack ends, the 
altimeters those kind o r : things and do a check out on those 
things. Then again on entry day, there is a thing called FCS 
check, a Flight Control Systems checkout. There we repeat this 
LRU checkout of the avionics. But, in addition to that we bring 
up one APU as a normal course of events and wiggle all the 
surfaces much like preflight in aircraft on the ground. So, we 
could either elect to bring up move that APU start back to the 
day prior to entry and do it there or we could just select that 
APU in the entry checkout preentry checkout if we chose to do 
that. If there was that much concern about that particular 
APU. That decision is still being discussed and has not been 
made yet. During the night, we I think you are all aware that 
one of the main thrusts of this flight are the thermal additives 
that we're going to spend a lot of time in that are designed to 
stress the design of the vehicle. We are currently in a tail sun 
attitude and we anticipated having to do some work as far as 
adjusting caution and warning lir.iits that we have in the 
vehicle. These things are normally set to be sensed by the 
computer and give the crew an oral alarm anytime a system were to 
get outside of a fairly normal operating range just to alert them 
to go look at it. We on the ground, if we see something going 
out of range and it's not really a systems issue, it's something 

that you'd like to be alerted to if you were awake, but it's not 
something that's enough or dire enough that you need to wake a 
guy up if he's asleep. And we saw those approaching on a few 
parameters and we have the ability to command a change of those 
limits to the onboard software. We use that on, I can't remember 
exactly, but they were about 16 parameters. Some of those were 
in the OMS RCS interconnect and crossfeed system in the aft end 
of the vehicle. It turned out those were not related to the 
thermal attitude, but to the heaters in that system regulating a 
little bit differently than they did on flight two. And in the 
RMS system the RMS on flight two we were in a much warmer 
attitude for the RMS than this tail sun attitude which completely 
puts the bay in the shade and the RMS in this cradle position 
there is completely in the shade. So it's a little colder than 
anything it saw on flight two. There are two sets of heaters, 
redundant sets of heaters on the RMS and we'd expected those guys 
to regulate the temperatures on that system between 14 degrees 
and 42 degrees farenheit. The instrumentation that we had was 
indicating that the temperature excursions were running something 
on the order of 1 degree to about 24 degrees. It's well above 
any real concern that there's a hardware limit at -50 degrees 
that way you'd begin to get a degree of concern about the 
hardware but it's you can see it's the place that it's regulating 
at and there was really no real concern. It's just something 
different than what we expected. We did intervene and change 
those limits to avoid waking the crew up. There are a number of 
reasons why it might be doing what it's doing. The most likely 
is that the temperature sensors are not colocated with the 
transducers that are regulating the heaters and we are measuring 
these lower temperatures some distance away from the heaters are 
really regulated. So, it's not really a concern. They guys are 
planning to press on this morning and go into their normal RMS 
operations. The one of the IMUs it's normally inertial measuring 
units to have to adjust accelerometer biases and gyro drifts in 
the number 3 IMU both the x and y accelerometer had a bias change 
during the sleep period. And it if you deal in statistics it was 
about a 6 sigma change, but what that means is we have the 
ability to put a number into the software that adjusts the output 
from the hardware or any set variance from accurate data and so 
we did that after looking at the outputs for about 2 revs. 
Figured out what the new regulating point was and put in an 
adjustment for it that's has indeed compensated for that 
accelerometer. So it's in the system, it never did get big 
enough. There is some other software that impairs all three IMUs 
to each other and if one of them starts to disagree from the 
other two it will quit using that one. We never came near a 
limit like that and now that we've compensated that particular 
output there is no issue with it at all. Their only remaining 
concern is that it might change again and we'll just keep an eye 
on that. As far as consumables are concerned, we launched with 
enough to fly the full duration mission plus a 24 extension 
should you ever need it. That's common practice with us. We are 
well ahead of that plan this morning when I left the control 
center so we have plenty of consummables . We're slightly ahead 

of the plan that we had as far as the surpluses we have on 
board. One late development was the tile issue that some of you 
may have heard about this morning. Jack repoted to us that they 
had noticed three tiles or three areas where tiles have had some 
come loose and it's in front of the windshield and between there 
and the nose of the vehicle. There are roughly three areas on 
the left and three additional ones on the right. So, it's kind 
of a late developing thing and we don't have all the details 
yet. But, we do know that there are three areas involved. I 
worked on the tile team that worked day shift on flight one. I 
happen to know that that particular area of the vehicle is 
thermally quite benign, so there's not a real concern with losing 
a tile in that part of the vehicle. The one of the things that 
could have led to the tile coming off would be impacts from 
anything coming off the booster during ascent. We are planning 
to take the RMS system sometime either today or one of the days 
coming up and do a survey of that part of the vehicle and see 
what other damage there might be up there if any and just really 
to get a good idea of what's going on in ascent. One reason for 
doing that too is that once you land again, you have a some 
possibility or probability of kicking up loose things on the 
runways, particularly landing in lake beds, and you get some more 
dings in the tile out there and you like to separate out what's 
happening on landing versus happening on landing so that you can 
figure out ways to minimize both of those things. Till you know 
which one is doing it to you it's hard to figure out how to fix 
it. So, that's one of the motivations for going into it and 
looking at the damage and trying to quantify it. The crew status 
Jack slept upstairs last night in the crew seat. Gordo slept 
downstairs. Gordo got a much better, evidentally a much better 
nights rest than Jack did. He had some interference that was 
coming with the radios at one point in the orbit, and it woke him 
up a number of times. We don't yet know what that again that 
came in the second pass after they woke up this morning so we 
have not yec worked that issue. We will go back and look and see 
what's in that area and try to pin point the cause and if we can 
do something about it. But, the only option he had last night 
was either to put with it or to turn the radios off in which case 
he would not be listening to any ground call that we made and so 
he did not turn them off. He slept with that hinderance. Also 
during the night, on the last flight the crews got a little 
colder than they liked during the sleep periods. One of the 
reasons is that where they slept they were right under some 
exhausts coming out of the air handling system. This time we 
readjusted the environmental system to combat that and hopefully 
make them a little more comfortable and evidentally we overdid it 
just a bit because they wound up instead of being colder, they 
wound up warmer. And then about an hour and a half after we put 
them to bed, we got to San Diego site and there is some things 
you can look at you can tell when they've been up and been 
accessing the display system, we say evidence that at least one 
of them had been up and readjusted the flow rates between the 
freon loop and water loops which is another way of balancing the 
air temps onboard. So they had started to sleep, got into a 

little thermal concern and or discomfort and got up and 
readjusted it and went back to bed. It's not a big deal. As far 
as the scientists are concerned, all of the experiments in the 
bay have been activated and a number of them have already taken 
some data. I'm not the world's biggest expert on the details of 
those guys, but I know a little bit about it. Several of them 
have taken actual science data and when I left this morning we 
were bringing on the PDP a little earlier than had planned this 
morning and everything seems to be cooking along really well. 
That's about all I have. Right now to restate what I started out 
with, the plan today is to do the exact published CAP timeline 
that you all have copies of. So we expect to execute that 
timeline today. 

STEVE NESBITT Okay we'll take questions first here at Johnson 
and then we'll move to the other centers and come back and finish 
here. Sylvan Rodriguez. 

SYLVAN RODRIGUEZ I'd like to ask you about the tile question. 
Did you say three areas and next you said there were three areas 
on the left and three on the right. Is that six areas? 

HAROLD DRAUGHON Six areas all together. 

SYLVAN RODRIGUEZ And how many tiles. 

HAROLD DRAUGHON Sylvan we're not haven't finished the survey 
yet, but there was not an area that had more than one complete 
tile gone from the preliminary report we got from Jack. There 
was one complete tile from one area and then some pieces of tiles 
at two other areas on his side. 

SYLVAN RODRIGUEZ Are they in an area that could have been seen 
as a matter of common practice outside the windows. 

HAROLD DRAUGHON You would think that and that's one of the 
first things that occured me. I talked to both Crippen and Truly 
and they said that that area is very difficult to see because 
you've got to bend over the forward eyebrow panel in the cockpit 
and get your head right up against the window in order to look 
down over the nose. So it was not unusual at all that the crew 
didn't notice that until this morning. 

LYNN SHERR ABC Along with the tiles, I wonder if you could 
show us on the model exactly where it is. And also tell us when 
they discovered it and what they said when they discovered it. 

HAROLD DRAUGHON They noticed it this morning and one is along 
in here. There are two pieces back in here. There is another 
one over here and frankly Gordo description wasn't good enough 
for me to locate the other two but, they're out In this area 
someplace. Two pieces out in here. I marked up another, if I 
can find it, I marked up another one that's probably a little 
better representation. This one tile, incomplete one here, two 

pieces here, one here that's adjacent to these RCS jets upfront 
and then two on the side that I just couldn't pick... 

Can you explain what you mean by thermally benign 
as applied to the area where the tiles are missing. 

HAROLD DRAUGHON Yeah, this, in reentry, which is what you worry 
about when you go through the thermal region up around Mach 20 
those high speed parts of the entry, these areas in here get 
extremely hot. This area up in here and the top here and back in 
here is very shielded from the airflow and the plasma of the hot 
gases wrap around the vehicle, this area up here just doesn't get 
the hot . 

STEVE NESBITT Okay if I don't call on you by name, be sure to 
state your name and your affiliation. We'll back to you on your 
followup in a minute. 

REVE COLLINS CBS NEWS Can you tell me, you mentioned that you 
may do it today, you may do it tomorrow. Has a decision 
definitely been made to use the RMS and make the survey. 


REVE COLLINS On the subject of the interference in Lousma 
headset in the northern latitudes I think he said. What's the 
positive reason for that. 

HAROLD DRAUGHON You mean what's the best guess. 

REVE COLLINS Yeah. He has one, I wonder what yours is. 

HAROLD DRAUGHON Some ground radar, some ground source. 

REVE COLLINS On our side, this in this hemisphere. 

HAROLD DRAUGHON During that part of the 24 hour day, the 
northern part of the ground track is over China and Iran. 

CARLOS BYERS Houston Chronicle I've got actually about three 
questions here. First is following on the noise. Is that what's 
commonly described by shortwave operators as woodpecker. 

HAROLD DRAUGHON I'm not familiar with that. I don't know. It 
was not distinguishable conversation. It was noise. 

CARLOS BYERS Sharp pulse noise. 

HAROLD DRAUGHON He did not describe it as such. 

CARLOS BYERS Secondly, particles, there was a mention of cloud 
of particles streaming back. I'd like you to comment on what the 
source of those might have been and thirdly, what's the status of 
the hitch hiker they picked up in Florida. 

HAROLD DRAUGHON I don't know what he.... 

STEVE NESBITT The fruit fly, the bumble bee... 

CARLOS BYERS No, no no. There was a report that a fruit fly 
slipped onboard during the egress procedures in Florida. 

HAROLD DRAUGHON I guess it's a good thing they're not landing 
in California, they wouldn't (laughter) put us in quarantine. 
Let's see, what was your first question. The particles. That 
report I read it briefly and the handover was on the shift prior 
to mine. It most likely is ice or moisture that is baking out 
out gassing from the vehicle that came in from the launch 
phase. That's just an educated guess. It is not coming from any 
source such as our cryo tanks, water tanks, or fuel cells. It's 
not coming from the vehicle as a source. As, not as an internal 
something we stored on board. We've got much too much 
instrumentation to let something like that get by us. 

ALBERT SAILSTED Baltimore Sun When you use the arm today to 
inspect the tiles, number one you'll be using the television 
cameras on the arm and number two will it look all over the 
outside of the vehicle or will it just be looking at the nose. 

HAROLD DRAUGHON I image that those issue are still being 
discussed, in fact, right at this moment. I imagine that we will 
look beyond just the top part of the nose, but to what extent I 
don't know. I don't expect that we would do a complete survey of 
the vehicle. There is no reason that they would need to do that. 

PAT DOLEN CNN Will the necessity to inspect the tiles with 
the RMS put the crew behind schedule in any way. 

HAROLD DRAUGHON No £nd to what extent it's obviously got to 
occupy some time. There is some days where it is easier to 
accommodate than others. This afternoon would be a good day to 
do it. There is some free time late this afternoon that we could 
get in there and it wouldn't take that long. We have, you know, 
like most things like this, we've already thought about the 
potential that you might want to use it someday so we developed 
some rudimentary procedures, nominal kind of procedures that we 
use. Those procedures are on board so it's not something we've 
got to go and figure how to do. We already know how to do it. 
Exactly what to do. If we could figure out exactly where we want 
to look and what parts of the vehicle, that has to be done 
first. And then direct the crew to the right parts, right 
procedures and then just get it scheduled with some TV. Tomorrow 
would be a less optimum day to do it. The day after that would 
be a great day to do it. There are some holes, there is some 
vacant places in the timeline on that day that would fit in very 
nicely. But, it would if we get it all put together I imagine 
we'll do it this afternoon, but that decision has not been made. 

Lousma, did he say that he ...... . 

HAROLD DRAUGHON Not this morning. He didn't say that. 

PAUL REESER The medical report that we got last night chose not 
to mention that Lousma experienced some nausea. I was wondering 
if you could give a few details on that. How many pills he had 
to take, was it profound nausea, complete with product or what. 

HAROLD DRAUGHON I can't get quite that medical with you, but he 
had nausea yesterday. As far as I know there was only one 
occurrence. He did take some medication, scopedex was the name 
of it. He reported last night just before he went to bed, before 
we put him to sleep that he was feeling much better. This 
morning he again iterated that he was feeling much better. We 
were considering having another medical discussion with him this 
morning and there was no need for it, so we didn't. He has been 
advised to continue taking the scopedex throughout today and will 
probably discontinue it after today. 

How about Fuller ton. 

HAROLD DRAUGHON Fuller ton had no nausea. Did not throw up at 
least. It's not uncommon for different we run a lot of tests 
preflight on all the crewmen and on a lot of test subjects to try 
to figure out different peoples sensitivity to motion sickness. 
And everybody varies. Not only do they test all the crewmen and 
they test different medication on the crewmen and Jack, we all 
knew that Jack was more susceptible to motion sickness. And some 
of the other crewmen if you go back in your records, you'll see 
that in Skylab, he had the same problem early in the flight and 
gradually got over it. Yes he did. 

Was it just Lousma that experienced the radio 
interference. How many revolutions did he here is on all the 
revolutions. Is it still going on and could you explain what the 
reference was to radar that you made. 

HAROLD DRAUGHON The only one that would have heard it was Jack 
because the sleeping arrangements for this flight normally are 
that one crewman will sleep downstairs off the headsets. The 
other crewman is going to sleep upstairs in one of the crew 
chairs so he's near the, our COMM systems both upstairs and 
downstairs but only one guy is going to stay on the headset. So 
Jack is the only one who would have heard it. Had Gordo been 
plugged in he would have heard it also. His general comment and 
you know we didn't grill him about it, but his general comment 
was that each time he went through the most northerly part of the 
orbit he heard it. Now, whether or not that means every single 
rev or not I can't say, but most of the revs to the northern 
latitudes, he heard the interference. 

PETER LARSEN CENTINAL STAR Did Fullerton sleep strapped in his 
seat or did he use that upright sleeping sack. 

he did. 

JOHN VAN Chicago Tribune 

roi S k s m on n ^e T^Tee, M rowing or?. * That wasn't dear. 

our simulations h-re ^% £ °^ n ™*s ^ nd giving us alarms and 
try and do a good D ob of tr eking us an y ^ ^ gQ 

that defeats us when f /° . fc qe e 6 US fight that problem 
off. And Jack is used to that, -ing ^ ^ a single 

during the simulat ons. ^ s ^ e the crew, 
occurrence or an aiarm ma*. 

LYNN SHERR ABC Bac J .on theti 1...,. l^,™^ ."ll* Jack 

HAROLD DRAUGHON Oust about *V s,t h e, -°i- t *p* nt 
they woke up and the attitude you attitu de. So it's not a 

very soon after going to the tai V?u" ? tnere and particularly 
surprise that they didn't even look out there a p ^ ^ 

get their head real ^^f^if^^he second pass after we woke 
?he front. So this moc ^ g .^^s And they just said hey, 
E5S?.?S £« ^s^sHon and^ack'told us about his side and 
then Gordo described his side. 

STEVE NESBITT Let j. ^^0^0^/0^ in the"?^" 
?hey described the missing t.les. 

PA UL REESER Spj.R.n, o< ^oso words Would Y-interpret 
S.^^RinS^ch^S or^aKedVf fro* the top. was there 
a color phase change there. 

HAROLD DRAUGHON He Ji-^t d..« ^hat I know^hat ^ou • re 
talking about. He 6 i olqo t t cfc fc tne 

that out when we get the RMS out tnere. e fchat ifc 

two places that they descr ^complete ti s described a« 

ricr s b and C Ttarrrtangd^ e pie?;s coming out and they piobably 
did not come off to the sep. 

PAUL REESER M» these tile, that are ....In,, are they the low 
density tiles. Everyone of them. 

HAROLD DRAUGHON Yes they are. They're undensHied white tiles. 
STEVE NESBITT And he did refer I thin. In one case to 3/16 of 

an inch depth and another case of 1/4 of an inch. 

HAROLD DRAUGHON Yeah, he did describe the depth of them. 

STEVE NESBITT I think we'll go ahead and go to Kennedy Space 
Center and we'll come back here to finish up with questions. Do 
we have any questions at the Kennedy Space Center. 

DICK LEWIS Chicago Sun Times I have three short questions. 
Concerning the tiles, you indicated that they might have been 
damaged by something coming off the booster did you mean to refer 
to the ET. 


DICK LEWIS Okay. That would be ice presumably. 

DICK LEWIS How did Jack Lousma that. Did he go forward and 
peer through the windshield. You indicated this is a difficult 
area to see . 

HAROLD DRAUGHON Well, it's not difficult once you get your head 
up there. It's just not a normal place that you have any reason 
to go to. I imagine they were just going around and looking out 
all over the place. We had asked them about to make to 
assessments for us and report to us back. One was you already 
eluded to the ice and stuff that you see coming by the windows 
during ascent. We routinely have them give us a summary of what 
they observed during ascent in those regards and after flight 
one, we barely would ask them to take a look at any tile that 
they car normally see from the windows all around the vehicle and 
they do vhat. 

DICK LEWiS Which camera on the RMS will be used to make the 
survey. Is that the wrist camera and is that a black and white 
or colled. 

HAROLD DRAUGHON It's black and white and I'm fairly certain 
that we would use the wrist camera. 

DAVE DULING HUNTSVILLE TIMES Would you describe the video 
problems that you'ro having with the rest of the TV system on the 
bird. I've heard them say I think it was Charlie camera was down 
and I have not seen too much video so far. 

HAROLD DRAUGHON Starboard camera is the C camera. I haven't 
seen any .... 

STEVE NESBITT I'm informed that that's the only problem we had 
was that particular camera. 

JAMES WILKINSON BBC You said that the interference on the 

headset occured when, they were flying over Iran and China. 

HAROLD DRAUGHON A general area of the world. I don't know 
exactly where they were . 

JAMES WILKINSON Is it the sort of interference that might be 
caused by ground radar tracking the orbiter. 

HAROLD DRAUGHON That's certainly one possibility. 

JAMES WILKINSON Do you think that is the most likely 

HAROLD DRAUGHON I imagine you can make a strong case for that. 

Do we have any additional questions from Kennedy. 
That wraps up the question from KSC. 

qTPVE NESBITT I understand we don't have questions at any of 
?E V 5th!? £S* centers so we'll come back her ^ Jo the Johnson 
c narp renter Do we have any more questions here? Okay, it not 
we'U caU the beefing to a halt and thank you all for coming 
out and thank you Harold. 



PAO This special briefing from the Johnson Space Center 

is being held to explain the loss of tiles we've had today on the 
orbiter. This is Tom Mosier, Deputy Manager of the Space Shuttle 
Orbiter Project Office here at the Johnson Space Center and we 
have passed out a statement to you. Tom, I guess you were 
responsible for writing it, and if you'd like to take over now 
with 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 missing. 
It's in the forward fuselage region of the orbiter just forward 
of the cabin. All these tiles that we see missing in that regijn 
which we've observed with the television camera from the Remote 
Manipulator System, the RMS, and from the crew description is we 
have about, it looks like approximately 25 tiles missing in that 
region. I'll talk through that area and then I'll go to the 
other region. Temperatures £ia<5ed on predictions from STS-1 and 
STS-2 will range from, I'm talking about the tile surface 
temperatures now, that is the maximum, will range from about 400 
degrees to about 800 degrees where we see these tiles missing. 
This is not a safety of flight because these tiles are missing, 
they are thin tiles. They are approximately 4/10 of an inch 
thick in the low temperature region and up to about 6/10 inch in 
the highest temperature region. Beneath each of these tiles and 
still remaining on the vehicle is the strain isolation pad 
commonly know as SIP. It's about .16 inch thick. It provides 
some protection to the aluminum structure and with that 
protection plus those temperatures we do not anticipate any 
problems. The other region of the vehicle we observed today from 
movie cameras from the launch pad, was during SSME, Space Shuttle 
Main Engine ignition, after ignition and up to approximately Cull 
thrust, it appears too right now. But, before SRB ignition, we 
can observe what appears to be some tiles which are being lost 
from the base region of the orbiter. It's either on the top of 
the body flap which is the most aft control surface or on the 
base heat shield of the orbiter. I think the thing that's most 
significant about this area, these are black tiles. They 
experience their highest heating during the ascent phase of the 
mission. Somewhere in the neighborhood of 12 to 1400 degrees 
maximum. The temperatures during entry back in this region are 
very benign. They are about 400 degrees maximum on the surface, 
and again, all the temperatures that I've given you today are 
surface temperatures of the tiles. We do not anticipate any 
problems with the flight because of losing these tiles. They've 
seen their high heating environment. I think that's probably a 
good synopsis of what we see today. We're continuing to map 
exactly where these tiles are located, correlate with :?ome of the 
debris that we found around the pad. Make sure that wo 
understand where these tiles are and that we have in fact seen 
all the tiles which we have missing. We can correlate with that. 

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

we'll go to the Cape. We'll 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 safety 
of flight issue that there are no black tiles missing from the 
leading edge or under the wings which do take the maximum heat 
when you don't have the wrist camera to examine them with. 

TOM MOSIER Okay, that's a good question. There's a little bit 
more we know about this in the same film that we observed during 
liftoff. We can see the underside of the vehicle during the time 
which we lost these on the top of the body flap and the base 
region. Wexe clean there. All the tiles are in shape. 

, Tiles on the high heating 
region of the body flap on the underside are all in place. As 
you saw from the TV pass with the RMS which inspected the top of 
the wings which would give us another indication that we are in 
fact in the more critical regions okay. Those two pieces of 
information give us the confidence that we need. The other thing 
that is primay interest in this is that as you perhaps recall 
from our experience in STS-1, where we went through the scenario 
of how we verified the integrity of these tiles, we put more 
emphasis on those tiles which are more critical. These tiles 
which we have seen missing today are the lesser critical tiles. 
We havep^»fcd- >n the tiles, we proof loaded them, we densified 
those tiles which increases the strength of those tiles and it's 
attachment to the strain isolation pad by a factor of about 2 on 
the more critical tiles. Most all the tiles in the bottom of the 
vehicle are densified. 

JULES BERGMAN So you're not concerned about there being any 
safety issue during reentry. 

TOM MOSIER That's correct. 

CRAIG COVAULT Aviation Week Tom, do you have any concern at 
all on the nose cap and have you given any consideration to maybe 
doing a 45 degree entry instead of a 40 degree entry to protect 
the top side of the nose a little more. 

TOM MOSIER Craig, obviously we're looking at what all ✓anc.bito 
we have left for us to work with. Anything to minimize the 
heating there we will do and still keep the mission safe. 

...followup. Does that mean you are seriously 
looking at a maybe a 45 degree entry and maybe also seriously 
looking at having them not do the PTIs and ASIs on the way down. 

TOM MOSIER We're looking at all that. And I do not know what 
we're going to do right now. I think I would point out though if 
we continued if we flew this mission just like we did STS-2 we 
would have no problem. We'll do anything to add and I think the 
right way to say it, anything we can do to add margin, we will 
certainly consider. Now what else that does has to be considered 


MIKE TONER Miami Herald Some of the pictures this afternoon 
were coming from the elbow arm seemed to show in the area of 
black tiles just at the limits that you ca'i see with the camera, 
there seem to be some voids there. Are you sure that those are 
not missing tiles. 

TOM MOSIER Yeah, what we did on that is we have some 
photographs of the vehicle just prior to leaving the VAB and some 
that were taken thereafter what we correlated the black white 
tile configurations. Now I think the thing you're saying and I 
brought some photographs of that, we have some black tiles 
interspersed amongst the white tiles in that region and there is 
a sort of a sawtooth arrangement of black and white tiles down 
below where you see the tiles missing as far off the center line 
as we can see and we can see nothing other than above this about 
800 deqree isotherm. 

ALLEN I'm still unclear what caused all this. 

TOM MOSIER Well we're not really sure. We're going back. 
We're just now getting some of the data from liftoff. I think 
first off we would say that, left me back up one step, first 
thing we're doing is making sure that what we see there is not a 
safety flight issue we've convinced ourselves that. Our next 
step then is due to the retail investigation and understanding of 
what caused the failure. We're not there yet, we just gotten 
through that first and it's just conjecture as to what caused 
it. Anything, we flew it a little bit higher dynamic pressure, 
this time than we had on STS-1 and 2 which is part of the flight 
plan, progressively increasing in dynamic pressure. On STS-1 we 
saw a rather high overpressure from the SRBs. We didn't see it 
on STS-2. We did not see it on this mission. On STS-3. So, 
we're trying to get all the pieces of the data we can to put 
together the answer to that. We're just not there yet. 

CARLOS BYERS Houston Chronicle Tom, you did a higher dynamic, 
you reached a higher dynamic pressure on the ascent stage and I 
believe you had planned a little more strenuous reentty on STS-3 
than you had on STS-2. You say you'd be perfectly safe doing a 
reentry equivalent to STS-2. What about STS-3 reentry as 
planned . 

TOM MOSIER No even STS-3 ^ntry as planned we feel we're 
safe. No l's> 

PETER ADAMS L Is there indication that there was an accumulation 
of ico on external tank before the mission began and there any 
indication that the external, this ice may have damaged the tiles 
on lif tot f . 

TO;'i MOSIER There is certainly that potential. We've viewed 
son.e of the films that we have here today. From the views that 

we, from the film that we reviewed, we could not see any tiles 
striking the vehicle, but that is certainly a possibility, 
especially on that forward end of the vehicle. We feel like it's 
not appropriate or in anyway playing a role for the tiles that we 
soe on the upper surface of ' ie body flap and the wwcwev 
region. But that certainly is a possibility on the tiles of the 
forward end of the vehicle. 

VICK RATNER ABC You haven't indicated why you are so 
confident that the underside of the nose did not sustain debris 
damage during t>e initial moments of the liftoff. 

TOM MOSIER Well, let me say the reason I say that is the rigor 
of installation and design of those tiles being greater than the 
lower temperature regions. Most all of those, well as a matter 
of fact, in the lower part of the forward fuselage on the v , 
underside as you say, all those tiles have a strength which,twice 
that of those which we've seen missing so far. Let me classify 
those two different tiles. The lower strength are the 
undensified tiles and those are the only ones that we've seen 
missing to date. The ones on the bottom of the vehicle and the 
forward end are all densified tiles. Densi f icat ion just reflect 
on that for a second is the interface of the tile that is bonded 
to the strain isolation pad for the densified tiles we have 
essentially put a denser layer of fine silica particles in the 
tile itself which increases the local strength of the tile and 
that's the area that's most potential to be lost between, for an 
undensified tile. So in those more critical tiles we have 
densified those in the forward end and most of the under, 
complete underside of the vehicle has all densified tiles. Might 
further add that our next vehicle, all the tiles are densified. 

ALL SHULSTED Baltimore Sun When you say stronger tiles, do you 
mean simply that they are densified or are they more securely 
pasted to the skin of the vehicle. Is there a better bonding 
there or is it just that they are stronger. 

TOM MOSIER No, they let me step you through the layer of the 
thing. First of all there is the aluminum to which has bonded to 
it with a room temperature vulcanized rubber, RTV, the strain 
isolation pad or the SIP, and to that is bonded the tile. 
Okay. It's between and the SIP is a felt material. It has a 
nonuniform 'stiffness if you vill, and the tile then an 
undensified tile bonded to it, it' that tile SIP interface has got 
a lower strength than densified fcj.le, or if you were to imagine a 
piece of aluminum with SIP and a tile bonded to it and you was 
pulling up on the tile itself, and you could take and just lift 
up on the tile, the undensified tile always fails at the SIP to 
tile interface. And it fails at an average stress about half 
that of a Fame densified tile. The tile materials are the 
same. It's like less than a 2/10 of an inch thick layer in the 
bottom of the tile that has the densif ication. 

JULES BERGMAN Tom, you have indicated the possible causes of 

this phenomena. It sounds like there might be two. Ice up 
forward maybe and vibration back by the body flap area. 

TOM MOSIER That's that could very well be both of those. It's 
probably vibration in the aft region of the vehicle and perhaps 
ice in the front. 

PAO Okay we're going to go to the Cape now for 

questions then we'll come back here. 

DICK LEWIS Chicago Sun Times You indicated that there were 25 
tiles or pieces of tiles from the nose, the white tiles that were 
knocked off. Do you have a number on the black tiles on the 
under body. 

TOM MOSIER There is approximately 12 from what we've observed 
today. We're rtlimny both of those numbers I might add. Those 
are the first cuts of them. I don't think there'll be any more 
than that, but that's an approximation. 

DICK LEWIS Do some of the pieces that you found on the beach 
around the pad could they have been from previous flights. 

TOM MOSIER I don't think so, we did the same inspection after 
the second flight as we're doing here and walk around the pad and 
we didn't see any problems of that type. We've correlated 
somewhat one of the tiles we found and it appears to be a tile 
that could have come from the 'region of the orbiter. " 

And I believe and I'm not positive I believe that there's a one 
of the white tiles that were found that was found had a number on 
it that was correlated to a one of the tiles missing on the 
forward fuselage region just behind the black line that goes all 
the way around the RCS module there. 

DICK LEWIS One more question, are these temperatures you're 
giving us farenheit. 

TOM MOSIER Yes, degrees farenneit on the temperatures. 

HOWARD BENEDICT On STS-1 it was reported that you asked the 
Air Force to use one of it's military satellites to look at the 
base of the shuttle when there was some concern about the missing 
tiles, was that done in this case and another question, did you 
use either the Hawaii or Malibar camera to perhaps try to take a 
picture. ; 

TOM MOSIER I'm not personally familiar with either of those 
activities so I can't answer the question. I do not have any 
data from any other source other than what I said. 

PAO No additional questions at KSC 


Okay back here at JSC. 

TONY MELISKY. Canadian broadcasting Corporation I have two 
questions. The first is what if any data do you not have as a 
result of not having the wrist camera and second, it seems to me 
that every time we have a flight now we have this same press 
conference obviously there is something wrong with the tiles and 
might be some thought given to redesigning them or is that not 
fair to say . 

TOM MOSIER First of all we do have additional data from the 
ground. We have we're still looking at some of the film. We and 
that's our primary source of information. We're looking at it 
more closely to verify what we've seen todate. I don't believe 
we had this conference after STS-2. STS-1 we did. And are we 
redesigning, we're not redesigning per se, but we certainly are 
improving the strength and integrity of the tiles and that's the 
issue we're talking about here, is the strength integrity 
issue. We're improving the strength integrity of the tiles with 
the densif ication and that's the primary change that we are 
incorporated on the next vehicle. 

1 f< 1 1 pifuvfV Are you satisfied with the way the tiles are 
applied despite these failures. 


BILL WATTS KPRC RADIO Wanted to ask if the stuff that we saw 
coming off the tail in the previous TV pictures for the past hour 
does that have anything to do with the tiles or is that liquid or 
do you have any idea. 

TOM MOSIER I really don't know. I haven't had the opportunity 
to see that myself. I've been off working this problem and I've 
heard that reported and I really can't comment on that. 

PAO We'll have an explanation of that on the evening . 

briefing when we have the shift change. 

JAMES WALKER ABC NEWS Could you explain what is the effect of 
all the circuit breaker camera problems on the schedule of the 
astronauts . 

TOM MOSIER I really cannot. I'm sorry. 

PAO Let's keep this to the tile situation. At the 

shift briefing we'll be able to discuss some of those things. 

JOHN VAN Chicago Tribune Is it likely that this tile problem 
will add significantly to the turnaround time before STS-4. 

TOM MOSIER I don't envision it adding significantly. We have 
in our scheduled flow either the work on about 300 tiles I 
believe is planned. And what we've seen todate is far within 
that envelope and the reason we put 300, if we have, some of the 
tiles we have to remove for instrumentation reasons, other tiles 

we are continuing to remove and densify as we have time between 
turnaround. Just to add that little additional margin. So I 
don't envision the tiles themself adding any significant time to 
the turn around . 

CARLOS BYERS I'm curious, who first discovered this problem. 
Was it the astronauts looking out the window or did they look out 
the window, I know it's kind of a tight place I think they have 
to squeeze up into it to really look out at the nose like that, 
did they do that because you already discovered problems some 
pieces on the ground and said, hey guys maybe you better take a 

TOM MOSIER No the first report was from the crew. 

PAUL RECER AP Okay. Two questions. I just want to clarify 
something. You said film from the ground, film from the ground 
is a primary source of information, are you talking about the 
film taken from the launch pad or are their other sources of 

significant time to the turnaround. 
Carlos Myers 

CARLOS MYERS I'm curious, who first discovered this problem. 
Was it the astronauts looking out the window or did they look out 
the window, I know it's kind of tight place they have to squeeze 
up into to really look out at the nose like that, they do that 
because you'd already discovered problems some pieces on the 
ground and said hey guys maybe you'd better take a look? 

TOM No, the first report was from the crew. 

PAUL RE^&t' AP Okay, two questions. I just want to clarify 

something. You said film from the ground is your, I'm sorry, 
it's Paul Reese with AP, film from the ground is the primary 
source of information, are you talking about the film taken from 
the launch pad or are there other sources of film? 

TOM No, I'm talking about the film taken from the 

launch pad . ' 

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

PAUL REESE AP Ok, and then the second question is, are any of 
these films that you've discovered are any of these tiles you've 
discovered missing the same tiles that came off in earlier 
flights? I mean, not the same tiles but the same tile 
location . 

TOM The answer to that is no they're not. They're not 

from the same exact location as from previous flights. I might 
add that by virtue of the fact that in this, and to substantiate 
that, the tiles that have come off that we've seen and identified 
have all been undensified tiles. Anytime a tile is put back on 
the vehicle it's densified, so any of those things so any of the 
tiles that we repaired or replaced from previous flights would 
have been densified. 

f m lc > one more time. 

Tom, a numerical correction here. The release says 
25 white tiles were pieces of tile missing. Now you've said 12 
black tiles. Are we, therefore, to infer 37 or nearly 40 or what 
is the correct number? 

TOM 25 white tiles on the forward end, 12 black tiles 

on the aft end. 

77VU L S . ■■. ■ . 

So nearly 37 so it's 37. 


37 total tiles. 

37 total. 

TOM Yes. 

Question right here. 

Name please. 

PAT DOLAN CABLE NEWS NETWORK Oh, I'm sorry. Pat Dolan with 
Cable News network. If the tiles that come off are then 
densified in the next turnaround period, why not densify all the 
tiles and eliminate the problem? 

TOM Well, densif ication the additional margin 

enhancement with densif ication came into bring, the process was 
developed after we had most of the tiles installed on the 
vehicles. We densified those tiles which were most critical. We 
densified those which were most highly stressed. The ones which 
were not densified were proof loaded to verify their strength 
integrity and in summary, they had adequate strength for any of 
the environments we expected to see based on analysis and ground 
tests for the full OFT program. So that's the reason for not 
densifying all of them. We thought we had an adequate or nore 
than adequate situation. Follow up on this. 

A follow up, okay. 

PAT DOLAN Will you give further consideration now that this 
tile problem has reappeared to densifying all the tiles? 

TOM We always consider any flight data and after all 

that's what this is a flight test program. We will certainly 
factor what we've learned from this flight back into those tiles 
which must be densified and that's the second part of this 
problem is understand fully what has happened here. 

Okay, Peter Adams in the back. 

PETER ADAMS Yes, did you do you have any significant tile loss 
in the RCS area and if so, is that does that pose any problem to 
the RCS, is there any concern for the for the reaction control 
system if there is tile damage there? 

TOM No, there's the only tile damage in the RCS area is 

what you''ve seen. They were and there's no concern for the RCS 

ABC, here. 

JAMES WALKER ABC James Walker with ABC. I have a tile 
question. How important is it to you to get the wrist camera to 

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

TOM Number 1, I don't know that we can do that. Number 

2, I don't think you can reach around and see can see a small 
region and that would just add additional information to what we 
already have. But we're confident right now that we're ok. 

JAMES WALKER Under the nose? 

TOM Under the nose is yes. That's as I went back 

through before, those tiles have all been densified and more 
stringently controlled. 

This gentleman here. 

MIKE CONNER ROITERS Mike Conner from Roiters. Have you 
thought of a space walk by one of the astronauts to examine the 
unseen areas. 

TOM No, that's not considered. We'll have time for a 

few more questions here. 

Tom would like to get back, I'm sure. So let's 
wrap it up here with a couple of questions. Any more in this 
area here? This side? 

TOM We have some pictures here, Okay, here's a question 

back here. 

SAM ALLIS' TIME • A fe the black 

tiles spread out, the lost black tiles, are they spread out in a 
large area or are they concentrated under one particular area 
under the body of the plane. 

TOM Well, it was really hard to tell from the angle 

which we were viewing it but they appear to come from the same 
general area and whether they're all adjacent is hard to tell. 

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

TOM No, it's at the very back end of the Orbiter but 

it's on the top of the body flap or on the base region of the 
Orbiter itself. Do we have a model, I'll point that out? 

Yea. We had one here earlier. 

TOM Our model is missing. 

Tom brought some pictures along. They were taken 
from the TV pass but we only have two copies of these and you re 
supposed to take them back. 

TOM Just one copy. 

Can you use that? 

I need a picture pointing out the missing tiles. 

Let rue use it if i can, Okay. Okay, I'll hold 
these here, Tom, if you want to. 

TOM Hold it steady. Okay, these are, I'm going to have 

to see them. Pull back. Okay. This is the view looking down on 
top of the far fuselage, these are the windows, these are the 
upfiring RCS thrusters. What I've done there are some other 
black regions on the vehicle, some black tiles and other things, 
what I've done is circled the regions of missing tiles so you 
don't confuse those with some of these other things which are not 
missing tiles. Again, these are all up in the nose of the 
vehicle. Here are the ones again with the RCS thrusters. The 
ones down in this region, you can see are still well within the 
white region and are in the a^ea of maximum temperature somewhere 
in the surface temperatures ot about 800 degrees. As you move as 
you move up this is where you are reaching the 600 degree type of 
surface temperatures. 600 degree farenheit. 

You want to show them. 

TOM This is another photograph of the starboard side 

and you can see about the same type of pattern, a little bit off 
the center line between the windows and the nose and down on the 
side in the white tile region. 

Wait for the microphone, here. Let's, we'll wind 
it up here with Ok. 

What about the high speed cameras and launch 
pictures at Cape that showed the bodyflap tiles falling off? Do 
you have pictures of those? 

TOM No, I do not Just saw that film this 

afternoon so we haven't gotten any stills made up. 

Tor.. »:hank you very much. We have a change of 
shift briefing -uled for 8:30. We'll try to have some copies 

of these photos lul you in the morning for you. We just don't 
have any, have the way to do it tonight. So that completes this 
briefing . 



Good evening, thank you for waiting, we apologize for be* n 9 l a J? 
but it couldn't be helped. Change of shift briefing with flight 
director Neil Hutchinson, who'd been heading out the silver team 
of flight controllers for the last 13, 14 hours, lost track, I 
think. And Dr. Sam Pool is chief of medical sciences division 
here at JSC . Neil, you want to give us a summary of the shift. 

NEIL Yeah, I'm not going to try and go through a blow by 

blow account of the entire day. I would like to say that we 
think got an awful lot accomplished today. We did have a fair 
amount of problems as those of you have been paying attention to 
the air/ground as the day has gone on that ended up causing us to 
redo some things, and we're going to talk some about some of the 
things we are going to redo for tomorrow, and the following 
davs. I don't have a complete picture of all the flight plan 
modifications, but I can give you a thumb nail sketch to give you 
an idea of what's going to be going on tomorrow. Before we do 
that, let me talk a little about today. As you're aware, we had 
some problems this morning with video equipment of all sorts, 
cameras, and film cameras and television cameras onboard the 
vehicle. We did get all of our RMS work done, our unloaded arm 
work done this morning with the exception of the grapple test 
which was a basically is going to get accomplished later on in 
the flight, and we'll talk about that in a little bit. The end 
effector grapple test was not done, it was the only RMS DTO this 
morning that we did not get accomplished. The only other thing, 
believe it or not, in all this fuss that you've been hearing 
today that we didn't get done w*s the CDR did not doff and donn, 
donn and doff his suit. And we are going to reschedule that for 
later in the flight. Other than that, we got everything done 
today that we set out to do; and most importantly we got the 
entire thermal tail, tail sun, cold soak completed. One of the 
failures that turned up this morning which was a camera in the 
f right aft television camera, in the right aft part portion of the 

• payload bay, known to us as camera C, failed early on this 

} morning and that caused us to immediately first thing today begin 

thinking about flight plan modifications for tomorrow and 
insueing days. And in simple terms, at that point this morning 
i the flight plan modif iciations were going to consist of not 

f deploying the IECM. And the reason for that is, really a couple 

I of things. One, we need television cameras, one or the other o.: 

£ those aft cameras to be able to berth that payload because you 

; can't see it from the back windows. And we had pref light decided 

I that if we lost, we have two cameras, one in each corner and in 

f the back and preflight we decided that we were not going to take 

j the IECM out if we lost the camera. And, as a matter of fact we 

| even been simulated that way a couple of times in some of the 

I practice runs we made and sure enough we lost the C camera this 

* morning, and it has a short in it. We attempted to repower it ^ 
and the circuit breaker feeding the power to the camera will not 
stand, and we won't be using it for the rest of the flight. In 
any event, so we had decided this morning that we were not going 



to deploy the IECM on STS-3, now he flies again on 4 so recall it 
the primary reason we were picking him up on this flight was that 
we needed, we desired the extra weight, he weighs about twice as 
much as the PDP. We desired the extra weight for the loaded arm 
test tomorrow morning. So about lunch time, that's where we 
were, we were working on a flight plan for tomorrow that involved 
the PDP only instead of picking the IECM up in the morning and 
the PDP in the afternoon. And then we got into our second camera 
problem, which turned out to be the one that caused us a 
considerable amount of concern and a lot of work in the control 
center, and that was the camera on the end effector. That's the 
camera on the end of the remote arm, also malfunctioned. Again 
it appears to be a short, the camera is inoperative, we tried to 
regain it and couldn't. That camera is the prime device that the 
crew uses for their remote eyes to put the end effector down on 
the grapple fixture to attach the arm to a payload. So we spent 
a fair amount of time today with a couple of crewmen in fact, 
Hank Hartsfield in particular. In one of our facilities here in 
JSC trying to determine whether, and we initially, common sense 
tells you probably could, but trying to make absolute certain 
that we could grapple and pick up successfully the PDP without 
any cameras. And we indeed have satisfied ourselves that we can 
do that. And so about the middle of the afternoon we started 
working on another flight deviation for tomorrow to not only to 
use, pick up the PDP, but to modify some of our procedures to go 
get it without any end effector camera. Now you heard, well 
we'll get into that later. Let met go on with the execution, so 
that's where we were this afternoon and we basically had a plan 
for tomorrow which picked up the PDP in the morning and I say had 
because I don't think we're going to be picking it up, and we 11 
talk about that in a little bit. We had a plan to pick up the 
PDP, used it for the loaded arm test pretty much as their flight 
planned in the morning and then kept it out and worked the PDP 
science in the afternoon. And as the day wore on f we had a test 
so we made lunch and went on about our business this afternoon. 
We had tonight scheduled the first of our payload bay door cycles 
which is a standard procedure that were using to gather test data 
on the door closing capability after we have stressed the system 
thermally, and as you know, we had been in tail sun some 20 or so 
hours by this time. Tonight and, I'm sure if you've been 
listening to the air/ground, you've heard the comings and goings 
of this episode so I won't go through it in great detail but the 
crew went through the door closing procedure. We could not get 
the port door completely closed; we got the door closed. We 
couldn't latch it. The aft bulkhead latches and we can talk 
about that in some detail if you want to ask questions. So we 
did the following, which was basically after talking about it 
awhile what we had planned on premission if this was to happen 
and that was wc aborted the thermal attitude a couple of revs, or 
really a rev early. In other words, we left the tail sun _ 
attitude, turned the bay to the sun, warmed up the payload bay 
which includes the latch mechanisms and the door seals, and STS- 


attempted to close the door again and as you just heard, indeed, 
it did close satisfactorily ana all the indications are back to 
normal. The vehicle is now in passive thermal control attitude 
which is the barbeque mode perpendicular to the sun which is the 
planned attitude, that's where we planned to be at this point in 
the flight. The only discontinuity on our whole thermal profile 
that we incurred was the 15 or 20 minutes the top sun warming the 
payload bay up before we went into the barbeque attitude and we 
don't think that disturbed our thermal test or the recovery 
which, of course the PTC was designed to demonstrate was a 
recovery from the severe cold soak of the tail, or heat soak of 
the tail and cold soak of the bay. Along about this time late in 
the shift we also had a private medical conference and I'm going 
to let Sam talk about that but the crew is tired and neither one 
of them are still feeling real chipper and we have decided to 
back off on the flight plan tomorrow. We probably won't pick the 
PDP up, although that remains to be seen. We're going to let 
them sleep in. I'm going to sleep in I hope, at least for an 
hour and see if we can't get them a little bit more on track for 
tomorrow and I think that's kind of a thumb nail sketch of an 
awful busy but a very successful day. (garble) Sam, do you want 
to . . . 

DR. POOL Just briefly, during our conversation with the 

crew this evening, they reported to us that they had had little 
sleep last night and the reason was that they were awakened 
several times by apparently noise in the headsets. Certainly it 
was not our plan to wake chem up and I think in contrast to some 
times previous, we had a pretty good plan going, not to wake them 
up. Unfortunately, this did occur and the crew did not get a 
good night's rest last night and we've had a long day today. I 
think it's time to let them rest this evening. As Neil said, 
we're going to give them an extra hour of sleep in the morning. 

HUTCHINSON Or more, we basically told them that we won't call 
you. You call us. They'll probably call us an hour early 
knowing Jack, whatever. 

DR. POOL As far as how they are feeling is concerned, I 

think they are very tired. They have not eaten a lot today. 
There could be a variety of reasons for that but basically I 
think they have had appropriate fluid intake and we're not much 
behind the power curve. With a good night's rest, I think we'll 
be back on track. 

PAO Okay. We're ready for questions. If I don't call 

on you by name, please identify yourself. John Wilford, New York 

JOHN WILFORD. ..NEW YORK TIMES... Have you sent instructions up to 
the crew for tomorrow's procedures regarding the PDP? What are 


HUTCHINSON The answer to thv-'_ is kind of a partial yes John. 
As a matter of fact, I brought to me the teleprinter message. We 
did send up an overview of what we intended to do in the morning 
and of course we've kind of chatted with them off and on during 
the day about their feelings about picking the PDP up with no 
camera and they did concur in the initial assessment that we 
thought we could do it without any problem. We gave them an 
outline activities. This was prior to us deciding that we really 
didn't want to get into a real strenuous RMS job first thing in 
the morning and so we've got part of the plan, we've got a 
structure, an outline of the plan onboard. No detail procedures 
to go with it. Those were going to be generated through the 
night tonight and we probably will still generate them. I'm not 
sure we'll put them up because I don't believe we'll be picking 
up the PDP first thing in the morning. In fact, I can just about 
guarantee we won't. 

WILFORD Well are you just going to grapple it? Are you 

going to actually pick it up? 

HUTCHINSON Oh, no sir. We are going to go through pretty much 
the standard thing we planned on doing just as if we had had the 
camera. The one thing that's different is we're not going to the 
IECM first; we're going to grapple it and then we'll pick it up 
and then set it back down. We'll do a birth on birth test ]ust 
like we planned with the IECM and then we're going to pick it up 
and run the standard set of loaded arm tests that we had planned 
for tomorrow morning. Not tomorrow morning. I keep saying that 
over and over again, but probably not tomorrow morning but we 
plan on doing exactly the same thing. 

WILFORD But some time tomorrow. 

HUTCHINSON I think what you'll ought to do is tune in tomorrow 
morning and see how we're doing. I wouldn't ... 

WILFORD We want to sleep in too. 

HUTCHINSON Well, I think you can safely do that and you won't 
miss anything before 8:00 o'clock or so. 

JULES BERGMAN . . . ABC NEWS... Neil, I have two questions. One for 
you, one for Dr. Pool. Has there been diagnosis, any analysis of 
what the particles are flying around the spacecraft which we saw 
very vividly on the TV feeds this afternoon. 

HUTCHINSON No, we still, you know everbody's got their own pet 
theory. We are absolutely positive we're not losing any 
consumables overboard. We've checked and rechecked to see 
whether we might have left a valve open in the main engine system 
that could be putting some residual propellant out in the form of 
ice crystals and believe that we don't have. We're still kind of 


puzzled as to the source of that. I have talked to both, in 
fact, I've talked to Truly, Engle, and Crippen and all three of 
them say that that kind of phenomenon existed during their entire 
flights at some degree or another and their observations of the 
television pictures that we got this afternoon were "yeah, that 
looks like the same stuff that was coming out the general 
vicinity of the back of the bus when we were up there too". 

BERGMAN Is that general stuff ice? 

HUTCHINSON Jules, we really don't know. We really don't know 
and I don't know whether we'll be able to get any of it in the 
IECM. Of course, the contamination monitor is operative. It's 
in the bay and I don't know whether any of it's drifting around 
to the bay. It all looked to me like it had a fair velocity and 
was pretty much leaving the vicinity of the vehicle fairly 
rapidly. It's going into a different orbit than the vehicle's 
in, rather than just following it around. I don't know if we'll 
get a sample of it or not. 

BERGMAN And for Dr. Pool. You say the crew didn't eat very 

much today. 

DR. POOL That was the report. 

BERGMAN Is Jack Lousma still nauseous? 

DR. POOL No I don't think he's had much difficulty with that 

today. I think he's just not had much appetite and... 

And in part, that may be due to the prophylactic 
medication that we're using, the dexadrine, which is a component 
of it. We're using scopolomine dexadrine tablet or combination 
drug and the dexadrine itself is somewhat of an appetite 
suppressant. So that doesn't alarm me. 


POOL I think tomorrow will be a better day. 

DEAN Dr. Pool, to follow up on that. Did Gordon 

Fullerton suffer from any motion sickness whatsoever, and what 
was the reason why Commander Lousma decided he did not want to 
don the suit today. Did that have anything to do with his 
physical condition. 

POOL I'll answer the second question first. I don't 

have any information as to why we did not don and doff the suit 

HUTCHINSON Well, let me answer it. I think so MORT. I think 
it's fair to say that Jack didn't to get into any situation that 


required a lot of body contortions which that has a tendency to 
do and the reason we didn't don and doff the suit today is 
because Jack said he didn't want to and we'll catch it later, and 
I think he's feeling a little better in the upset department and 
he just wants to make sure he continues on the same path he's on 
and doesn't want to incur any additional upset and that's just 
smart, good common sense. 

POOL Yes as far as Fullerton's condition, I think he's 

very tired today. He has not reported to us any problems with 
the motion sickness. 

P"^0 This gentleman up here in the front row. 

JOHN VAN. . .CHICAGO TRIBUNE... Is there going to be any 
modification in the wearing of headsets and so forth so that 
these guys can get a decent sleep tonight? 

HUTCHINSON Well John, we left that up to Jack. The 
configuration we slept in last night, was Jack had the headset on 
and was up in a seat in the cockpit. I think he probably slept 
in the left seat. Gordo was downstairs with the speaker box as 
his communications means. We told Jack that (garble) we have a 
speaker box, of course, and we told him he had the option to use 
that and I believe that the noise, it's just like as if you were 
listening to a stereo through a speaker with a set of headphones 
on. It has a tendency to be fairly concentrated if you've got a 
headset on. Jack, we gave him the option and asked him to please 
tell us before he went to bed tonight which he was going to 
choose and I suspect that since they are very tired that he's 
liable to use the speaker box. So that is one modification. 
Another modification we made, we are going to be recording the 
uplink tonight on our tape recorders and dumping to see if we can 
help isolate the source of the noise as whether it's in the 
orbiter or outside the orbiter, or where it is. 

CRAIG COVAULT. . .AVIATION WEEK... One medical question and a couple 
of RMS? Did Jack vomit last night? 

POOL We, as you know, have a discussion with them which 

is very very short and somewhat cryptic and I think most of you 
know that the symptoms of this malady, motion sickness in space, 
whatever it is, can lead to a variety of symptoms, some of which 
are fairly pronounced and some of which are fairly mild. I think 
the best way to answer that is to say the symptoms we discussed 
with him were not those that would make me think we were getting 
into major difficulty with motion sickness. 

COVAULT Did Jack vomit? 

HUTCHINSON See, he does this much better than I do. That's 
why he's here. Someone asked me last night, and I just said yes. 


COVAULT Moving to the RMS, Neal to reaffirm what you said 

earlier, you do plan to get the loaded PDP, the loaded RMS test 
done with the PDP sometime in the mission. 


COVAULT And tomorrow, you do intend to pick up the PDP in 

the afternoon for the PDP science. 

HUTCHINSON The answer to that is I'm not sure we're going to 
pick the PDP up tomorrow. I think a lot will depend on how the 
crew feels when they wake up in the morning. The message for 
tomorrow is that we really need to get the crew back on the 
straight and narrow here and get them to, not tired, eating 
reasonably well, and a totally functional part of tha airborne 
system because you just don't get productive work when they're 
not. We will not run the PDP for science prior to running the 
PDP for loaded arm. 

COVAULT I understand. 

HUTCHINSON The loaded arm work is higher priority and if we do 
pick it up tomorrow, we'll run the loaded arm first and if that's 
all we have time for, that's all we'll run. I might add that we 
haven't decided yet whether we'll put him away. We may just stay 
grappled to him for 2 or 3 days, depending on how difficult the 
grapple test is without the cameras. We think it's going to be 
fairly easy, and if it is, I suspect we'll put him away just like 
we normally would at night, ungrapple and tuck the arm away, and 
then pick him up again the next day. If it's not, we have a 
couple of options. Probably the one that's in most favor right 
now is to sleep with the arm attached to the payload but the 
payload birthed and latched. 

COVAULT Okay. Have you given up on the DACs and the wrist 


HUTCHINSON We've given up on the wrist camera. I've heard 
that there are some procedures, when you say given up on the 
DACs, the DACs are, of course, about, you cycle a circuit breaker 
on and off is the extent of the troubleshooting capability 
there. I think it's fair to say that we probably won't doing 
much with the DACs. There are some folks talking about the 
possibility of trying to get them repowered tomorrow with circuit 
breaker cycling although I doubt it's going to do much good, i 
really think we probably lost them. 

PAO Carlos Byars Houston Cronicle 

CARLOS BYARS Neil, how about any changes due to the tile 
problem? Any thing developing along that line? 


HUTCHINSON I don't know alot about the tile problem, I did 
read some of the briefing material, it was, it went on in the 
briefing we had earlier. The on console bunch is not 
participated in the tile analysis other than when we were asked 
of course the day, you know, we ran an extra RMS operation to 
survey as much as we could. That's really all I know about the 
tile. There are no, no flight plan modifications for tommorrow's 
activity, for sure that would have anything to do with the 
tiles. At least that I know about. 

BYARS All on a different subject. What has become of 

that fly? 

HUTCHINSON Well I'm sure he hasn't gone EVA. He's in there 

BYARS Has he been seen around the cabin? 

HUTCHINSON You know we were so darn busy today, I really meant 
to find out and there were not a word one about him. 

BYARS Gordon didn't smoosh him? 

PAO Hal Selstad, Baltimore Sun 

SELSTAD I didn't quite follow you on the closing on the, 

closing of the payload bay doors. Did turning the spacecraft 
toward the sun someway provide heat that solved this problem? 

HUTCHINSON Yes we believe so. Yes we're sure. Yes it did. 
Let me explain a couple of things. We have a lot of data 
together about the mechanism of this thing, we took films of the 
door, we took measurements of the door when it was shut and 
wouldn't latch and all that stuff is going to have to come home 
and be diagnosed and run through computer programs and so on and 
so forth before we know the real mechanism of the problem. 
People suspect, the biggest suspect right now on the door are the 
door seals along the longeron and the stuff we call monkey fur if 
you have ever seen it, its th? seal that goes up over the 
bulkheads, its, I don't know what the material is, but its about 
that long and it has a tendency to get very stiff when it gets 
cold and if it has any moisture in it, it litterly becomes an 
solid object. Now what we think, we had the door almost closed, 
the door was basically down, now the way these doors work, the 
door drive, drives the door 99% shut but the bulkhead latches 
actually pull it the rest of the way and if you ever saw one of 
these things when it was down and just compressing the seals, 
when the seals are perfectly pliable, the door drive motors don't 
have the capability to shove the door all the way down on the top 
of the bulkhead. And the latches, there are a gang of them, four 
of them on each bulkhead, when chey operate and they operate all 
gang together, the latch closest to the hinge reaches its dog 


first and its kinda going around and dogging a door in the old 
days it just pulls a little bit and a little bit and then the 
next one just pulls a little bit more. The door actually is bent 
down to conform to the bulkhead. Now when we got to stall 
current on the motors which was after about 15 seconds of driving 
those latches, stall meaning they wouldn't go any farther. We 
didn't have the door fully iatch indications, we never did get 
them until we warmed the bay up. But we think the door was very 
very close to being latched. And the, like I said the theory is 
that we had some stiffness in those seals that were stiffer, we 
didn't expect, of course to have problems latching the door and 
that's one reason we're running these tests and when we went to 
top sun and put a little heat in the bay and started PTCing and 
about a half hour later they operated the door. Everything was 
absolutely normal. 

PAO Right here i the second row. 

Tony Lawski, CBC, three questions really. The 
first two are both on the cameras on the DACs. What do we know 
about why they failed. On the video cameras was there anything 
we learned from the failure of the elbow camera on STS-2 that 
might tell us why these two cameras this time went wrong, who 
made them and what do we know about that. And the third question 
was, what was the impact of the absence of the IECM experiment? 

HUTCHINSON Well the camera question. I don't know who 
manufactured them. We did have a problem with one of the cameras 
on STS-2, we obviously have had some further problems with them 
which we didn't expect to have or we would have corrected them 
before we took off. I do know that we have a new solid, well let 
me back up, I know a few things about the camera. The cameras 
are basically cameras we, similiar to the one we used on the 
moon, infact I not sure they're not almost identical. They're 
not state of the arts, solid state, the very latest and greatest 
thing. We do have some new cameras which are in the program 
coming in way on down the road aways. They were scheduled to 
come in earlier but I think we moved them along down the road 
because of budgetary considerations. We're not sure why these 
guys are malfunctioned. We know that both of them have an 
electrical short of some sort in the camera itself that caused it 
to draw more current than its supposed to and its circuit breaker 
protected and they won't stay powered. We don't know whether 
temperature may have started the problem but the end result is 
that the temperatures, or the cameras cannot be powered, (garble) 

LAWSKI And on the DACs and the IECM. 

HUTCHINSON I don't have really any knowledge of the DACs and 
why there not operating and we may have a temperature phenomena 
there too, of course they're all down in the bay and they were 
all getting very, very cold. That's another reason why we may 


Sii he 3 again \ The IECM ^called it, the IECM was not being 
Hi 2 y Jk eor / , sc i ence P^POses on this flight, it is riding on 
STS-4, they do have all of their science objectives already 
program on STS-4 and of course they would have liked to have 
gotten out here but we'd, just assume not go out since we don't 
,J V k- III f? dundenc y of the TV system and we do need the TV system 
to birth them as opposed to the PDP. You can't see the ICEM from 
tne cockpit, 

BERGMAN Neil it seems to me that we spent most of the day 

worrying about the tiles. And from we heard from the air to 
ground, so have you and the guys up there. Are you relaxed about 
the tiles now? Do you feel they're safe for reentry? 

HUTCHINSON Quite frankly, I would choose to disagree with your 
statement just a tad, Jules. I haven't thought about the tiles 
one iota. And most of the people in the room over there haven't 
and I don't think the crew has either. We've been so busy 
working on this execute day from what I know and have been told 
about the tiles and I have talked to Tom Moser and I read his 
parts at least of his press conference with you folks, I think 
!? e ^ re u- n ' 1 would have the sam * personal feeling I had when we 
had this anomaly, or similar anomaly last time and that is that 
we re on, we're on safe ground here. It makes you a little 
uncomfortable here when things come off the vehicle but based on 
what we know about they are and the kind of temperatures they are 
going to see, all the best minds around here think we're on solid 
ground and I certainly don't disagree with that. 

u ^ , , Let's go to the second one on the back row there. 
Go ahead Jules . 

^fS" n When we saw Chris Kraft and General Abrahamson and 
„™ 9 6 311 clustered around your desk around 5:30 in the 
MOCR. What was the subject? 

HUTCHINSON You know I had a lot of people around my deck all 
day, I'm not sure I remember. 

: ?*° . . We identified the subject on the loop and I believe 

the subject was the, you were discussing the procedures for 
grappling the PDP tommorrow. I'm pretty sure. 

HUTCHINSON Oh yes. There was, infact we were talking about 
whether, one of the things we were talking about is whether we 
were going to do the science first versus the arm first and of 
course the scientist would like us to go do the science first and 
the arm guys want to go do the arm first. it was that kind of 

Ji^J! 810 !' W ! WeCe workin 9 on how to get this flight plan strung 
together for tommorrow. • 


In the back row there. 


WAYNE DOLCHFINO. . .KTRH. . .We were told that no critical heat tiles 
were lost. There were reports on STS-1 that DOD satellites or 
some sophisticated equipment on the ground to get a better look 
at those critical areas. Has that been done or is there any 
plans to do that? 

HUTCHINSON I don't know. I don't know that either. You know, 
I'm not trying to be smart. I really honestly don't know. I 
don't know of any plans to do anything like that and I don't, you 
know, the tile activity has just not been addressed by the online 
teams in the Control Center. 

PAO Go ahead, Mark Kramer. 

KRAMER Neil, can you talk a little bit about the 

latches. Did, I think there are 32 to 28, reach the fully closed 
position and did 1 gang of 4 not or did all of them remain open 
or what? 

HUTCHINSON No. You're correct in the number and yes, only 4 
of them did not get fully closed, and we think that of those 4, 
really probably only the last 2 on the outboard side toward the 
center line were the ones that weren't completely all the way 
down. You know, as I explained, they're driven in a sequence. 
Remember that what we're doing here, is we're closing only 1 door 
and the idea is that we've been soaking the vehicle and we've had 
some distortion in the vehicle frame and two bulkheads, the 582 
in the front, the 1307 in the back, twist a little bit relative 
to one another. Now the doors are very limber and they literally 
take the shape of that twist. Now, what we're doing is we're 
anchoring the door in the front and the back and then using the 
theodolite to measure that door distortion. So the only door 
that we latched down is the port door, and since we aren't 
bringing the other door down, the center line latches don't come 
into play. Okay. So there were only 8 latches attempted. The 
forward and aft bulkhead on the port door and the 4, the one gang 
of latches that we had a problem with were the aft bulkhead. 

KRAMER Can you quantify th.-»t a little bit? Does that mean 

that the door was jammed open, say a quarter of an inch beyond 
where it should have been, or was it a 16th of an inch or 4 
inches, or characterize it some way if you can. 

HUTCHINSON Well, we didn't ever get any visual report and we 
did get a verbal report from the crew and I think to quite them, 
"by golly, it looks like it's down to me", which means, and based 
on the amount of time the latches drove, we think that we were, I 
would characterize it in very small numbers only. It was down 
all the way up the bulkhead and probably, you know, an inch or 
so. I really don't. ..I'm really not sure, but a very small 
amount up at the inboard side of the back of the door. We'll 
have some pictures. They took lots of TV of it and I'm sure it's 


going to got dumped onto VTR and probably get a look at it before 
the f 1 ight ' s over . 

KRAMER One final question remaining for that. If you were 

about to come back and you closed the doors and you got, say, 28 
latches 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 
situation and we nave, right now, a circumstance where we believe 
we could reenter without any one set of the bulkhead latches. 
Now the centerlines, we like to have all the conterlines made. 
In think if we had a problem with the centerlines, we'd have a 
real big debate about whether we needed to go outside and put the 
spare latches that we carry on the centerlines; but the bulkhead 
latches, we've pretty got it cleared to reenter without a set, 1 
set of A of them not latched. 

PAO We'll take one here in the 4th row. Right up here 

and then we'll go to KSC for questions. 

PETER ADAMS. . .GANNET. . .Are you finding that looking at the 
payload bay door problem that Columbia has, doesn't stand up well 
to some of these thermal tolerances. Are you finding that some 
of these thermal tests are taking their toll a little more than 
one suspected? 

HUTCHINSON No, I... well, obviously, it's more than we 
suspected, or we wouldn't have subjected the vehicle to a test 
where we couldn't close the payload bay doors, but that's what 
we're doing it for and I think we've gathered some very good 
information here about the doors perform and how the seals 
performed and recognize that we're going to turn right around 
tomorrow morning and start, this whole thing all over again, cold 
soaking the bay, and not as bad as this last attitude, but it is 
going to start getting cold again and during the 80 hour nose 
sun, we're going to check those doors several times and with the 
same intent, to try and understand how the structure is 
performing. I wouldn't say it's. ..I think we were a little 
surpr ised . . .one thing that you should be very aware of though, 
the reason the door didn't unlatch was not that" the structure had 
deformed in any way, shape, or form thermally; it was ... everyone 
really believes that we had a seal problem. One good piece of 
evidence that tells you that is that we got out of it very 
quickly. If it had been the structure, in other wovds, 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 get 
ourselves in a position where that door would close properly. So 
we've probably learned something about the seals and I don't 
think... the bottom line answer to your question is I don't think 
we're learning that the vehicle's behaving, misbehaving. We're 
just learning how it behaves- 


PAO Okay, wo ' U go to Kennedy Space Center for 


PAO This is Kennedy Space Center. We have a couple for 


MARK BLUME. . .MEDICAL WORLD NEWS ... A couple of questions for Dr. 
Pool. Could you say Dr. Pool, when or if thr astronauts took the 
scopolomino dextro amphetimine tablets or if indeed it was 
prophylactic and what the dosage was? 

POOL Yes. They took scopolomino dexadrine. The 

dexadrino is 5 mg and the scopolomine is 0.4 mg . it's a 
combination tablet. They took the first shortly after OMS I burn 
which is something like 20 minutes into the mission. They then 
had the option, based on their own feeling about their symptoms, 
to take additional medication. We recommend they not do that any 
more often than about 4 hours. I think on the firsv day we ended 
up taking it about 3 times and I think about the sanv thing 
today . 

BLUME Is that hoth crewmen took it 3 times the first 

day and today, or just Lousma. 

BLUME Yes, and it was taken prophylact ical ly . I forgot 

that part of the question. That is a prophylactic regimine. 


Both crewmen prophy 1 at i ca 1 ly? 


That's correct. 


Both crewmen 3 times yesterday and 3 

times today? 


I believe that's correct. 


Okay. Now, in view of the fact that 

Lcusma had a 

similar upheaval on Skylab, the question is, why didn't you try 
the scopolomine transdermal patch for him this time? 

POOL We had some laboratory data provactive test data 

which was done here which indicated that the scopolomine 
dexadrine combination was much more effective than the 
transdermal scopolomine patch alone, and that's not uncommon. We 
run these sorts of tests on our crewmen preflight to try to 
attempt to optimize the medication to the crewmen. 

BLUME Just to follow up this one bit. I believe Lousma 

took the scopedex on the previous flight or on the Skylab flight 
and had his problem or was he one of the men on Skylab who did 
not take it prophylat ically and then have the trouble? 


As I recall a scenario on Skylab, it went something 


like this, He took it prophylat ical ly , but then waited some 
considerable time before he elected to take it again and in the 
interim he had some difficulty. 

PAO No further questions from KSC. I'm sorry. One 

more (garble) . 

LINDY WADSWORTH. . .WUOM. . .Back on the topic of the particles that 
are visible outside the shuttle. Are these visible all the time 
or only in certain periods, or relative locations, and do they 
appear to be related in any way to the particles that Glenn and 
Carpenter and possibly some other astronauts had seen previously. 

HUTCHINSON Well, to answer your first question, or answer your 
second question, I'm sorry, first. Since we don't know what 
they're made of, I think it's kind of, it's purely speculative, 
obviously, I mean to try and relate them to something happened in 
Mercury or Gemini or any other program for that matter. In term? 
of their visibility, they seem to be there all the time? however, 
they're most visible when sun angles are proper such that the 
sun,... the particle is between the sun and the observer and that 
obviously occurs around sunrise. And of course, it depends on 
the attitude you're flying, but they seem to be when illuminated 
against a fairly dark sky, fairly obvious. At other times, 
they're not so clearly seen. 

PAO Mark Blume 

BLUME Yes. Was there a provocative test on Astronaut 

Fullerton as well indicating that the scopolomine transdermal 

patch was not as effective as scopedex. 

POOL That's correct. 

BLUME One further question. Why is Fullerton continuing 

to take the scopedex on the second day (garble) that Lousma's 
condition is a touch contagious? 

POOL Like anybody that's been in that situation could 

say it could be a little contagious. I'm not sure. It was our 
plan going into the mission to administer these drugs 
prophylaticaliy and quite honestly I'm a Mttle bit sketchy about 
Fullerton's medication profile today. We tried to make sure Neil 
had plenty of time to ask some other questions so we did attempt; 
to minimize the amount of time we talked with the crew today. 

PAO Any more quest ions? 

PAO Okay. Let's come back to JSC for a few more 

questions. Let's get this gentleman over here. He hasn't had an 
opportunity yet . 


JOHN BISNEY. . . RKO. . .Am I correct in (garble) hear you say you've 
not nailed down the activities for tomorrow yet? 

HUTCHINSON Yeah, that's a qood way to put it. Yes, we have 
told the crew that we'd like to get up late and take it real easy 
in the morning and (garble) 

BISNEY (garble) idea at all of what might happen tomotcow 

in even general terms? 

HUTCHINSON Well, I think there are some cabin activities that 
very well could take place. I'm sure we'll do things like EEVT 
samples and non-high concentrat i ve tasks in the morning and I 
think it all depends really on how well the crew feels. If we 
can mutually agree that they want to take off again on a fairly 
riugorous schedule, we probably will go to work on the PDP with 
the arm later on in the day, but it's a fair assumption, I think, 
that we probably won't be doing any arm work in the morning. 

CARLO BR V ARS. . .HOUSTON CHRONICLE ... A couple of questions, the 
first one will be either for you Neil or for Dr. Pool. Lousma 
did get in at least one session of work with the electrophoresis 
experiment. I believe you made a comment that it seemed to he 
working well. Could you perhaps amplify on that a little bit? 

....transmissions about obtaining some desirable 
stereo pairs of a Mexico site, I'm just wondering what that was 
in reference to. 

HUTCHINSON On the latter question, didn't hear, I don't hear 
every word that goes up, but almost, and I don't recall that 
conversation at all. That happened on my shift, I'm real 
surpr ised. 

BYARS I might be mistaken about the shift now. 

HUTCH INGSON Yeah, and so I don't know Carlos, about that. The 
electrophoresis, we got started late but we did get, in fact, I'm 
not sure we hadn't determined when we left there but I believe we 
got two samples done today. The first one, which was the red 
blood cell operation, as far as I know went fairly well, and I'm 
certainly not a scientist. And I think probably you know you got 
to wait till you get these things back, there cryogenicly frozen 
and then they need to be examined fairly carefully to see how it 
went. But procedurally and in terms of the execution and the 
things that the equipment supposed to do and the crews interface 
with it it seems to be going very well. And of course we got a 
lot more of those to go you know. We got, I believe we have 8 
samples aboard and we'll probably get to all of them before we 
get home in a week . 


Right back there. 


PETER LARSON Orlando Sentinal Star: Two quick questions; how 
would you characterize or how have the astronauts characterized 
this nocturnal radio interference? And secondly, is it true that 
Lousma has been taking pretty much only liquids today? 

HUTCHINSON Well I'll answer the first one. It's a static in a 
radio system in your air and it's loud enough wake you up from 
what probably isn't a very deep sleep, but what certainly is 
sleep and Sam can... 

DR. POOL Ok, both crewmen have reported eating today, but 

not very much. And they both reported that they've taken onboard 
quite a lot of fluids and we're pleased with that. 

PAO Kay Ebeling 

KAY EBELING With Lake Publishing Newspapers: What kind of 
activity takes place on the ground here at Johnson Space Center 
during the activation of the electrophoresis experiments onboard 
the spacecraft. In other words how inany people are involved what 
are they doing here on the ground in support of that. 

HUTCHINSON Well you're going to embarass me Kay, because I 
can't, we have a PI here and of course we have some, Sam may know 
more about this since it's on the medical side of the house, but 
we have the folks who built the experiment and I don't know, are 
we running a ground model. 

POOL No, we did our ground, baseline studies but not 

being done during flight, those are done preflight. We have some 
very interested principal investigators who hand on every word, I 
think, the crew gives us. 

KAY EBELING Ok, but they don't conduct any activity themselves 
that's integrated with the experiment. 



HUTCHINSON No, they are in the control center, though, 
continually humming about things that are being reported back and 
forth between the crew and us and asking us to ask the crew 
things that so and so were, they're very active in the actual 
operation in terms of gathering information. 

POOL There's been a tremendous amount of work done on 

the ground on leading up to this as well and there'll be some 
after the flight. 

PAO Ok, let's take one here and then we'll get Pete 

Bulban up here next. 


JOHN PINER, REUTERS, Last night, in addition to the headset 
noise, the crew complained temperature fluctuations in the cabin, 
what was that about? 

HUTCHINSON Well, a couple of things, the situation we were in 
last night, first off, when you first get on orbit the vehicle 
takes a while to get to an ambient temperature, in other words 
the temperature, it's going to stabalize at without doing 
anything to the control to raise or lower it. And as we've 
discovered in the STS-1 and 2 that usually takes, oh, 10 or 15 
hours. As we've also discovered in STS-1 and 2 when metabolic 
activity and TVs goes down at night and the TVs get turned off 
and so on and so forth the cabin has a tendency to cool off 
some. And you'll recall on STS-1 we had some problems with the 
crew being very cold the first night. On STS-2 we thought we had 
that pretty well whipped. And on this flight, since we were 
going into the cold attitude, in other words the an attitude, 
you remember last night was when we first started the tail sun, 
we didn't have a chance to see how the cabin was react to that 
but we anticipated that was going to cool off quite a bit. Now 
we had some standard procedures that are used to add heat to the 
cabin air. And we recommended guessing on what the cabin, how 
the cabin was going to respond to tail sun that the crew do a 
couple of things. One of them was to pin the cabin heat air 
interchanger full air full hot, which puts the minimum amount of 
air through the heat exchanger taking heat out of the cabin. And 
secondly we told them to niisbalance that heat exchanger so a dis- 
appropriate amount, it was inefficient. It turned out that we 
led the problem a little bit to quickly and the cabin warmed up 
before the thermal effect of tail sun could cool it down and the 
crew got uncomfortable. So they took the heat exchanger back to 
normal efficiency, if I could put it in those terms, <*nd then 
sure enough several hours later the cabin started to cool off 
like we thought it was going to and they got cold and had to 
change it again. It's kind of like setting the thermostat in 
your house and not being quite sure whether the sun is shining or 
not. It takes you a while to home in on an answer. I don't 
think we'll have any problem tonight. The reason I don't is 
because we're in passive thermal control and the cabin's pretty 
well stabalized now and I think they'll be comfortable. 

BULBAN Dr., were you able to determine just how muc sleep 

Lousma got last night? 

POOL Only the crew report. 

BULBAN And did they say how much sleep they got? 

POOL Very little sleep. We didn't take the time to 



You didn't qualify it? 


PAO Okay. We've going (garble) we'll take one more. 

We've been going almost an hour now. 

PRESS Just one final question Mr. Hutchinson. Was any 

change in procedure in the PDP testing either tomorrow or later 
in the flight. Will the crew's role and that, as a result of the 
camera malfunction, will the crew's role be incrased in any way, 
and will be there be any change in the crew's role with the 
failing wrist camera. 

HUTCHISON Obviously, the crew's role in initially getting to 
th£ ^V»\tU Y^VHe you. picked the device up is increased by the fact 
t\\v\t ^h^Y ave having to use cues, visual cues from a non-optimum 
OameVv\ source. We've actually given thorn some initial conditions 
to place the arm fairly precisely over the top of the grapple 
fixture. This one has got the grapple fixture sticking straight 
u\\ In tho fftlnua Z direction up towards the tail, so thov'll be 
^oAruJt Vo thai pos\t\oi\ ju,st by dialing in some numbers av.* 
qtilYing the arm there > Thon they are going to have to depend on 
t\V*U" lodgement and the cameras we have wM<ah don't include, of 
^urae, the viampraa looking right down on top of it to go down 
aiv.\ grapple th.0 pa.yload» Now, once H's grappled, the day looks 
proiiy much tl\e same. The <VUQ trajectories are run, the picking 
it up to ^he loaded arm po^W'ions. and firing the primary KOS iets 
and. all those Kind of test! aio all going to look )ust about the 
same, so the crew's involvement in t;hat would lie exactly the same 
as it was without ^VO, i$<\\\"un<rt ^o.rvs * So the big deal is getting 
hooked on, 

PRESS ^v\l tH&Y actually look vut the window and do any 

observation , W,v\\ \^ey ^VV^W> 

HUTCHINSON That's how they're going to drive It down on top of 
the... a lot of it will be out the window and some of it will be 
using the TV cameras that we have loft and some of it will be 
using numbers displayed to them from the HMS joint angles and 
position readouts. 

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 

PAO Good morning and welcome to the Change of Shift 

Briefing I'm sure vou recognize Tommy Holloway who was Flight 
Director during ascent and is fresh out of the MOCR after having 
spent the past 14 hours in there and has the privilege of going 
back in there at 6:00 this evening again. I'll let Tommy start 
off with a summary of his shift and then invite questions. 

TOMMY HOLLOWAY Well first of all the shift, I'm not sure I'm 
fresh out of anything, right now I'm about to run out of steam. 
The shift that the ascent team participated in was a very normal 
shift and with only a couple of additional what we would consider 
in terms of flying flight 3 minor failures which maybe worked out 
before the day is over and I'll get to those in just a minute. 
As you probably know we have restructed 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 and eating. 
Yesterday as Mr. Hutchinson no doubt briefed you we had a problem 
with the payload bay doors that kept the crew busy, additionally 
busy. They already had a busy plan working on ascertaining that 
we had a good condition with the payload bay doors, and as a 
result of that and along with the additional fact that they were 
not feeling quite as well we'd like for them too, we elected to 
give them the opportunity to sleep a little late this morning and 
make up for being kept up late last night. Although, we stopped 
talking to them on schedule last night I'm confident that they 
had another hour hour and a half of work to do before they could 
really go to bed so we've restructured the plan and are flying 
flight day four today and are planning on executing flight day 3 
on flight day four. So, in general you can trade those two days 
and we'll be accomplishing those activities that are in your crew 
activity plan on flight day 4 on flight day 3. And most of the 
activities on flight day 3 we will accomplish on flight day 4. 
This morning we did the morning we did experience a failure 
of the commode as you may have heard on the air to ground. We 
are hopeful that that situation will be remedied and some 
nalfunction procedures that are currently being worked on and the 
crew has part of them in place already. The second significant 
thing or thing that of least of interest that has happened in the 
last 24 hours is that for a period of time we experienced what 
appeared to be a one or two one and a half pound per hour GN2 
leak out of the GN2 that is used for the to maintain the cabin 
pressure in the orbiter. There is a great deal of margin in the 
quantities that are required to support the cabin pressure during 
the flight and in fact, most of the GN2 that's onboard the 
orbiter some 200 odd pounds Is used is on board for the 
possibility that the orbiter develops a leak at some time and of 
course of having flown It for these some three days, we would not 
expect to develop a cabin leak at this time. So, back to the GN2 
leak. It leaked for a while and then It appears to have 
stopped. Now, that could be caused by a couple of things. It 
could be an unusual thermal situation that's going on in the 

orbiter that's faking us out and instrumentation is not really 
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 
quest ions . 

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 
speci f ically. 

TOMMY HOLLOWAY 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 there was one unberthing of the PDP as kind of a 
piggy back operation to the thermal testing. The purpose of 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 react 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 K RAM BR 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 and I don't think 
we know where. Probably require some postflight work before we 
know. (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. 

PAO And for you Marines, aft starboard means rear 

right. And are we going to try to fix the wrist camera ... 

TOMMY HOLLOWAY There's some consideration that the wrist camera 
may have been a function of the temperature, particular thermal 
profile that we were in and perhaps we'd try to operate it again 
later but that's being reviewed now by the television systems 
experts and will be decided at a later time. 

JOHN PINER, Reuters As I understood it, the crew had to go to 
sleep with the headsets on last night. Was there any 
interference like they had the night before. Apparently there 
was none. They had a restful sleep, but did you talk to them 
about it . 

TOMMY HOLLOWAY Well, I can only tell you what I know about 
that. The crew reported that they slept, I heard, much better 
last night. And I've not seen a transcript yet. My friends 
heard better, so I don't know if it's much better or better, but 
they did apparently have a better sleep period last night. And, 
we know by looking at the playback data that the crew was up one 
time and turned the UHF off for a period of 5 minutes which would 
be indicative that they were having interference problem anc 
turned the UHF off to see if that would cure the problem and then 
turn it back on. 

WAYNE DOTRAPHINO Jack Lousma , it may be the toilet situation 
but still doesn't sound like he's feeling too hot. Anything more 
in the medical situation. Are they still taking medication and 
how long does an illness or motion sickness have to continue 
before it becomes more of an issue. 

TOMMY HOLLOWAY Well I think it's too early to tell anything 
about Jack this morning. You know when I get out of bed in the 
morning I can't find the floor with both feet and Jack may : us t 
be a slow starter. But, as far as medication is concerned, right 
now that's a thing that's between him and the surgeons and I'd 
rather not speak to that. 

DOUG ROSS More specifically about the toilet problem. Ju ^ fc 
what is the problem what are they trying to do to fix it and if 
you can't fix it how do they manage. 

TOMMY HOLLOWAY Well, the commode has a what is called a slinger 
in it that separates the fluid from the other stuff. And the 
pump the electrical motor that powers that slinger or separator 
is pulling excess current for some reason and you would guess 
because perhaps it was overloaded and I wouldn't draw any 
conclusions from that either if I were you. And the circuit 
breaker is opening up and the motor doesn't run anymore. Now, 
what we have done is it has a different mode that and we run it 
in a slower speed that's really not adequate for feces and we run 
it at that speed to attempt to clean out the system and unclog it 
or unstop it whatever the problem is. And hopefully that will 

unclog the system, but if it doesn't we have a backup mode of 
using a bag within this system which draws air through it and 
then he basically has to deficate in a bag that's placed in the 
commode itself and then he disposes of the bag in the waste 
system in a stowage system. But there, rest assured we have a 
way of taking care of those situations. 

GEORGE ALEXANDER You gave them extra hour worth of sleep last 
night. Did they take advantage of it to your knowledge? 

TOMMY HOLLOWAY They certainly took advantage of it in terms of 
structured work and the kinds of things that fatigue an 
individual and as best we can tell on the ground, they were not 
active all night long with the exception of the UHF switching 
that I talked, spoke of earlier and about an hour or hour and a 
half before scheduled wake up, someone switched on a CRT. 
Probably Jack. Upstairs, but he didn't do any. .he very quickly 
put it back in the mode and stopped using it so I have no idea 
why he did that, he was probably curious about something turned 
his CRT... and hopefully went right back to sleep. 

GEORGE ALEXANDER And where did they sleep. In their couches or 
did one of them try the bag in the middeck area. 

TOMMY HOLLOWAY I assume Gordo was down stairs and Jack was 

DAVE DOOLING With juggling the timelines have you lost any time 
on science instruments or are they moving ahead as was given in 
the schedule we had. 

TOMMY HOLLOWAY Well I think overall, that remains to be seen. 
But, our overall plan in general is going ^o accomplish the 
majority of the activities that we are able to do considering the 
failures that we have. Now there's some things that we don't 
want to do because of the situation we're in like grapple the 
IECM. But with those kinds of exceptions I think we'll 
accomplish all that the majority of what objectives that we had 
for the f 1 ight . 

TONY MELISKY FROM CBC With respect to the RMS, the data 
acquisition cameras being on the blink, the wrist camera's on the 
blink and you're going to even if you do lift the PDP, it's going 
to be a much lighter load than was planned for the loaded arm 
test. My question is what is the impact of the failure to 
acquire a lot of data on the RMS, in other words, are you going 
to find out what you need to know about the behavior of the RMS 
in flight? 

TOMMY HOLLOWAY Well, I'm not an expert on the dynamics of the 
RMS in terms of the data that's required to reduce, the data 
reduction possibilities for determining the answer to your 
question, but my impression is that the televisions that are 
remaining even if the DACs do not work are adequate to provide 

the basic engineering data that's we're after in those particular 
tests. Also we're hopeful that the DAC cameras will work 
tomorrow. We're going to ensure that the heaters are on all 
night tonight by asking the crew to turn them on before they go 
to sleep and hopefully after having warmed up all night, good and 
warm system, that they'll operate tomorrow. 

REED COLLINS CBS Where was the spacecraft at the time the UHF 
was turned off. Was it in the same region where it's had the 
trouble and you also made plans last night to (yes sir), in the 
same area. you made plans to try to record onboard the 
interference sound. How did that work out? 

TOMMY HOLLOWAY Well, that's that's the reason the UHF was 
turned off for one period. We did record some of the 

REED COLLINS What's it sound like. 

TOMMY HOLLOWAY All the information that I have is that it's 
apparently a UHF interference and not and S band. That's all I 
know about it . 

COLLINS Well what does that mean if it's a UHF rather than 

an S band . 

TOMMY HOLLOWAY It appears to be the same frequencies that are 
used in common aircraft like a T-38. 

MARK KRAMER CBS I recall that during Apollo they were always 
very explicit descriptions of the astronauts conditions. In the 
morning when the guys woke up they'd say Commander slept 6.5 
hours the pilot slept 1.2 hours. You don't do that anymore. And 
consequently when we ask questions about how long they slept, no 
one really has a firm handle on that. What is the rationale 
behind that more relaxed approach to things of that sort. 

TOMMY HOLLOWAY On Skylab you know we were flying 28 days, 65 
and 85 I believe and it was a long flight they were concerned 
over continually monitoring the health of the flight crew and the 
possibilities of the long term situations developing and it was 
very important to make sure that they were getting their sleep 
and also that data was part of the medical experiments that were 
going on or at least supported the reduction of thf> medical 
experiments that were going on so I think on the short missions 
we're primarily concerned with how the crew feels the next 
morning, whether they are able to execute or not. 

MARK KRAMER Actually I was talking about Apollo which were 
missions of about this duration or a few days longer. In those 
days you did ask the specific question you got the specific 
response . 

TOMMY HOLLOWAY Well, frankly I don't remember asking the Apollo 

crews those kind of question. I think you're probably 
remembering the Skylab. 

LYNN SHERR ABC In addition to day four being substituted for 
day three, will the suit donning and doffing happen today with 

TOMMY HOLLOWAY Well, the flight crew has the option to 
accomplish that today if they would like to. The suit donning 
and doffing exercise is primarily an exercise to give the crew a 
little more confidence and they have a great deal of confidence 
that they'll be able to put the suit on and the time is scheduled 
on entry day. And, the two crews that have already flown 
reassures us that that's not a required activity to demonstrate 
that the time, but they can go ahead and say well let's go ahead 
and give them the option to try it so, today the pilot I believe 
is scheduled on flight day four and when he gets to it if he 
feels like he'd rather not do it, we wouldn't be upset if he 
cancelled it. 

LYNN SHERR Last night Neil Hutchinson said that one of the 
reasons that Lousma didn't do it yesterday was because of the way 
he felt. Will it be up to him will it be up to Fullerton to 
decide whether they do it or is it up to you. 

TOMMY HOLLOWAY In that case it's up to Gordo. 

MORTON DEAN CBS Could you be any more specific about that 
frequency noise. Have you people figured out precisely what it 
might be. Say it's a common frequency sound from aircraft... 

TOMMY HOLLOWAY No sir, I've told you all I know about that 

MORTON DEAN And concerning the trouble with the APU. Is there 
anything new on that and will that effect the descent at all next 
Monday . 

TOMMY HOLLOWAY At this time there's not any new information. A 
possible checkout procedure on flight day seven is being reviewed 
and by the experts and at the present time we're anticipating 
we'll be able to use the APUs as normally scheduled. 

JOHN WILFORD NEW YORK TIMES Two questions. Are there any 
plans to do more work with the cargo bay doors because of the 
trouble yesterday. Do you plan to exercise that in different 
thermal conditions again and the other question is, in the RMS 
work today, will you again do photography of the tile situation. 

TOMMY HOLLOWAY Relative to the first question, there is not any 
additional payload bay door operations scheduled over what was 
already planned. But, currently there is a door closure activity 
and thedollte and that's like a surveyors instrument very precise 
instrument to measure angles and those measurements were made 

yesterday. Those are scheduled again on flight day 6 at the end 
of the nose sun attitude and at the current time we are planning 
on closinq the doors and taking those measurements and see what 
kind of situation we have at that time. We also close the doors 
before entry and that's scheduled. Second question was... 

WILFORD RMS any more photography any more inspection of the 

tile si tuat ion . 

TOMMY HOLLOWAY There is not any planned at this time. 

CARLOS BYARS Houston Chronicle Getting back to this problem 
with the GN2 leak, is that a cabin leak itself or is this from 
the GN2 tank. In otherwords are they losing air along with the 
nitrogen. I have a second more frivilous question. 

TOMMY HOLLOWAY Okay we'll get the first one. There are two 
systems that supplies GM2 along with oxygen to the cabin and 
proportioned out in the cabin as a function of partial pressu- •■ 
of oxygen in the cabin and if the partial pressure of oxygen is 
high enough, the system flows oxygen, nitrogen and if it the PP02 
that's what we need to breathe is low it flows oxygen. And the 
tanks are out in the bay in the mid body of the vehicle and there 
are four in two tanks two on each side and two for each system. 
And they are ganged together, manifolded together and come 
through the bulkhead the aft bulkhead of the cabin and then are 
regulated down to lower pressures inside the cabin. Now, the 
leak is not inside the cabin or we would be seeing effects on the 
cabin pressure and on the partial pressure of oxygen and in the 
cabin. So if there is a leak, it's outside the cabin in either 
the bottles or the lines themselves. And I stress if there is a 

CARLOS BYARS The more frivilous one is have you heard anything 
yet from the fly. This is the Florida, alleged Florida Fruit Fly 
that was creeping across the window enjoying itself. 

TOMMY HOLLOWAY No all T read in someone's handover that Jack 
saw one and that's all I know about it. 

SAM ALLIS Time Magazine What is how far have you gotten in 
your space plasma physics experiments. How far along are you. 

TOMMY HOLLOWAY Rephrase your question. 

SAM ALLIS How far how much have you accomplished in your two 
man space plasma physics experiments 

TOMMY HOLLOWAY Well I can't answer that question quite 
honestly. My job is to give the POCC the opportunity to execute 
as much of that activity as possible and their about doing 
that. Now we did road up a note from that was generated by the 
POCC this morning you may have heard it on air to ground and they 
sounded very enthusiastic about the quality and the amount of 

data that they are receiving and so based on that interpretation, 
on those words I would think that they are very excited about the 
situation and the quality and quantity of the data that they are 
get t i ng . 

PAO We did power up the PDP yesterday as scheduled. 


DICK LEWIS Chicago Sun Timer, ... I believe by Col. Lousma that 
the (excuse me could you back up wo missed part of that) Edwards 
was drying out is there any more on that and is there any 
possibility that i f . it does dry out the landing might be changed. 

TOMMY HOLLOWAY I haven't been briefed on the status of the 
lakebed in the last couple of days. That may have been because 
my schedule has not accommodated the last briefing I had we did 
not anticipate the lake tied being dry enough to support a landing 
in the time frame that STS-3 would be f 1 y i ng . 

PAO That question was from Dick Lewis Chicago Sun 

Times . 

ROB ZEA Channel 2 Could you elaborate on the particles that 
wore soon coming off the back of the spacecraft and whether they 
could pose any serious problems. 

TOMMY HOLLOWAY Well, let me say two things about the particles, 
first of all both the STS-1 and STS-2 crew believe that they have 
soon similar particles although they report that it didn't stick 
in their mind quite as well as the flight 3 guys have seen. 
Perhaps that's caused by the orientation of space craft. We do 
have different orientations and are flying we flew a local 
verticle attitude constantly almost on flight 1 and 2 so we have 
a different orientation and different sun angles and it may just 
be a phenomenon of coming out the back end out of the main 
engines that we also experienced on flight 2. Additionaly there 
is a change in the main engine hardware that allows a constant 
vent that's used during entty for purpose of purging the main 
engines. It was not present on flight 1 and 2 and as of last 
evening, there is a theory and or suggestion by our main engine 
experts that what we're really seeing is some residual lox 
venting out these new drains. These drains wore placed in the 
vehicle to provide a vent capability during entry that doesn't 
use as much helium as the system used on flight I and 2. 

ZEA Apparently no serious problem. 

TOMMY HOLLOWAY We don't think so. 

MARK RLUME Medical World News You said at the beginning that 
the crew wasn't feeling quite as well as you would have liked. 
Are you including Gordon Fullerton as well. Do you have any 
indication that he is not quite up to snuff just as Lousma is 

not . 

TOMMY HOf.LOWAY Yes, generally that is correct. He's not 
feeling as well as we'd like, but Gordon performed very well 

BLUM?; The question was asked of you before whether the 

crew was still taking medication and you referred that to the 
physicians who fortunately is not sitting next to you. Could you 
answer the question with yes or no. As the crew as the Flight 
Director you must know. It's an operational point. Is the crew 
tak ing mod icat ion . 

PAO Well as a matter of fact that is private 

information between the man and his doctor and I don't think we 
have the privilege of releasing that unless his doctor says we 
can do that . 

BLUME I don't believe that's true unless the rules NASA 

rules have been changed. 

PAO Well I'm a: raid we're just going to have to defer 

to the doctor on that one and let him decide and we'll try to 
make him available to you. 

MARK BLUME One final question. On the sleep problem. Surely 
you must have some working theory as to the radio interference. 
Chinese radar or God knows what. What are you people kicking 
around the MOCR. 

TOMMY HOLLOWAY Well, frankly let me say up front that there's 
people that are looking at that and they're trying to sort out 
what it is. But, with the data that we have, it's very difficult 
and it really doesn't make any difference what it is right now. 
The problem that we have is bothering the crew and we' to doing 
our best to get a situation that will prevent that from happening 
and somebody else is off working that and when they tell me what 
it is and what I can do about it I'll go do that. 

REG TURNELL BBC I didn't fully understand the references to 
reentry and landing. Is it a fact that you are considering 
simplifying the reentry and final landing because of all the 
technical troubles and perhaps cutting out some of the maneuvers 
because of the loss of tiles. 

TOMMY HOLLOW AY Not at this time. Right at this at the present 
time the entry is planned as scheduled. If we should require an 
entry tomorrow for example, and I was executing it I would do it 
exactly as was planned pref light. 

HOWARD BENEDICT AP You've had a lot of problems on this 
flight. Could you give us, dispute them, could you give us your 
overall assessment of how the Columbia is performing and what are 
it's chances to complete the full to seven day mission. 

TOMMY HOLLOW AY Well, you know I don't have any insight on how 
long we're going to fly, that's kind of guessing, but I'm 
confident that we'll be able to complete the mission based on the 
status of the spacecraft right now. None of us can see in the 
future on what might happen, but based on the- current situation 
and the current set of problems that we have, I'm very confident 
that we'll be able to fly full duration. In terms to the number 
of problems that we have in the spacecraft, I guess we all would 
like to have a spacecraft that was absolutely perfect. But in 
terms of my own expectations, I think when I get honest with 
myself considering that this is the third time that the orbiter 
has flown, I thinl: we're doing okay at this point in the flight. 

PAO Okay we're advised that the current assessment for 

the lake bed at Edwards is it would take 4 to fi weeks for it to 
dry to acceptable levels. 

TOMMY HOLLOW AY That's the data that I had also,. I thought the 
gentleman might have some new stuff. 

PAO Okay for the benefit of Kennedy let me repeat that 

that the current assessment for the lake bed at Edwards it is 
would take four to six weeks for it to dry. 

GEORGE ALEXANDER Tom, not to belabor the point, I just want to 
make sure that I understand. The UHF noise is just unmodulated 
carrier wave that the guys are picking up on their receivers. 

TOMMY HOLLOW AY Well I think you've said more than I intended 
for you to say because we don't have enough capability to tell 
that much about it and really need the experts over here to 
expound on that . 

GEORGE ALEXANDER It's not some kind of a feedback loop which 
you sometimes get in a public system you know that... 


No I don't think so. 

GEORGE ALEXANDER They are receiving radio energy from some 
source other than what you anticipate receiving that particular 
par t of the .... 

TOMMY HOLLOWAY They are receiving something from the ground 
apparently. If that's your question. It's not coming from the 
orbiter . 

PRESS not radar. 

PAO Did you say it was not radar, Tommy. 

HOLLOWAY No I said it was not coming from the Orbiter. 

PAO You did not say it was not radar. 

HOLLOWAY I don't know what it is except it's in the UHF... 

MORTON DEAN Tom did you say that it is not effecting the 
spacecraft in any other way, it's not being picked up on ... 

TOMMY HOLLOWAY Absolutely we haven't no indication of any 
problems that's caused by the radio interference onboard the 
orbiter except the noise keeping the crew awake. 

PEERS AKERMAN London Times Could you clear that up. Is it 
radar or not radar and you say that it is not a single band 
r ight . 

TOMMY HOLLOWAY You know I'd really like to go back to what I 
said in the beginning. All we know about it is it is apparently 
a UHF frequency that's the same kind of devices that are used on 
airplanes, airplanes talk to one another and talk to the ground 
and that's all I know about it. 

PRESS Then what you experienced last night is different 

in it's characteristic from that you noticed the first night 
isn ' t i t . 

TOMMY HOLLOWAY Not necessarily, I think we found out more about 
it last night . 

PRESS It's not it doesn't interfor with the S band. 

TOMMY HOLLOWAY I , at this point we don't think it's the S band 
so that's an update from last night. That's what I said in the 
beginning. It appeared to be UHF. 

MARK KRAMER One question for John Lawrences and one for Mr. 
Holloway. Will Public Affairs let us hear that, we play that on 
the loop, I think Tom said he heard you said you heard some it 
the ground heard some of it. 

TOMMY HOLLOWAY We didn't record it on the ground, it's been 

recorded onboard. 

MARK KRAMER Oh, we was in the general sense. Okay the other 
question well are they going to dump that to the ground will we 
hear that today. 

TOMMY HOLLOWAY I'd have to check back with the guys I don't 

MARK KRAMER Let me ask you a landing question if I may. I 
think that the chart shows there is only after the nominal 
landing time at Northrup there is one more pass during which you 
can land at Northrup and if you have an unacceptable situation 
there due to weather or winds your out of opportunities at the 
Kennedy Space Center. Does that automatically mean that if you 
can't make it there you go another 24 hours and try Northrup the 
following day . 

TOMMY HOLLOWAY That would be the general plan, yes. We always 
have the capability to fly through at least the early part of the 
program. We maintain a capability to fly additional day after 
the planned deorbit. 

MARK KRAMER Is there any consideration being given to chopping 
one rev off the mission to come into Northrup earlier in the day 
when the winds are I believe generally lower. 

TOMMY HOLLOWAY Well, as you probably have guessed there is a 
capability of doing that and it's not a major change to do 
that. Is simply get the crew up an hour and a half early put 
them to bed an hour and a half early the previous day and if 
required we can certainly do that. nut at the current time we 
are not necessarily anticipating doing that. We'll wait and see 
what the situation is when wo get there. 

PRESS One more question about the radio interference. 

You said that is it S band. Does that mean that is not .... 

TOMMY HOLLOWAY I did not say it was S band I said it was UUP. 

PRESS Okay does that mean it is not ground radar. 

TOMMY HOLLOWAY I'm not a communications expert and you ought to 
find you one and talk to him. 

JAMES WILKINSON BBC I just want to clear my mind about the 
nitrogen leak. IC it is a leak how much is leaking away and is 
it possible that it might cause a shortening of the mission. 

TOMMY HOLLOWAY During the period of time where the 
instrumentation indicated that leak, that instrumentation 
indicated we were leaking a pound, a pound and a half an hour. 
Now in terms of the duration of the flight and I emphasize that 
that so-called leak that we really don't know whether it's 

leaking or not, has stopped at this time and has been stopped for 
some 5 or 6 hours. Even if the leak continued at the rate the 
instrumentation is indicating we have the capability to fly the 
full duration of STS-3 if we elect to do so and have nitrogen 
left at the end of the flight. 

TONY MELISKY CBC At the risk of being gruesome, I'd just like 
to clarify this toilet problem. Is the toilet blocked, can it be 
fixed, or is there possibility of the crew may have to endure 
this for the rest of the mission. 

TOMMY HOLLOWAY Well I don't know whether it can be fixed. That 
was being worked on when T left the control center. They may 
have occurred by now, we may know. But, let's presume that it 
could not be fixed there is a backup way of using the commode by 
instead of letting the material fall down into the commode being 
sucked down by air a fan and then separated by the slinger. The 
slinger function is what's wrong what's broken. The fan still 
works and there's a bag there's an alternate way of using the bag 
in the commode where it can gohead and function with the commode 
in a backup but less desirable fashion and continue to operate 
and that will be the next step if indeed the slinger is 
ma If unct ioned . 

JOHN BISNEY RKO Is this radio interference only being noticed 
night time or do you pick it up during the day. Does it 
interfere with any transmission. 

TOMMY HOLLOWAY Well we have not had any reports that I am aware 
of occuring when the crew is active and working but that may be 
simply because they're busy all the time using the radio all the 
time and they may not be noticing it. I really that's about all 
I can say about that. 

MELISKY To got back to the toilet problem again, is the 

have the crew complained that the air is foul or is it sweet 
smell ing up there . 

TOMMY HOLLOWAY I have not had any reports of any problems with 
odor on board the orbiter. 

I'ETER LARSON Orlando Sentinal Star Two quick questions. 
Again, on what basis are you so confident there are no tiles 
missing from the bottom of the ship when you can't inspect 
obviously with the wrist camera and secondly what were the 
circumstances surrounding the discovery of the broken toilet. 
Who made the discovery and roughly at what time. 

TOMMY HOLLOWAY Well let me answer the first question by saying 
Mr. Mo3er was over here yesterday and gave a very detailed set of 
information about that he's the expert and I'd defer to him. 

PAO That briefing has been transcribed and is available 

in the newsroom. 

TOMMY HOLLOWAY T don't mean to put you gentlemen off, but my 
job is to fly the orbiter and make sure we get the most done with 
what the experts tell me that I have and I leave that up to 
them. In answer to the second question is that as I interpreted 
what was going on Jack was down using the commGde and it stopped, 
the separator stopped working and that was :u,out the time that we 
first talked to them whenever that was. 

PEERS ACKERMAN Times Approximately how many pounds of 
nitrogen did you lose in that period when it was leaking 1 1-1/2 

TOMMY HOLLOW AY About 20 pounds, but if you'd like based on 
instrumentation we may not have lost any, but based on 
instrumentation, if you chose to believe it, about 20 pounds. 
Which is not a significant amount in terms of 250 or so pounds 
that we had in the beginning. 

LESLIE LINTER CAP NEWS Per this updated CAP that we now have 
this morning on what's now flight day 4 and 5, about 45 minutes 
before Col. Lousma goes to sleep he's due to do exercise. Now, 
at least as I've always been brought up you're told never to do 
exercise within two hours of the time you go to bed cause it will 
get you too riled up you won't be able to relax. I was 
wondering, is this an experiment. Is this per his own request or 
what. I just looked on the other CAPs in the past three flights 
or two flights and it's never been done before. 

TOMMY HOLLOW AY Well, you probably didn't find any exercise in 
the first two flights. We have a general ground rule or 
guideline, is probably a better way of saying it that on very 
short duration flights exercises are not required, flights of up 
to 7 days at crew option we'd like for them to exercise 30 
minutes a day and for longer flights there's additional 
requirements and I forget what those are offhand. Now, why our 
crew activity planning people are scheduling exercise just before 
sleep is a good question, probably because it was an oversight on 
their part and we ought to go fix that on flight 4 and not do it 

PAO Any further questions. Please get your questions 

out of your system I really want to let this poor man go home and 
I don't want a whole bunch of people running up and trying to get 
one last thing. He's had a long day and he's got a long night. 
Okay thank you very much. Appreciate your help and attention. 



Neil Hutchinson, our surgeon is Dr. Jim Logan, 
we'll start with a summary by the flight director. 

HUTCHINSON Good evening again, today I've been there just as 
long but I'm not even near as tired as I was yesterday. We had a 
fairly productive and organized day today. As you're aware as we 
talked about last night, we did kind of swap the flight p'an 
around from day 3 and day 4, and we basically executed fl.ght day 
4 in place of flight day 3. We did some RMS work connected with 
thermal testing of the arm. Did not pick up a payload as your 
aware. And tomorrow we plan on pretty much executing flight day 
3 the way it is planned in the books with the exception that as 
we talked about last night, we're not going to pick up the IECM, 
we're going to go right after the PDP and we'll have it up all 
day tomorrow. Today was a day which we recognized back ./hen we 
planned the flight was kind of a back off day in terms of the 
level of activity and I think it served the purpose well. And my 
opinion is, the crew is doing a lot better today. They aren't as 
tired tonight if you've been listening to the air/ground. There 
making a lot more wise cracks and just seem to be in generally 
better spirits. Jim can talk to you about what he thinks of 
their shape, but I think they're doing a lot better and I think 
tomorrow we're going to see a very productive flight day 3. 
Okay, the surgeon will give a little health status here, before 
we go to questions. 

DR. LOGAN It's my opinion that the crew had really a very 
good day. We were glad to find out this morning that they had a 
good sleep period, a lot better sleep period than they had the 
night before. They've been able to do everything in the cap as 
planned, that's what we expected. I know I'll be asked this so I 
might as well come forth with it. The crew took, each crew 
member, pilot and commander took one antimotion sickness pill 
when they got up, it's a scopalomine dexadrine combination. They 
only took one, and the rest of the day the felt like they didn't 
need any more. When I talked to them, they were much cheerier 
than they were the day before and much more eager and just 
feeling a lot better. They are eating better and taking fluids 
fine. So basically, it's been a good day and I expect tomorrow 
to be even better than today was. 

Okay. We're ready for questions. Let's start up 
here in the front row with the Chicago Tribune. 

JOHN VANN. . .CHICAGO TRIBUNE ... I just wanted to ask something that 
we're all wondering about which is the status of the toilet. If 
it seems like that thing is going to be fixed or if they're going 
to go into the backup mode, or what the. .. (garble) 

HUTCHINSON That's enough of the question. I tell you.. .Well 
now we'll get a lesson on the commode. Where we are on the waste 
management system, the system has a slinger in it which basically 


when material is put in it, whirls around and throws it around 
the outside of the container and that's the thing we've having 
trouble with. We got a bag in there that, at least this is our 
theory now, we can't see down in there without taking it apart 
and we have not taken it apart. That is a procedure that we 
could implement if required. We don't plan on doing it though, 
because as you'll see when I finish, we think it's working 
okay. This rotating motor has two speeds and it will operate on 
the slow speed. Now we have apparently what we think is a bag 
which got tangled up rather than, it should have been shredded 
kind of like a disposal in your sink and thrown off to the 
side. It didn't get shredded and we think it's tangled up down 
in the motor and when you put the motor on high speed, it just 
drags it down, the motor stalls, and the circuit pops, and the 
slinger doesn't work at all. When we run it on low speed, it 
does work although it's rotating slower than we would like but it 
is effective. It's rotating fast enough to throw solid matter 
around, to distribute solid matter around the outside of the 
container and so the answer to your question is that for now the 
potty is working slow, but working. We've got a bunch of 
procedures if it decides to do otherwise. 

JOHN VANN But you won't impliment them unless it changes what 
it's doing now. 

HUTCHINSON Yes, which means the slinger stops slinging. 

CRAIG COUVALT. . .Neal, did you get in all your RMS thermal tests 
today. Both longeron and then up high and then, for tomorrow do 
you plan to have any changes at all to the loaded RMS as opposed 
to what you would have done with the IECM. 

HUTCHINSON The answer to your first one Craig, the thermal cold 
case stuff is essentially complete. We have not powered the arm 
down yet. They're going to stow it after dinner tonight. We're 
on the last leg of that and yes we did complete it, the entire 
test, as a matter of fact we even, instead of executing heater 
switches where we had planned on in the flight plan, we actually 
left them off longer and let it get a little colder and so on and 
so forth so we got an excellent thermal test of the arm and 
tomorrow it's right by the book. We'll execute al? of the loaded 
DTO's with the PDP. 

We just have one mike? Is that all we have here? 
We'll proceed kind of orderly then. We'll go on back in the 
second row then. We'll get Carlos Byars. 

CARLOS BYARS. . .Okay . I've got a couple of questions. Go back to 
the waste management system. I've been told that the potty is 
not cleaned out between missions. Is that the case? 

HUTCHINSON I would say not. I don't know, but I think that's 
probably bum data. 


CARLOS BYARS. . .Okay . Has there been any complaint or comment 
about odor problems (garble) . 

HUTCHINSON None whatsoever. 

CARLOS BYARS... None whatsoever. One other thing, two other 
things, one on the comments on the general status of the mission, 
how well is it going and finally, has anybody ever seen that 
doggone fly again? 

HUTCHINSON We asked them about the fly this afternoon, and no 
it's disappeared somewhere and Jack promises that he didn't 
squash it and not sure where it is, it'll probably come back home 
with us. The general shape of the mission, I think we're just 
cooking along really well. This maneuver we made today to run a 
day that wasn't quite as busy for the crew is going to end up in 
my estimation being an extremely profitably move because you're 
going to find that when they get up tomorrow that they're really 
ready to go after it. You might have noticed if you were 
listening to the air/ground earlier, we tried to talk Jack out of 
doing,... we got a little bit behind this afternoon, timewise, and 
we wanted very much for them to go to bed on time tonight and we 
had a thing scheduled in the flight plan, a standard thing 
scheduled in the flight plan where he looks out the back window 
for an entire night pass observing this electron gun while, or 
shortly after we had dumped water out of the water tanks and it 
takes,., it's about a 45 minute task. It takes both men. They 
missed it on the night pass. It was scheduled and delayed the 
whole thing and we tried to talk them out of it. Jack decided 
that he would rather do that than eat, so they did that. And 
that's pretty indicative of his modus operandi. He really does 
like to work and I think you're going to find that tomorrow when 
we, at this same time, we'll be right back on the nominal 
execution of STS-3 with everything done we had planned to do up 
to that point . 

Yes sir . I was wonder ing . . . 

Would you identify yourself please. 

PETER ADAMS. . .GANNETT NEWSPAPERS .. .You ' 11 have had problems in 
sleeping the last couple of nights. I was wondering if there be 
any new procedures so that they'll get a better night's sleep 
this time around. And also, the moth experiment, moth/honeybee 
experiment seemed to look like it was proceeding pretty well. 
Any comments about that. Any comments from Tod Nelson after 
(garble) to the television. 

HUTCHINSON I don't know of any. I have not spoken to him and 
so I don't know of any on the moth; and yes it did, it went off 
exactly as we had it planned with the television, the film 
recording, and so on and so forth. The sleeping business, we 
have changed the COM configuration so the CDR is going to be on a 
squawk box, and that's about all. We think the cabin's going to 

be plenty warm tonight because we turned the vehicle around now 
and the sun's on the nose. 

(garble) go right, right there and then over to 


DAN SHAPIRO. » .NEWSWEEK MAGAZINE ...I'd like to explore the 
medications that have been given. Could I find out again, you 
mentioned the antimotion sickness medication doctor. Would you 
give us that name again and also what medications were given to 
help sleeping and how many milligrams and who received them. 

DR. LOGAN Okay. As far as motion sickness, we have a 
combination scopolamine dexadrine tablet and we make the tablets 
ourselves here at JSC. It has .4 mg of scopolamine and about 5 
mg of dexadrine. 


DR. LOGAN Five milligrams of dexadrine. I don't know how far 
you want me to get into the theory of the medicine but it's 
probably mostly the scopolamine that does the work. There are 
some side effects of the scopolamine so the dexadrine is given to 
kind of combat the side effects of the scopolamine. The crew did 
not take any motion sickness medicine prelaunch. They take their 
first motion sickness pill after they are on orbit and I believe 
they took 2 on the first day. 

HUTCHINSON Those were flight plans. 

DR. LOGAN That's right. These were all planned. 

HUTCHINSON First day ones were planned. 

DR. LOGAN In advance, and the second day ones were also 

planned. Two also on the second day. (garble) 

DR. LOGAN Pardon me . 

Four (garble) 

DR. LOGAN Yes, there were two of them that were planned and 
then one was added for the Commander and I don't know where the 
fourth one came from. As far as I know, there were only three. 
I believe Jack said three or four. v Okay. Then today, each crew 
member took one when they got up and that's all that they have 
taken today because when I talked to them this afternoon, they 
didn't feel the need to take anymore. Sleeping medications in 
the medical kit we have Dalmane, 30 nun tablets, and so that is 
what they can use for sleep. Should they feel like they need it. 

Let's get a microphone over there Neil. 

I understand that Mr. Fullerton took sleeping 

medications, at least on one occasion. 

DR. LOGAN Gordon took a sleeping pill last night one sleeping 
pill, one Dalmane and the commander did not take any. 

Is that the only sleeping medication? 

DR. LOGAN The only sleeping medication. 

Okay Jules Bergman. 

JULES BERGMAN . . . ABC NEWS... Neil, you said last night here, you 
weren't going to wake them this morning, you were going to wait 
til after they called you and yet if I recall correctly on the 
air to ground, you called them at 7:30. 

HUTCHINSON I was still at home, so I don't know. I can't 
confirm or deny it. That doesn't surprise me, that's about an 
hour or an hour and a half that's about a rev late probably. 

JULES BERGMAN. . .Well then Tommy Holloway called then at 7:30. 



HUTCHINSON No particular reason. I guess we were all ready to 
go to work. 

JULES BERGMAN. . .Okay I've got two other questions then. Did I 
understand them to report on the air to ground tonight that the 
electron gun experiment had finally worked but the blue light if 
you will was too faint to be seen by the eye but it showed up 
fine on the TV? 

HUTCHINSON Right when I was getting ready to leave they had 
just finished this thing we call a v-cap visual beam search, 
Jules, and I do recall Gordon saying something like that, we're 
looking for that thing over night passes under various 
circumstances and I believe what you just said is an acurate 
comment on what he said which was they saw it on the TV but not 
with the eye. 

JULES BERGMAN ...Will that be televised down tonight, by chance? 

HUTCHINSON I doubt it. I don't think so because we chew up so 
much time dumping that VTR. Its probably not going to be 
televised down at all. I suspect it will just be brought home. 

JULES BERGMAN. . .And I have a final question. Did you ever pin 

down a source of the nitrogen leak that you were reporting this 

HUTCHINSON No and we gou a little pool going on whether that's 

really a leak or not. I'm not sure we completely understand that 
thing. Quite frankly it has stopped without any question, as a 
matter of fact, we used almost no nitergen today at all. Some 
folks think we might have a thermally induced situation here, 
where when it gets real cold it leaks and when it isn't cold it 
doesn't. The interesting thing about it was it didn't stop, it 
really started when we started to warm the vehicle up and stopped 
about the time the temperatures got stabilized so I'm not really 
sure the theory, we obviously are not completely certain what we 
are looking at there, you ought to recognize that the measure we 
have of whether we are losing fluids, losing nitergen is a gas 
equation, a PVT equation that depends on temperatures and 
pressures and is a function of bottles contracting and so on and 
so forth and it wouldn't surprise me a bit to find out after the 
fact that we didn't have any leaks at all and we really got faked 
out by the telemetry data. It stopped, whatever it was, is not 
doing it now. 

Okay, we'll start here and just go on across. 

AL SLAGEL. . .DAILY NEWS ... Is there anything on the original day 
three flight plan tommorrow that will be, any major thing that 
will be changed or added or subtracted? 

HUTCHINSON The only thing that we're not doing Al, is this 
IECM thing. We are not picking the IECM up, which we have 
already told you about and other than that, basically not. We 
are going to run through it by the numbers. 

GEORGE ALEXANDER. .. L. A. TIMES ... In a way I sort of expect an 
answer to this question but, the fact that the spacecraft is 
acting the way it is, sorta like a used car, does this give you 
some thoughts about whether or not your going to meet your 
committments to operational users? 

HUTCHINSON Well I wouldn't, I don't believe if its acting like 
a used car, I would certainly like to own it. The, we have 
trucked, if you look back at the things we have experienced so 
far in the flight they all have been really minor George, I mean 
losing television cameras is like, a rock hiting a head light in 
your car. It's something that's awefully simple problem to take 
care of. I think the basic spacecraft is demonstrating to us 
just as we thought it would that its a pretty sound piece of 
machinery and its got a lot of redundancy in it and it's humming 
along pretty well. And, the bottom line of the answer of that 
question is: I don't think we're going to have any problem at 
all using it as many times as we had planned and as rigorously as 
we had planned. 

DAVE DOOLING. . .HUNTSVILLE TIMES ... Ne i 1 , how have the EEVT and MLR 
runs been going? I understand that there was a problem earlier 
with the MLR that the crew was able to fix. 

HUTCHINSON Yeah the EEVT is going along well, we did three 


samples today, samples 3, 4 and 5. We have 3 to go, we're 
probably going to get the extra sample done, at least it looks to 
me like we are. The MLR had a, I wouldn't call it a problem, it 
had a bad indication this afternoon. The MLR is finished, of 
course, we started it yesterday, and turned it off today. And 
when it got turned off, back to the preprocess mode, an indicator 
came on on the control panel, it told us that it didn't go back 
to preprocess properly. That indicator, we did a little 
malprocedures , which basically involved removing power and 
resetting a couple of relays and putting power back on. And it 
rosct properly indicating that the indicator was false and that 
tl -_i.e was nothing wrong with the MLR. So the MLR, we think is 
complete and of course its success depends on what they find when 
they get it back on the ground. As far flight operation part of 
it, it went by the numbers. 

WALTER BAGLEY. . . Nei 1 , Walter Bagley from Reuters Can you tell us 
when you pick up day 3 tomorrow, :an you give us an original 
mission elapsed time for that and tell us at what time in the 
actual mission elapsed time that will be? 

HUTCHINSON Yeah, it'd take me a while to thumb back here, but 
I will, you mean so you can go back into a flight plan and see 
what ' s going on? 


HUTCHINSON Yec [ * 11 do that. As a matter, you have a flight 
plan that's very va '. What I would do is just go back to day 3, 
the day 3 tab and just start right out at breakfast. And 
remember that we're not going to pick up the IECM. Just where it 
says the IECM, we're doing the PDP. I could make an exact time 
later . 

JOHN DRISNEY. . . RKO NEWS... I'm just wondering if you have any 
additional information on that interference in the headsets, or, 
is that going to be written off as sort of inexplicable? 

HUTCHINSON Probably, I hope we don't get interfered with 
tonight, and no we don't have any more information on it. We did 
put the CDR is going to be on the squack box tonight instead of 
that thing in his ear. So we hope we'll hope we do a better job 
if it's still there of avoiding it. 

MARK KRAMER. .. Nei 1 is Jack sleeping upstairs tonight again? 

MARK KRAMER. . .Okay , and was the V-cap thing taped or was it just 
eyeballed tonight? 

HUTCHINSON Taped, filmed, eyeballed, VCR'd yes. 

MARK KRAMER... And the final question is: I heard a rumor late 


1 ) 

today, that some people at. white Sands have heard the mission is 
going to be terminated on Sunday, and I wonder if there is any 
consideration being given for any reason whatsoever to end the 
mission early or. 

HUTCHINSON Not that I know of, I'm not sure where that rumor 
came from, it didn't come from mission control. 

DOUG ROSS . . . KPRC. . . In Tommy Holloway's briefing, he said you were 
going to be turning the heaters on in the wrist camera of the arm 
the hope that it may work tomorrow. How hopeful are you that you 
will have a wrist camera. 

HUTCHINSON We're not going to have a wrist camera tomorrow. 
We changed cur mind and the reason we changed our mind is that 
after going back and reviewing the camera failure data on STS-2, 
it turns out that there is a failure mode that could possibly, if 
we tried to repower the wrist camera take down the elbow camera 
also. And we have chosen to let a sleeping dog lie, and we're 
going to leave the wrist camera alone and so we retain the elbow 
camera. So we're not going to do anything, and we didn't do 

DAN BEAVERS ... GULF COAST SCIENCE. . .Would you characterize Jack as 
having a problem with he gas experiment, operating it? 

HUTCHINSON No, I tell you what we did, Jack was fussing at us 
a little bit tonight, something that we all worry about. And 
that is, changes that come into the flight system very late and 
that we don't have a chance to practice with in the flight 
controllers don't have a chance to see and the crew doesn't have 
a chance to see. And one of the things that did come in late and 
I'm sure it was a valid input, I'm not critizing the input or 
anything, but it got here very late f was the fact that when you 
cycle through the relays on the gas, they want, they decided very 
late, they wanted us to wait between a one sequence of input and 
another sequence of inputs. Now what happened, we already had 
the instructions on how to operate it in the flight data file, in 
the cap onboard the vehicle. They were down at the Cape when we 
got the input. We didn't have time to go back and redo them, and 
what they wanted was two parts of the procedure separated by ten 
minutes, I believe. I don't remember the time number, I believe 
it was 10 minutes. And so what you do is you go in and you punch 
the little keyboard and set some relays and then you go away and 
you back and of course you're not going to sit and count one 
potato, 2 potato for 10 minutes. So what happened very simply 
was, last night, Jack did the first half of one of those and put 
the instrument down and went about his business and forgot to 
come back for the second half which is fairly easy to do, 
particular ily when we had a tough day like we had yesterday. It 
didn't hurt anything other than we didn't get some data we 
planned on getting, and we're going to go back, we reset it 
tonight, and tomorrow morning go back to normal operations with 
the 10 minute waits and we might mess it up again we'll try and 

be more rigorous, but that's what happened. He wasn't fussing at 
the instrument, he was fussing at our system that takes late 
changes . 

MARK KRAMER. . . Nei I the gaseous nitrogen anomoly which is 
apparently stopped, I'm puzzled by that, I want to ask you, do 
you have temperature and pressure sensors on those bottles? 


MARK KRAMER. . . And with those sensors giving you temperature and 
pressure, if you think you have a leak, I assume you think so 
because the pressure's going down, is that right? 

HUTCHINSON Yeah, you're using a gas equation to determine the 
quantity and we know how much quantity we're using and we know 
the volume of the bottle and the pressure in the bottle and the 
temperature of the bottle. And through an equation of standard 
gas law equation, you can determine what the quantity is and it's 
not really with the pressure, pressure can down because the 
temperature went down, and the volume, you know the mass of gas 
in there is identical, is the same without any change. And of 
course we thought that what we were seeing using those equations 
that we had loss some 10 or 15 or I think maybe oven the number 
was even closer to 20 pounds of gas. And then today all of a 
sudden, although we're using a pound an hour or so, the use curve 
has been absolutely flat as if we haven't used any. Now we know 
darn well that there's a small amount of makeup gas that we've 
used. And I don't know, wo just don't understand that. I even 
have a tendency to believe it's instrumentation. We might have a 
small leak in the system that's thermally sensitive and you know 
when we're back in a cold soak that that area's down in the 
bottom of the payload bay forward from the forward section of the 
bay where the bottles are. We're liable to see something 
again. That wasn't a very good explanation, we just don't know. 

JULES BERGMAN... ABC... Neil, if Sunday afternoon is a forecast of 
high winds at Northrup Strip, Monday noonish, what would you do, 
would you land in orbit early? 

HUTCHINSON We have that option, certainly have that option. I 
haven't looked at, quite frankly haven't looked at the cross 
range capability we have. I'm sure we probably have a rev early 
option and as you and I are both aware, the winds get a little 
testy around lunch time and from then on out there and our 
landing time I think is from 12:30 or something like that. So 
that is an option that could enter into that process. 

CARLOS BYARS. . .Neil, I believe Fullerton was sheduled to put on 
his suit today, and I think perhaps now it's for tomorrow. Did 
that happen? 

HUTCHINSON Yes it did. Gordon did his suit, donning and 
doffing exercise today, right as it was scheduled in the flight 


plan. That's another thing that we think is an indicator that 
they're really feeling a lot better. That's not exactly a sit 
still operation. 

CARLOS BYARS ... I understand that. How about is Jack going to 
suit donning exercise. 

HUTCHINSON We have not rescheduled it, and no I don't believe 
so, just because we haven't rescheduled it. It's not on the 
flight plan tomorrow. I'm pretty sure it's not. 

CARLOS BYARS... Mr. Hutchinson, are you planning any further tile 
inspections between now and the landing, and are you satisfied 
with the data you have on tiles? 


Up here in the front row. 

CRAIG COVAULT. . . I keep hearing things out of the engineering 
staff that some mods in the entry are being at least examined to 
maybe protect the body flap a bit more, a different schedule. 
Are you familiar with anything like that? 

HUTCHINSON We've talked about it but as far as I know right 
now, we are not planning on making any modifications at all to 
entry, preentry procedures, entry procedures. I know at one time 
someone was talking about not dumping all the forward RCS, which 
we normally do for CG management, and we're planning on doing 
exactly whatever we have to do to get the CG right on. It was 
discussed at one time to do an alternate body flap schedule and 
as far as I know that is not a candidate anymore. We just don't 
think we have a problem that warrants any kind of procedural 
stuff for entry. The entry pretty much by numbers. Now people 
are still, you know we're still several days away from entry, you 
know how we are, we're always scratching around looking, so you 
never know. But right now as far as I know there's nothing going 
on . . . 

PAUL REISER. . .ASSOCIATED PRESS ... Heard Hartsfield describe the 
efforts that they use to grapple the PDP tomorrow. But he failed 
to mention lighting conditions. Are they limited to doing that 
strictly in daylight or do they have to stop work when they reach 
the night side or what? 

HUTCHINSON I think we'll probably try it, make sure that we 
are going down to the final part of the grapple in daylight, 
Paul, but we know that with the pay load bay lights on we have 
plenty of light to be able to see anything we need to do. The 
MDF, which is the facility we did the practicing on here of 
course, as your aware is not very fidelous relative lighting. 
So, but the crew has, you know, they have, gosh having been there 
three days, they're certainly able to judge what they can and 
can't do and what they can and can't see in the bay. ■■■■■I'm mean 


they've been looking out the back window in every attitude and so 
on and so forth. So, I would suspect that we'll probably, the 
final grapple down on the fixture will probably be in daylight. 
But then again, that's a completely judgement call we've put no 
restrictions on them in that regard. It's a judgement call on 
part of the man driving the bus, driving the arm. 

Mr. Kramer there is very active tonight. 

HUTCHINSON I just don't want you to leave Jack. Is the crew 
going to record that spurious noise they heard the last two 
nights, are they going to record it again tonight? 

HUTCHINSON No, we have no plans to run the tape recorders 
tonight. In fact we turned the voice recording off before I left 

MARK KRAMER... Do you plan to dump any of that audio down to the 
ground tomorrow so we can all hear the mysterous sound? 

HUTCHINSON I can't answer that, I don't know whether we have 
or not. We did try and get some recordings last night and if it 
was dumped down, there wasn't anything going around about it 
today, because I didn't hear a word about it. I don't know, I 
just don't know. I don't think we think that's a very big 
problem by the way, because I really believe that tonight you're 
going to find the CDR sleeps real well, because Gordon has not 
been bothered by it. 

MARK KRAMER... If it were to reoccur and if bothered them sleeping 
wouldn't your curiousity lead you to have them dump it so you 
might find out what the problem is. 

HUTCHINSON I think probably the next plan will be to fly with 
the UHF off. We don't really like to do that because we don't, 
there's really probably, that cuts down your coverage a little 
bit but it just doesn't make good sense to give up potential 
sites where you could have a conversation with them. But that is 
certainly another step that could be taken. But has not been 

We'll take a couple more right in the back row and 
then one up here. 

WALTER BAGLEY ... REUTERS ... Ne i 1 when they do the RMS tommorrow and 
the PDP, are they going to grapple and ungrapple first to make up 
for the test that they lost on STS-2 and are they going then just 
do a loaded arm maneuver before they actually do a PDP 
experiment. Or are they going to start right off with the PDP 
exper iment? 

HUTCHINSON To answer your first question, first. We had an 
end effector test yesterday that we didn't do because we lost the 
camera. And that is, we basically are going to get that entire 

test with the exception of an auto capture which is the very last 
part of it during the normal grapple on the PDP tommorrow. Now 
you may have misinterpreted some terms, we are going to berth and 
unberth. Okay. Because that has nothing to do with the wrist 
camera, that's the other cameras and the visual so we'll go 
through a berth and unberth just like w^ planned on doing on this 
day with the IECM but grappling we're going to hook onto it and 
we will probably, it depends on how easy it is to hook up. If it 
turns out to be a fairly easy task, and we think it will, we'll 
hook on to it and pick up and run loaded arm test which is a 
first priority basically in the morning and then in the afternoon 
we run the PDP science and then we will put them away and put the 
arm away. If it turns out that we have a hard time getting ahold 
of it and this is not picking up, just getting the arm down there 
because of the loss of the camera, I suspect we're not going to 
let loose of him and we'll probably put him back in the rim, lock 
it up and leave the arm attached to the payload overnight. So we 
can pick him up the next day and don't have to go back through 
the, getting hooked up, hooked on. You look puzzled? 

George Alexander 

GEORGE ALEXANDER. . .As an aggie says when in doubt whip it out. 
Is that what your going to do? I mean the first time you grab it 
are you going ... 

HUTCHINSON We are going to do exactly what we planned to do, 
George with the IECM. 

GEORGE ALEXANDER. . .The first time you grapple it? 

HUTCHINSON Yes we are going to hook on. But that's the 
standard plan anyway. That's what we were going to do with the 
IECM. We were not going to hook on and let loose. Let me go 
back again and tell you that the grapple test that was on this 
flight was yesterday. Okay. We didn't get it done and what it 
envolved was hooking on, we were going to grapple the IECM 
yesterday. And of course the camera broke and we didn't do it. 
Now we are going to get on to this and we're not going to let 
loose of him. We're going to get on to him and you get most of 
the grapple tests right there and then we will decide whether we 
are going to let loose of him once or twice depending on how easy 
it was to get on him but not right at first. And that again was 
the plan thats on the books for this flight date. 

DAN BEAVER. . .GULF COAST SCIENCE. . .Would you describe the 
recommended grapple procedure for tomorrow without the camera? 

HUTCHINSON Well, I haven't got a check list with me but its 
basically we're going to operater command the arm to what we call 
a hover position which is basically a set of coordinates which we 
know very precisely, its no eyeballs involved right up above it 
and then just translate it in minus "Z" slowly right down on top 
of the grapple fixture. 

DAN BEAVER... By eyeball? I 

HUTCHINSON By eyeball, television camera, binoculars, and all 
other tools we have available. Well Pve just said them all. 
And when your down there, grapple it. The one thing we're going 
to link the arm before we pick up the, to take up any loads 
because we might not be quite centered on the grappled fixture. 

Okay we're not going to keep them any longer, thank 

you very much . 




Good morning ladies and gentlemen. Welcome to the 
Change of Shift Briefing. Let me introduce Dr. Ellen Schulman 
who is the Flight Surgeon for the Ivory Team and of course you 
recognize Ivo»-y Team Flight Director Tommy Holloway. Let us 
begin with a summary of the overnight shift by Mr. Holloway. 
Tommy . 

TOMMY HOLLOWAY Well the last 12 hours has been relatively 
uneventful and that's kind of the way I like them. We didn't 
have a great deal to do. The spacecraft behaved perfectly for 
the last 12 hours and we had zero additional failures with one 
minor exception. A small instrumentation bias that showed up 
that has no significance. The flight crew appeared to go to bed 
about on time last night. They were up and into what we would 
consider one of the more productive and busy days today, and they 
were up on time. They reported as you probably heard that they 
were eating much better and sounded to me like they were in very 
good spirits and were eager to get into today's activities and 
were feeling better than what they have on previous days. And 
with that I guess, since it was sort of an uneventful evening, 
we'll get on with the questions. 

Well, let me see if Dr. Schulman, do you want to 
make any remarks about the crew's health or anything. 

DR. SCHULMAN I've nothing to add. 

Okay. Questions here in Houston. 

PETER LARSON Yes, Dr. Schulman did Jack and Gordon have a good 
night's sleep? Did they get more sleep than they did on Monday 
and Tuesday nights and how are you improving their ability to get 
a better rest during the evening. 

DR. SCHULMAN We don't know exactly how much sleep they got, but 
from what they told us this morning, it sounds like they had a 
restful night. We left some of the equipment powered up last 
night so the cabin would be a little bit warmer and we were 
careful to not wake them up with any alarms during the night. 

What about their medical intake. Do you have an 

idea of that? 

DR. SCHULMAN What do you mean. 

Medication. Did they take any last night, today, 

yesterday . 

DR. SCHULMAN Yesterday morning they each took a motion sickness 
medication and to my knowledge they haven't taken anything since 
then. They are feeling better. 


Just to follow up. Was there any more discussion 
of sleeping pills? 


PEERS ACKERMAN Times of London Was there any interference 
from that UHF source reported last night? 

TOMMY HOLLOWAY Well, first, let me answer that question this 
way. The crew slept without the headset on last night and 
although they haven't reported it yet, we're hopeful that they 
did not have any interference this time. Now we did take an 
opportunity to record the intercom of the orbiter at a particular 
time. Intercom A and we have recorded the interference and we 
have that noise recorded. 

PEERS ACKERMAN Is this recording you made, is this from last 
night and if so, what do you what have you analyzed? 

TOMMY HOLLOWAY Well, we haven't analyzed anything an^ as far as 
the quality of the data all It is is noise and it's not any 
qualitative data that you can derive any analytical results from 
in terms of the source of the noise nor what's causing it and so 
on and so forth. So, we can't really analyze it. All we can do 
is determine that the noise was there and it's a very irritating 
buzzing sound of 1 to 2 seconds that occurs every 10 to 15 
seconds. And that's frankly all I can say about it because 
that's all I know about it. 

That's correct. It was last night. 

JOHN WILFORD New York Times Do they get any of this radio 
noise during the day time? Or would you not notice it because of 
your own communications. 

TOMMY HOLLOWAY Well, I think that's probably correct. We have 
not had any reports of it in the daytime, but I wouldn't draw any 
conclusions from that. It might be occurring during the daytime 
and because of the fact that we're communicating with them so 
often and so times continuously, they may not be 
noticing it. 

LYNN SHERR ABC I'm sorry I'm confused about the difference 
between the buzzing 1 to 2 seconds every 15 seconds and the 
interference from the night before. I thought there was no 
interference last night. 

TOMMY HOLLOWAY Well, as far as I know the crew did not hear the 
interference because they were on a different system and we 
recorded intercom system and they weren't wearing a headset last 
night and we have speaker boxes in the spacecraft that is 
attached to our communications uplink and downlink and the 


intercom per se was not hooked up to that system and the noise 
was recorded on intercom now. I got there, we're not sure of and 
of course we don't know where the source of the noise is. 

Is that something that happened every 90 minutes 
the way it happened the night before on the spacecraft. 

TOMMY HOLLOWAY It appears that that's the case. It's the same 
noise that we've been talking about all three or four days. How 
many ever days it's been. 

So you heard last night what they have been hearinq 
but they didn't hear it. 

TOMMY HOLLOWAY Yes, we recorded it on an onboard tape recorder 
and then dumped that tape recorder, played it back and listened 
to it . 

Okay and just to clarify, you said it's a buzzing 
of 1 to 2 seconds duration every 15 seconds. 

TOMMY HOLLOWAY 10 to 15 seconds. 

Once every 90 minutes. 
TOMMY HOLLOWAY No, for a period of 15 or 20 minutes. 

10 to 20 minutes. Okay thank you. 

TOMMY HOLLOWAY 10 to 20 minutes, what was I don't (the 
duration) oh okay of the... 

MARK KRAMER What time did you dump that audio to the earth so 
we can look for it on a piece of tape. And was that on the 
mission audio or was it some other channel. 

TOMMY HOLLOWAY Is was on intercom A and Mark I don't recall. 
It was I listened to it about 4:00 this morning. 

Do you know if public affairs line put that out. 

Yeah, we can get that. We don't have it yet but we 
can get it to you. 

Was not feed out on the... 

No it wasn't fed out on air to ground or any of the 
public access loops. 

Could you make that available to us please. 
Yeah. Yep yep. 


WAYNE DOLCEFINO Can you run through the experiment today with 
the PDP just sort of from beginning to end what we're going to be 
doing throughout the day with it. 

TOMMY HOLLOWAY Well, we're doing a number of things with the 
PDP and the first thing we're going to do in lieu of performing a 
unberthing and berthing test with ICM, we're going to undock or 
unberth or the PDP and then immediately do a berthing test to see 
how well we can reberth a payload. That's the first activity. 
After that point we're going to do a control systems evalution 
with the payload on the RMS and see how the RMS operates with a 
payload. Of course, up to this point we've operated the arm 
without anything on the end of it and it was built to handle 
payloads. At that point we're going to do what we call a primary 
RCS interaction test that's involved in similar to the unloaded 
interaction test involves firing the primary RCS reaction control 
thrusters onboard the Shuttle to better understand the dynamics 
of the RMS. After that point we'll spend the of the day 
performing detailed science objectives of studying, looking for 
the field the magnetic field of the earth and assisting in the 
VCAP experiment for the scientists. And if you want to know the 
details of the science of those operations, you'd best talk to 
the DIs. 

PEERS ACKERMAN Somebody I guess has to ask what's the status of 
the head onboard the Columbia at this time? 

TOMMY HOLLOWAY Status of the commode? Well at the time we're 
lipping along ON the commode. It's still operating based on what 
Jac!< reported just before I left the control center it appears 
that the commode in the low speed mode has slowed down a little 
bit and he's worried that it may stop. We're still thinking 
about some additional steps to take to clear it up and help that 
situation, but that's undev review now by Neil Hutchinson. 

ALBERT SAILSTED Baltimore Sun You referred a few moments ago 
to dynamics test of the arm by firing the reaction control jets, 
do you mean by that you're going to be holding the arm up and 
then movin the Shuttle or orbiter and then seeing how the arm 
reacts to iose strains as it were? 

TOMMY HOLLOWAY Yes sir absolutely. 

ALBERT SAILSTED Will you have a payload on the end of it at the 

TOMMY HOLLOWAY Yes. Loaded arm means that there is something 
on the arm namely in this case the PDP. Originally that was to 
have been done with the IECM, but since we're unable to or 
unwilling, that's probably a better way to say it, to unberth the 
IECM we're using the PDP for that function. 


ALBERT SAILSTED About what time today would you plan to do 
that . 

TOMMY HOLLOWAY I don't have that information with me but I'm 
sure you can get it. 

Yeah, we brought back a summary timeline that's 
being xeroxed and will be available out here it'll have that on 
it for you. 

What was the times you said. 

TERRY WHITE About 11:30 local when it shows on the summary 
timeline here. 

JOHN WILFORD Dr. Schulman what are your instructions to the 
crew as far as taking medication today and do you consider the 
nausea a thing of the past? 

DR. SCHULMAN You mean medication for motion sickness? 

DR. SCHULMAN For the last couple of days the instructions have 
been for the crew only to take it as they need it. We haven't 
suggested that they take it on a regular basis. And, I think 
we've turned the corner with the motion sickness. I think 
they're both feeling up to par today. 

JOHN WILFORD We were turning the corner yesterday. Have we 
really turned the corner today. That was the phrase yesterday. 
I want to know how far around the corner we are now. 

DR. SCHULMAN I can't tell you that I think we're better today 
than we were yesterday, and both crewmen sounded very good this 


REG TURNELL BBC A couple of questions. Can you tell me please 
what happens to the RMS when it's not in use. Is it stowed away 
or clipped down or what? 

TOMMY HOLLO. /AY Yes sir it's what w< call cradled, Tt'n 
initially the RMS is stowed Inboard in the orbiter and wo rotate 
it approximately 60 degrees to get it in a position where it's 
we're able to use it and then we do what wo call uncradlo. 
That's undock the arm and move it into a position whore you can 
use it. So, during the nonactive periods, that is the periods 
that the RMS is not in use, it's put to bed so to speak and that 
is put away and we do that primarily because that's the best 
situation to be in should we encounter a contingency situation 


where we would require a quick type deorbit and we wouldn't want 
to be interested in having to worry about an RMS or payload. 

REG TURNELL Thank you and the other point may have been dealt 
with the previous change of shift, but I'm sorry I missed it. 
What has happened about the pressur ization leak? 

TOMMY HOLLOWAY Well at the present time the leak has 
disappeared. It disappeared sometime, the so called leak I 
should emphasize, it disappeared sometime yesterday and has been 
infact we have used zero almost no nitrogen in the last oh, 20 
hours or so. So the leak disappeared sometime yesterday and has 
not reoccured. And we're almost caught up on our nitrogen I 
might add. We're almost back on where we expected to be at this 

REG TURNELL Isn't that rather worrying though that you should 
have a completely unexplained leak. 

TOMMY HOLLOWAY Well, to be honest with you I'm not particularly 
worried about the leak as long as it doesn't start again and even 
if it did start again, we'd have more than adequate margins at 
this time and we'll be able to deal with what ever comes up at 
the time. I might add that if all of the N2 should suddenly leak 
out instantaneously, it would not be a serious situation. We 
could still effect a normal entry into Edwards landing, not at 
Edwards now at Northrup, landing site and all would be well. 
(You called it a leak, we don't really know that it's a leak do 
we) Not really. 

ROGER CLARK You decided against an overnight heating of the arm 
as a possible fix for the wrist camera if not the wrist taking 
out the elbow camera. Could you explain how that procedure could 
have jeopardized the elbow camera? 

TOMMY HOLLOWAY I'm sorry I missed the details of that 
question. Try mo again. 

ROGER CLARK You decided against an overnight heating of the arm 
as a possible fix ror the wrist camera. And that was decided to 
not to risk taking out the elbow camera. Could you explain how 
that procedure could have jeopardized the elbow camera? 

TOMMY HOLLOWAY Well the I still missed the first part of your 
question, but let me answer it and see if I qet the intent of 
your question answered. The elbow and wrist camera have common 
power sources and their potential failure modes in the camera 
power sources that would result in a, if there is a short on the 
in the wrist camera system, would result in that short showinq up 
In.o the elbow camera and causing it to fail should we ropowor 
the wrist camera. So, rather than take a chance of losing both 
cameras, we have elected not to repower the wrist camera. 


JAMES WILKINSON BBC Apart from the medical consultations that 
the astronauts have been having are there any other conversations 
they've had with the ground which we haven't heard. 


PEERS ACKERMAN One further question, this morning that Jack 
Lousma said that a knob on the waste system came off in his hand 
from one of the valves. What did that relate to. 

TOMMY HOLLOWAY That's one of the knobs that is used to 
manipulate the valves in the commode system and he is been 
replacing that putting that knob back in place when he needs to 
use the system. But it's, you could consider it a malfunction, 
of course, he's worked around the problem and still using the 
lever . 

Sounds like the knob came off of your commode lid. 

PETER LARSON Orlando Centenal Star Had the astronauts resorted 
to using any of those backup bags that fit inside the commode. 

TOMMY HOLLOWAY They have not used the backup bags as far as the 
kind that are used inside the commode, when you do that it's 
apparently drastic step in terms of the utility of the commode on 
this particular flight. And I'm sure they wouldn't do that 
unless they'd talked to us, and they have not done that. 

But in terms of the storage of the solid waste, are 
they using some bag system as opposed to the compartments where 
the ... 

TOMMY HOLLOWAY I don't think so, I think they're still using 
the commode. 

PEERS ACKERMAN Since they've been flying with nose to the sun 
the thing has been cooling down. Have they done any more tests 
on the pay load bay doors or any more scheduled today? 

TOMMY HOLLOWAY No sir. There's a dcor schedule door operation 
schedule day after tomorrow. Very sinilar to the one that we had 
on flight day 2. That will be in midday on day after tomorrow 
and the test is identical in terms of the sequence that we go 
through at that time. 

PEERS ACKERMAN So, just to go that again, you said earlier on a 
couple of days ago because of the problem you've had originally 
with the payload bay door when you couldn't close the latches 
that you would be paying more attention to testing it while it 
was in this ATR nose to sun attitude. Have you decided not to do 


that as to wait until the scheduled test? 

TOMMY HOLLOWAY Right now that's our plan. We're going to wait 
till the regular scheduled door cycling test day after tomorrow. 

GEORGE ALEXANDER Just to clarify something Neil told us last 
night and make sure that it's still current, once you have the 
arm on the PDP you're going to leave it there for the next couple 
of days. 

TOMMY HOLLOWAY Neil is still considering all of the tradeoffs 
in terms of what we were going to do with the arm and the PDP 
this evening. At the present time the plans are to particulary 
if the grappling goes well this morning, our plans are to reberth 
the PDP ungrapple and put the arm away which is our standard 
operation for the reasons that I explained earlier. Now there 
are some advantages of leaving the arm out. The Pis would like 
to get additional data, but, our standard operating procedures to 
put it away during the evening and that's our current plan 
although Neil has been provided all of the information in terms 
of what it would take to spend the night PDP out and he'll make 
that decision as the day goes on based on the circumstances at 
the time. 

MARK KRAMER CBS On that same subject. When you do that do 
you actually cradle the arm in those arm holders and then rotate 
it inboard so that it's completely prepared for door closing. 


MARK KRAMER There's no position whereby you just cradle it and 
leave it. 

TOMMY HOLLOWAY No sir. We rotated in. It's ready to go. 


Ready to come home. 

Pete right here behind you. 

JAMES WILKINSON BBC Are there any plans for President Reagan 
to talk to the astronauts this time? 

TOMMY HOLLOWAY Any plans to do what sir? 

JAMES WILKINSON For the President to talk to the astronauts this 
time . 

TOMMY HOLLOWAY Not that I know of. 


Anything further? 


TOMMY HOLLOWAY If he decides to I suspect we'll do it. 

PAO We've got some people going over to the MOCR now to 

get copy of that tape and we'll duplicate it and make it 
available just as hastily as we can. I can't tell you how long 
that's going to be but I think we can probably expedite that and 
we'll also make arrangements to get it to the folks at Kennedy. 
One final note, Malcolm Mines from Spar Aerospace Limited will be 
here at 10:00 to give you an RMS briefing. Thank you. 



Good evening and welcome to the change of shift 
briefing. I think it's evening. It's always dark when we come 
in and dark when we go home. This is Neil Hutchinson, the 
outgoing flight director of the Silver Team on my immediate right 
and he will give you a run down on some things and then 
representing the OSS-1 payload, we have Dr. Werner Newpert, 
program scientist from Goddard Space Flight Center, and then Dr. 
Sam Pool representing the medical side of the house if you have 
any questions in that area. We will go ahead and start with Neil 
and then after we... I'm not sure what you had planned for the 
OSS-1, perhaps Dr. Newpert will have some things to say and we 
can go to questions at JSC and move to the other centers and then 
come back. Neil. 

HUTCHINSON Weil good evening. We had a really busy day today 
and a very, very successful one. As you all have probably heard, 
we're having a little fuss at the moment because we've had a 
problem with the communications system and we'll talk about that 
a little bit. As far as the day went, we accomplished one of our 
really big DTO's on the flight by picking a payload up and you've 
probably seen all the television as it. ..and listened as it 
occurred today. We got all of the RMS loaded arm work done this 
morning right as scheduled. We got all of the science done this 
afternoon with the exception of about, I think we missed about I 
REV or maybe an hour's worth of VCAP vane search activity this 
afternoon. We ran several other smaller orbiter DTO's. We are 
still in tail sun attitude. Vehicle is continuing to cool down 
at about the rate we expected, a little bit slower than we 
expected and it's not as cold as we had thought it would be by 
this time. This attitude cools the vehicle off a lot slower than 
the tail sun did so that's not totally unexpected. Basically, as 
far as the flight plan goes, today we accomplished everything we 
intended to do. You will recall, last night I told you that the 
one thing that we didn't accomplish that we had been set out, 
that we had set out to do promission was picking up the IECM and 
you all know why we didn't do that. The only RMS DTO we have 
left is backup cradle which we probably will get done before we 
quit with the arm. That's just a fairly simple procedure, about 
20 minutes long, where the crew puts the arm away in the backup 
mode. Tomorrow's going to be another busy day. We have done 
some things to start saving a little bit of cryogens to open up 
our entry options. I guess about the only thing I want to say 
about that is we're looking at weather and no decisions are going 
to be made for a couple of days. We had a private med today. 

DR. SAM POOL Shortly after lunch. We received a message from 
the crew that they wanted to talk to the surgeon. The pilot, 
Gordon Fullorton, said ho had some lower abdominal discomfort, 
cramping, and he was interested to know whether or not there was 
anything in the medical kit that we could prescribe which might 
make him feel some better. We talked about that problem and 
attempted to rule out anything serious. Our conclusion was that 

he had some gas in his abdomon and this was probably giving rise 
to some cramping. We prescribed Mylanta which has a combination 
of an antacid and simethicone, which is a surface tension 
reducing agent and we also thought it was time that they should 
start to eat. We think that one of the problems perhaps in 
producing this abdominal cramping has been due to the fact that 
they've been taking in quite a quantity of fluid, but perhaps not 
eating as much as they should and so we recommended that they 
begin to eat, and as a matter of fact, just before we came over, 
we heard on the air to ground loop that they were beginning to do 

HUTCHINSON Okay. I don't have anything else. I'm sure 

there're going to be a lot of questions about what we're doing 
with the end of mission and we'll try and answer them. Would you 
like to say some things about the things: we accomplished with the 
science today? 

DR. NEUPERT Be happy to. 

HUTCHINSON Then we'll back up to the operations part. 

DR. NEUPERT The OSS-1 payload operated very well today. All 
instruments that are active continue to be in good shape. Not 
all of them are taking data. Two of them are waiting until we 
get to bay to the sun and one, the solar overbottom, monitor the 
irradiance monitor and solar flare x-ray polarimeter experiment 
did not take data. The induced atmospheres experiment has 
already had its primary data taking run. It was on for a short 
period of time today. The two additional experiments, thermal 
canistry experiment, continues to fulfill its scientific 
objectives by demonstrating that payload's interior to a large 
volume can be held at very comfortable temperatures in spite of 
extreme temperatures on the outside using this heat pipe 
technology and the contamination monitor experiment began picking 
up slight amounts of molecular accretions on the surface of 
quartz crystal microbalances primarily in the direction viewing 
out from the bay. It was very small accumulations in directions 
viewing toward the liner. Of course, the highlights were the 
joint operations with the vehicle charging and potential 
experiment plasma diagnostics package. You saw it on 
television. You saw the crew scanning through the beam and 
picking it up which was an exciting day, exciting time I can tell 
you in the payload operations control center. We do have some 
initial assessment of what that beam appears to be at first 
glance. Of course, tomorrow is another active day but 
interestingly, we can for instance, estimate that at a distance 
of 30 feet from the emitter, the beam seems to appear over a 
width of about 20 feet, so you can imagine that it starts out at 
a width of that small aperture which is about half an inch and it 
diverges to a beam of 20 feet. Not only did the PDP detect 
charged particles but it detected a considerable amount of plasma 
wave energy and this will be explored tomorrow with the sequences 
that are going to be carried on in the joint beam operations. 

They will be exploring as to why this beam is so wide. To give 
you another idea of some of the things we are exploring, if this 
beam of electrons were shooting out in a vacuum, of course, it 
wouldn't diverge at all. Even in the pressures that we are 
seeing, which are probably typical of orbital pressures, an 
electron would traverse about a 1,000 kilometers of the 
ionosphere before it collided with another particle and be 
scattered so the width that we're seeing is not due to collisions 
of the particles, the electrons coming out with the particles in 
the atmosphere. It's due to some other kind of plasma 
interaction. As I say, it's going to be explored to some lengths 
tomorrow. One of the highlights of the vehicle charging 
experiment, having to do with charging of the orbiter, they 
noticed that the orbiter charged to some higher potential at 
night than during the daytime. Not much potential, about 10 
volts instead of 1 or 2 volts negative, and they hypothesize that 
there simply is less opportunity Cor the charge to be neutralized 
at night so they're investigating that further too. So, 
altogether, it's been a fine day. 

Okay. Thank you and I think we'll go ahead and 
start with questions now. Have we got vine microphones. Okay. 
Jules Bergman here. 

JULES BERGMAN. . .This is for Dr. Pool. Did Fullerton say whether 
the Mylanta helped him? 

DR. SAM POOL We don't know yet. 

JULES BERGMAN. . .And you said you recommended that they eat. 

JULES BERGMAN ... Does this mean that they haven't been eating all 
their meals or whatever. 

DR. SAM POOL That's correct. For example, this morning that we 
reported that the pilot ate granola with bluberries and 
grapefruit drink with a total caloric intake of 400 or so. We do 
not think they've been eating and they say they haven't boon 
eating their entire meals. 

JULES BERGMAN . . . Just too busy or what? 

DR. SAM POOL Well no. I think the lingering effects of the 
motion sickness problem which we've had and perhaps the schedule 
had a part to play in that as well. I think they're beginning 
to, I think Jack particularly is beginning to eat now and I think 
Gordon this evening is also said he is going to eat. 

JULES BERGMAN .. .You said the lingering effects of a motion 
sickness problem. Do you mean that or the dexadrine and 

DR. SAM POOL Well, the last time they took scopolamine 
dexadrine was I believe yesterday morning and those effects 
should pretty well have worn off at this point. I think they're 
also beginning to get over their motion sickness. As I watched 
them on the television today, I noticed they are moving about the 
cabin quite freely in doing the job that needs to be done. As 
far as the Mylinta and whether or not it's going to be effective 
or not, we've had some experience with this sort of problem in 
spaceflight before. Whether it's going to be effective in this 
particular individual or not, we hope so. There's a private 
medcom as a matter of fact along about right now and hope 

HUTCHINSON Providing the comm works. 

DR. SAM POOL Yeah. Hopefully I'll have some feedback on that 

Okay. And also, if I don't identify you, please 
identify yourself and your affiliation. Right back here in the 
next row back. 

PETER ADAMS. . .CONNET NEWSPAPERS .. .Cou Id you discuss a little bit 
about the weather problems and Northrup. Are we looking at a 24 
hour delay or a one revolution (garble) 

HUTCHINSON Yeah. I really shouldn't have said weather 
problem. I think really t*v best way to describe that thing 
is... we've been doing very • >. 11 on our consumable situation as 
the flight has worn on here and with just a little bit of 
tweaking, we think we can get ourselves an option to stay another 
day. Now that doesn't mean we're going to do that, but it does 
provide us some flexibility in case we might encounter a weather 
problem later in the mission. 

PETER ADAMS. . .Would you be more inclined to land earlier or 

HUTCHINSON Well, that depends on what the weather situation 

turns up. And really, you know, it's going to be the middle or 
end of the weekend I would expect before any decision is made on 
what to do because we don't like to prognosticate that far, we 
aren't successful in prognosticating that far in advance on the 
weather . 

PETER ADAMS... If you were to delay a day in landing, do you have 
enough fuel to do such and do you have enough fuel for a 
continuency if you had to land, let us say 48 hours in advance. 


PETER ADAMS. . .Thank you. 

48 hours? 

HUTCHINSON Yes sir. The cryo situation as it exists now, and 

I'm not exactly sure of the numbers, but we basically have been 
running about a couple of kilowatts, maybe 3 average power level 
lower than we thought we were going to run and of course as you 
all know our hydrogen for the fuel cells is the critical 
consumable and when I said management, the management techniques 
are very simple. We were planning on going back to two computer 
operations, normal operations today for the G&N computers. We 
didn't do that. We turned off some heaters that we know we don't 
need. For example, the heaters in the flash evaporator system 
because we haven't been boiling any water since launch basically 
and those kind of things with that little kind of a tweak, we're 
going to be able to provide ourselves enough cryogenics to go 24 
hours extra, another day at normal mission power levels, and 
still have our 24 hour wave off capability. 

CARLOS BYARS . . . You just answered one thing for me right then. 
You have enough to go an extra 24 hours now I believe Neil. Is 
that correct and you want to stack up enough that you can go an 
additional 24. 

HUTCHINSON No, no let me correct that. We have enough as 

projected with the kind of power levels we've been seeing to 
extend an extra 24 and maintain our 24 hour reserve that we 
always will maintain. We have no intention of nominally cutting 
into that 24 hour reserve. So right now on the books, projected 
assuming we don't get into any ditties as we go down the road 
here, we have enough for a 24 hour mission extension and then 
come home and when we get home we'll have 24 hours left. 

CARLOS BYARS... Yes, that's what I got. Would you comment please 
on your communications problems. We've just heard some bits and 
snatches and are you having some sort of a ptoblem there? 

HUTCHINSON The easiest way I guess to describe the comm 

thing, the comm system, like all our other systems, is farily 
redundant, in fact completely redundant. There's really two of 
everything and even more than that it can be what we called cross 
strapped which means you can take one part out of one of those 
systems and make it talk to one part in another one of the 
systems and get a path that way to communicate. On top of that, 
individual parts of each one of those two strings of 
communications gear have redundancy in them. Today, during the 
normal execution day, we had an experiment associated with the 
plasma diagnostic package. One of things, you recall that it 
does, it's mapping the orbiter's electromagnetic interference. 
And one of the things we want to find out is when the S-band 
system is in high power mode, what kind of EMI is around the 
orbiter. And so, we have been operating in what we call low 
power mode. The only time nominally we over operate in high 
power mode is in launch phase. And the reason we do that is to 
pierce the plume of the SRBs. So, once we get on orbit, we go to 
low power and stay there, and that's what we've done in STS-1 and 


2. Today, we went back to high power for the expressed purpose 
of cooperating with the science people to get this map of the 
orbiter S-band EMI. And when we went back to low power at the 
end of that exercise which we did, that was the last PDP activity 
we did today, was the EMI mapping. And when we went back to low 
power about, I don't recall, a couple of hours ago, the low power 
side of the S-band transponder system number 2 was inoperative. 
Now the problems that you probably heard when you came in and 
when you were waiting for me to get over here were associated 
with troubleshooting that problem and nothing else is broken that 
we know of. We're just trying to explore exactly what it is in 
the transponder that is not operative now. There aze 2 
transponders on board, you use one of them at a time. They have 
a high power mode and a low power mode. And inside each mode, 
they have a high and low frequency, and that represents multiple 
paths through that given transponder. The low power mode on this 
transponder in both the high and low frequency appears to be 
inoperative. And that's really all I know now. Now the thing 
that happened at Hawaii we got ourselves a little bolixed up, the 
ground did on the procedure we used and it turned out that we 
left the vehicle in the configuration that we couldn't 
communicate with the crew at Santiago without them doing an 
action on their own. Which I suspect they did, they have their 
little calculator that goes beep and tells them when we got an 
AOS and I'm sure that they probably did panel command which will 
switch us back to the bckup system and we'll regain 
communications. Of coutse any sight where we have a UHF system, 
which we don't have at Santiago, we have S-band and UHF voice. 

Let me ask, to follow on to that very thorough 
explanation Neil. This outage in the transponder, the affected 
transponder, is that only in the low powur mode, or in both 

HUTCHINSON We've been unable to check the high power mode 
yet. As a matter of fact, t^at was one of the thinys we were 
attempting to do at Hawaii that we didn't get accomplished. And 
that's probably going to be checked before we go to bed, cause 
we'd like to know if we've lost that whole unit. 

DAVE DUELING. . . HUNTSVI LLB TIMES... How did reber thing on the PDP 
go first and second times around. How did the retention 
mechanism checkout? 

HUTCHINSON Everything was completely normal in all of the 
payload deployment and reberthing operations today. As a matter 
of fact, in my estimate I was really amazed how smooth it went, 
and I think that's a tribute to a lot of things, not the least of 
which is of course the gear design but the training that we were 
able to get in Toronto on the air bearing floor and here in 
Houston in the MDF, apparently stood us in really good stead, 
because it took us about 10 minutes to reberth it the first time 
and I believe he said it took him 4 minutes to put it away 
tonight, and latch it up. So it appears we've got a really fine, 

good operational system there. 

MORTON DEAN... Neil, if you loose your redundant communication 
system, how does that affect the flight plan from here on and do 
you have to come home early? 

HUTCHINSON No. We haven't determined the extent of the loss 
Morton, I think. If we lost all of that transponder, I think 
we'll probably doing some pretty serious talking about what that 
means. Because then you have the other transponder, which 
basically is certainly not a single point failure, but if were 
anything to happen to it, you have no S-band communications, 
which of course is our last flood in terms of telemetry and 
command capability and so on and so forth. But it would be pure 
speculation, we don't know what we've lost in it yet. All we 
know is the low power is not working, and if the high power is 
working I would venture a guess t:,dt there would be no, 
absolutely no impact whatsoever. 

MORTON DEAN... But, if you find out you've lost both, does that 
hard thinking include wrapping it up and coming home early, as a 
distinct possibility? 

HUTCHINSON I don't know, I really don't. I think we'd surely 

discuss it, because that does have, it- does have some pretty 
strong implications in terms of further failures, if you happen 
to get one on the otherside of the comm system. 

HUTCHINSON But, if you wait around a little bit you'll 
probably find out the other half is cooking along, cause I think 
probably going to check it before we go to bed. 

MARK KRAMER. . .CBS. .. Isn ' t a transponder something which when hit 
with a signal responds with another signal stronger, why aren't 
we talking about transmitters, I'm confused. It's not a 
transmitter, it's a transponder? 

HUTCHINSON The shuttle is a RF system is, well a simple way to 
put it. The shuttle locks on to the ground instead of the ground 
locking onto the shuttle. So signals go up and get locked on by 
the shuttle and get turned around. And that transponder is the 
transmitter for data coming down. It is the turnaround devide, a 
transponder as you described it exactly correctly for the S-band 
radar and it is the receiver for our. In other words, all S-band 
communication up and down, go through that device. 

MARK KRAMER... And what kind of troubleshooting can you do from 
here? Is it a question of having to throw some switches and 
circuit breakers? 

HUTCHINSON It's primarily commands from here. In fact, of 
course, the crew got involved in it twice tonight because our 
commands put us in a configuration where we couldn't command so 
we asked them to go back and switch us over to the alternate 

system so we could get back in and do some more troubleshooting. 

MARK KRAMER. . , Is this the kind of failure you've ever seen before 
on this equipment? I don't recall ever hearing about this. 

HUTCHINSON Not to my knowledge. 

Paul Reesner, right here. Second row. 

PAUL REESNER. . .Yeah, you were talking about an option of staying 
up another day regarding the weather. What have you been told as 
to what the weather might be on Monday. 

HUTCHINSON We haven't got, excuse me Paul, go ahead. 

PAUL RRESNKR. . . Is there some weather prediction that triggered 
your looking into this option? 

HUTCHINSON No. We just want to make sure we have it and we 

were very close to it, and so we just thought the right thing to 
do was to make sure it was available to us, and like I said, it's 
going be the middle of the week, middle or end of the week again 
before anything is exercised in that regard. 

PAUL REESNER. . .Okay . You have no particular concern about a 
forecast for a sandstorm out there or anything like that? 

HUTCHINSON No, and as a matter of fact, I didn't get any 

weather data myself today at all. 

PAUL REESNER. . .Now, I've got one for the doctor. Earlier in the 
mission, Fullerton reported that when he filled up a bag with 
water, there was a lot of bubbles in the water. Could this be 
the source of his gastric distress or what? 

DR. SAM POOL Could be part of it. I don't know whether that 
has continued or not. We really haven't asked. I think the bag 
as he described it contained something like 10% water. We've had 
individuals before in spaceflight who have had some minor 
cramping in the abdomen, who've taken by the way, the same 
medication for it. Could be a variety of causes. 

HUTCHINSON A comment on the water, 10% gas in the water is 

not an anomalous condition and in fact, after we got to talking 
about it, it turned out to be about what you'd expect as a 
nominal amount of gas in the water. We don't think we have the 
(Apollo) Shuttle 2 gas in the water problem that we experienced. 

Right here behind you Mike. 

AL SALSTEAD. . .BALTIMORE SUN... Just let me do the transponder bit 
again. You have two transponders aboard. Right? 


AL SALSTEAD. . .You 've lost low power on one of them. On the other 
transponder, you have both low power and high power. You have 
UHF communications through some stations for voice communications 
all the time? 


AL SALSTEAD. . . So, all you really know you've lost is the low 
power on one transponder. 


AL SALSTEAD. ..I'm a little bit confused as to why this gives you 
pause about even possibly ending the flight when you have the 
other transpon . . . 

HUTCHINSON It doesn't. 

AL SALSTEAD. . .Okay. 

HUTCHINSON As long as we proved that we still have a 

redundancy in transponders. Now the question was asked and 
again, that's why I don't like to play what ifs. The question 
was asked by Mr. Dean whether if we had completely lost that 
transponder, whether it would give us pause, and yes it would 
because then you've got all of your S-band communications. You 
have to have a transponder to communicate on S-band. when it 
goes, if one goes, and of course it has power supplies in it, so 
and so forth, there are failures that could get a whole 
transponder, although they are very remote. When it goes, then 
all you have left is UHF voice. You have no command, no 
telemetry, and no S-band. 

AL SALSTEAD. . .You told him if two transponders go? 

AL SALSTEAD. . .But you don't want to take the risk of operating 
with only one transponder. Assuming the worst, and the one 
transponder didn't work at all, then you would perhaps come home 
early because you don't want to fly around with only one 
transponder because you don't have redundancy. 

HUTCHINSON That's correct. 

AL SALSTEAD. . .Thank you. 

Okay. In the back here from about the 5th row back 
on this side. Right here. 

VIC RADNER. . . ABC. . .Can I follow that up please. Is there any 
transponder hardware onboard, any extra hardware that could 
replace something that might prove a problem, and second, I'm 

so try, wh at wa s t h a t ? 

HUTCHINSON No. No thoro's not. Wo havo no inflight 

ma interlace for the t r anspnndot ■ s . 

VIC RADNKR...NO r opl .acomon t power supplier, or things like that? 
HUTCfllNSON No. That's correct. Wo do not. 

VIC RAHNHR. . . And second , do the mission nil^M specify h* . d ,ind 
fast that you have to come homo if you lo:in ono l r.mcpondi'i ? 

HUTCHINSON Thoy specify a thing called a priority flight, 

which as you aro awaro, wo havo alroady aci-omp 1 j shod , so you 
could interpret them to say that, but recall that mission rules 
are good places to start discussion.', .is; opposed to hard and fast , 
I've never seen ono that was hard and fast. 

Okay. Right, next row. Yeah, there you... 

JOHN B I SNEY . . . RKO NEWS... I understand there's boon a little bit 
of jockeying for that precious flight time between the RMS people 
and the PDP people for tomorrow. I wonder if that's been worked 
out and a more general question, as the orbit or experiment 
package becomes more complex, if that's a growing concern 
engineering versus science time? 

HUTCHINSON Well I don't know about any jockeying tomorrow 

quite frankly. I think we are all squared away for what's going 
on tomorrow, so I can't answer that and as far as the engineering 
versus science, you know, this is the third flight of this 
vehicle and the engineering is high on our list of things to get 
done and we have one more of these test flights and hopefully, 
the balance between those two is going to change, it is 
changing. I mean that ought to be obvious in what we're doing 
here on STS-3 as compared to what we did on STS-1 and 2 and the 
scales are going to be tipping the other way. You'll probably 
see them tip even further 4 and by the time we get to STS-5, it 
will be primarily science or work deploying payloads and such as 
opposed to gathering engineering data on the vehicle. 

Okay. Next row up. Right there... 

LOU COLE. . .MINNEAPOLEOUS TRIBUNE... If you were to lose both of 
the S-band tansponders, could a landing still be made? Is that a 
safe landing and still be made? 


Okay. Let's go to KSC for questions now and then 
we'll come back and wrap it up here at the Johnson Space 
Center. Do we have anything from KSC? 

Obviously not. 


No, wo ilo. Thoy'ro working on it. 

It' 5 an hour la l or ovor thoro. Thoy'ro a little 

mo r o t i i od . 

Okay . Havo wo qnt anything at KS<*. I'm going to 
j i vo you about 10 more soconds horo. Okay. 

Having a fow toohnioal <M f f t cu 1 t i or. ovor thoro. 

Why don't you tako quo.'it ions from horo whilo we're 

wa i t i iv} . 

Yeah, 1 think if wo'ro not qoinq to havo anything 
from KSO, wo' 11 havo to qo hack to thorn in a minute .John. Is 
that all riqht? Okay. I'm sorry, wo ' 1 1 havo to como back to you 
at KSC. Okay, in tho back of tho room hor<->. 

PKTKR 2 ACK LAND. .. LONDON T I MF.S . . . Han thoro boon any dotor m i na t ion 
yot on that buzzing noise? Is it side band radar? Is it UHF? 

HUTCHINSON I don't know and I don't think it's qoinq to 

bother us anymore because tho commander is not sleeping with his 
headset on. I honor, tly don't know and wo have done nothing more 
except for our own comm on f i qur a t i on . 

Okay. Riqht up here about the third row back, 

I have two quick questions, does the failure of the 
low power .do of the transponder change any way the procedures 
in which you communicate telemetry and command to the orbiter and 
also, this evening will the end effector be disengaged from the 
grappling of the PDP? 

HUTCHINSON The low power will have no change on how we 

operate. Now wo are going to operate in a little different 
configuration but we'll operate with the rest of the S-band 
equipment back on the system, the string that failed and operate 
on the good transponder, so we will have one of these cross 
straps made where we're operating on system 2, NSP, and all the 
rest of tho gear that we need, but on transponder 1. 

So in other words, you'll be shifting a great deal 
of your capabilities on the good transponder I presume. 


All of it? Okay. 

Okay. One more here and then (garble) 

HUTCHINSON We berthed the PDP tonight. Ungrappled, put the 
arm away, and we'll go get him again tomorrow. 

Okay. Lot's go ahead and swap over to KSC now and 
:">oo if they're awake and... 

KIRK FRANK. . .UPI ... I have two questions. First off Neil, we've 
heard a lot of talk tonight about some problems. Are you 
satisfied so far with how the orbiter is working and secondly, 
has there been any indication from the solar flare x-ray 
experimenters of any unusual solar activity? 

HUTCHINSON Well the orbiter answer first. The answer 

certainly is yes. (Are they reading me all right) Is certainly 
yes, until we had this little anomalie with the coram system of 
course, we went all day today without any problems at all in the 
orbiter. The only malfunction I had with this entire day of very 
busy work was another minor problem with camera in the payload 
bay. One of the cameras zoom in and out has frozen up on us. 
This comm thing is likely to turn out to be nothing but one small 
part of a very redundant system and I think the orbiter is just 
behaving super. We've been up 4 days and there just isn't 
anything in it that's not behaving fairly well. I've forgotten 
what to say. Oh solar flare. We've been being kept aprised by 
the NOAA folks about the flare activity. We haven't had any m=5 
events since we've been up and every day they are hopeful as you 
are aware some of the days we are allowed, or we have allowed 
ourselves to go look at flares, if one presents itself of 
sufficient magnitude. I can't remember whether tommorrow, I 
believe tommorrow is one of the days we can go flare chasing but 
we need something to go look at since we do have to go out of 
this solar inertial lattitude to go look at one, we're very 
careful to only go, we can only go once a day until we can get to 
the top sun attitude at the end of the flight where they're able 
to get a flare anytime they want. So were very careful to pick 
and choose and as a matter of fact I'm sure we wouldn't go 
looking for one unless he was five or better. 

That's all the questions. 

Okay that's all from KSC and lets go back and see 
if we can rap it up here with just a couple more and let these 
gentlemen go home. Right here in the green. 

JAMES WILKERSON. . .BBC. . .Can you just outline very briefly the 
plan of tommorrow. Is it as printed or... 

HUTCHINSON Very much. 

JAMES WILKERSON. . .And you say, what are the most important items 

HUTCHINSON Well we're doing a test burn in the morning and 

we're going to pick the PDP up and do a lot more science. Those 
are the two big ones. We're going to do some, remember that 
we're still staying in the thermal attitude, nose sun, and that's 

' 3 

continuing on, and tommorrow you're going to seo some testing 
that's advantage of that, for example, this L2U burn in the 
morning. And more science. 

Okay lets take one final question. The gentleman 
in the blue coat back here. 

WALTER BAGGLEY (ROITERS) . . .When do you think you will know 
whether you will have the high power on the number 2 

HUTCHINSON It depends on what the team did tonight, if we 

finish the troubleshooting that I started before I left, we will 
know before we go to bed and if not I'm sure we will know fairly 
soon in the morning because we will want to find out if we have 
the other side of that transponder. 

WALTER BAGGLEY. . .Neil, can you tell us what they are doing to try 
and determine that? 

HUTCHINSON We will want to look at the high power mode on 

that transponder. And its a command from the ground and the 
first thing we tried to do like I said was look at another path 
through the low power mode that didn't work and you know the high 
power mode of course we were on it all day today. You know that 
is what we were using for this CMI search that we ran with the 

WALTER BAGGLEY ...Neil, this transponder in the high power mode. 

HUTCHINSON So we have every reason to believe that the high 

power mode is operative and is going to work when we get it 
turned on. 

Okay and thank you for coming and we'll see you at 

the next one. 

And other items in this crew checklist, we'll have 
acquisition of signal again in about 30 minutes through once 
again through the s-band station at Hawaii for about 4 minutes 
duration. The flight control team is now discussing 
troubleshooting the s-band problem. There are two s-band 
transponders on board the vehicle. 



Good morning ladies and qontlomen and welcome to the change of 
shift briefing for the Ivory Team. Let me introduce the 
participants I guess most of whom are familiar to you by now. 
Dr. Ellen Schulman the Flight Surgeon for the ascent team and of 
course Tommy K. Holloway, Flight Director and on my extreme right 
Al Pennington who is the Integrated Systems and Communications 
Officer, INCO. I don't mean his presence to suggest we have a 
communications problem, but we thought maybe you'd have some 
questions for him. Let Tommy begin with a summary of the 
evenings events. 

TOMMY HOLLOWAY We started off last night about a couple of 
hours before cnw sleep period and at that time we did have some 
difficulties with the COMM system and by the time the crew went 
to bed, which established a mode that was satisfactory for 
communications through the evening and during the evening Al and 
the experts worked on and examined the information that we have 
in the control center and have developed a plan to determine the 
details of what the problems were or what the difficulties were 
with the COMM system and I'll let him talk about that in more 
detail later on or at least answer your questions. At the 
present time we are operating with full communications capability 
and we anticipate that today we'll be able to determine the exact 
nature of what happened to us last evening and are looking 
forward to reestablishing all of our redundancy or at least most 
of our redundancy in the COMM system. I would emphasize that we 
do have redundancy in the COMM system in terms of being able to 
communicate and both with our command system and our voice with 
the flight crew and the spacecraft. The plan that we have for 
today is flight day 5 modified a bit to adjust to some propulsion 
DTOs that you will hear executed today by the entry team. Harold 
Draughon is in for the second shift of flight three and we'll do 
several propulsion burns and we'll also unberth the PDP again 
today and do some more of the PDP field mapping and EMI searches 
and VCAP PDP joint searches and so on and so forth. And with 
that I'll turn it over to you and see if you have any questions. 

PAO Before we do proceed let me make one point of order 

here. We've got a funny with the satellite this morning and 
we've got some downlink TV scheduled of the PDP deployment at 
9:05. So, we're going to take a kind of a 10 minute break in 
there and go in ectasy over the PDP deployment and then return to 
the press conference assuming that the questions go that long. 
Roy Neal? 

ROY NEAL Can you be more detailed Tommy, particulary can you 

give us some details on when you would expect PDP deployment 
especially for TV and when you might be prepared to exercise with 
the crew whatever procedures you've figured out to try to bring 
that transponder back on line? 


TOMMY HOIiLOWAY The PDP scheduled for today is the plan that you 
have been given, the pref light plan, and I don't have those times 
at my fingertips, but they are as scheduled. 

PAO Yeah, the TV plan still is 

ROY NRAL You're not going to make any unscheduled 

transmissions. You're not going to exceed the Jack Lousma's 
desire to show us a little more of the United States if you could 
bring something up for us. 

TOMMY HOLLOWAY Well today is a very busy day and I don't 
expect, we never there's, and Al can tell you more about this. 
There's quite often an opportunity to do unscheduled TV and when 
it comes along we always try to do that, we can't guarantee that 
that will happen today. 

ROY NEAL How about the transponder? When do you plan to 

exercise that procedure? 

TOMMY HOLLOWAY Well, the men that worked last evening and they 
worked very diligently looking at the data have a plan in place 
and we're going to spend about another half a day having the 
second shift or the morning shift evaluate that plan and make 
sure that in the wee hours we didn't miss anything and that we've 
got the proper procedures and we'll probably execute it this 

PAO Jules Bergman 

JULES BERGMAN Tommy, I want to make sure I understood you 
correctly. You said at the present time we've got our full COMM 

TOMMY HOLLOWAY We have our full capability as far as 
communicating with the spacecraft yes. 

JULES BERGMAN Both transponders are working in both low and 
high power modes. 

TOMMY HOLLOWAY No sir I didn't say that. I said we could 
command and we had full voice and command capability and downlink 
capabilty and I'll let Al tell you just a little bit about what 
we know. And I emphasize that we don't really know what our 
totally capability is at this time, but he'll tell you just a 
little bit about the, what we do have and what we do know. Al. 

AL PENNINGTON Yeah, basically the operational mode that we were 
in when we first established that we had some kind of a problem, 
we were running in an operational mode that had the transponder 
number 2 on line in a power amplifiers configuration on system 
1. We do have two redundant systems, they are cross-strapable 


within every LRU (or line replaceable unit) . This gives us a 
quite of bit of redundancy in the fact that we basically then can 
conceive of four separate downlinks, four separate uplinks 
because of the the capability of the cross strapping those 
particular guys. The initial problem happened when we were 
commanding out of the mode that we were utilizing for PDP NI 
nominal operation on yesterday and the problem was basically that 
we had lost the PM downlink carrier at that time. We recovered 
that successfully by crew switchover and at that time everything 
was operational. We had at that time three separate systems. We 
only knew of one potential problem at that time and we continued 
at that time to press on with our normal troubleshooting 
activities as we do at Mission Control and we had exercised these 
procedures at length in simulations and after about 3 or 4 sights 
we got into some unusual situations and last night we were able 
with the help of our ND personnel and our own flight operations 
personnel to come up with what we think is a potential solution 
to the problems having to do with some logic on the input to the 
control of these systems. We have a very detailed and dedicated 
box on the front end of the communications system that controls 
it. A guy called it ground command interface logic controller 
unit. But, basically it's a solid state unit that has a massive 
amount of logic relays (solid state however), that allows us to 
control those guys. And that would, we think, is where we're 
headed to try to troubleshoot that this afternoon. 

TOMMY HOLLOWAY Now what Al just told you is that rather than, 
perhaps what he didn't tell you is rather than him going ahead 
and pursuing the malfunction procedures last evening when we 
might have to wake up the crew, we elected to hold that, study 
the problem and once we get it all squared away, we'll go back in 
and figure out what our real situation is. 

JULES BERGMAN But, Tommy, what Al is telling us is that you two 
are confident you've got a work-around procedure and the flight 
will not have to land early. 

TOMMY HOLLOWAY Right now we're confident that we'll regain 
enough capability to have the redundancy we're required to 
continue yes. 

PAO Lynn Sherr, And if I neglect to call on you by name 

please identify yourself and your affiliation. 

LYNN SHERR Can you go into a little bit of detail that I might 
understand that would explain the nature of the exercise when you 
do get around to trying to figure out what happened and how to 
make it work again? What will you do and what will the 
astronauts be asked to do? 

AL PENNINGTON Basically, it's a strictly matter of an operation 
that we wil] try to set up the onboard system in the same pl4j 


configuration we're operating in now, a configuration where we 
have all the capability. We'll proceed by ground command which 
we have total command capability of that system. 

AL PENNINGTON That means the astronauts won't be involved or 
{they will not be involved) ... his counterpart will be doing it. 

TOMMY HOLLOW AY We'll try to do this on a very noninterference 
basis with the spacecraft and maintaining all of our voice and 
telemetry capability at the time as much as we can. What we plan 
to do primarily is exercise a configuration where we would go in, 
if you will, is to try to reset. That is to ^oggle logic on and 
off to see if we can unstick something that we think is on. And 
the reason we're waiting to later on this afternoon is we're 
bringing in the Rockwell Contractors to make sure that after 
we've looked at all these procedures, that the actual contractors 
on the box have looked at the unit to make sure that everything 
we're doing is exactly correct. 

PAO Peter? 

PETER ADAMS Mr. Holloway, one option you have is to land a 
little bit later to go ahead 24 hours. To land on Tuesday if 
weather is a constraint at Northrup and last night you were 
talking about the possibility of landing earlier if 
communications was a constraint. When will the decision be made 
just when you're really going to land and when will you have the 
decision on your full communications capability? When will you 
really have it tacked down? 

TOMMY HOLLOWAY Well, I would expect and that we'll have our 
communications problem situation I'd rather call it a situation 
than a problem, sorted out by evening (this evening) so at that 
time we'd know our status relative to the communications 
problem. Now as far as landing early or late for the weather 
situation, that is entirely dependent upon the weather. There 
are people that are watching the weather continuously and as we 
approach the planned deorbit opportunity and, if the weather 
permits us, we intend to land at the planned time and as we 
approach that time, we will start making decisions based on 
weather forecasts and short term and long term on whether we 
ought to come in a day early or whether we ought to try it on a 
normal day or whether, and once we get to the normal day, if we 
don't like that we have the capability to go multiple days late. 

AL SAILSTED Baltimore Sun This question of weather came up I 
believe last night for the first time at Mr. Hutchinson's 
briefing and I infer from what he said and what you have just 
said that you have some kind of long range forecast which 
indicates that the weather at White Sands might not be too 
good. Is that true or am I wrong? 


TOMMY HOLLOWAY No I don't think that's true, but I wouldn't, 
it's just that the weather always, you always have the 
possibility that you're going to have bad weather at any one 
particular place and if you've been in Houston the last few days, 
you can probably understand that. It changes regularly. 

MIKE TONER Miami Herald You said you had multiple day stay 
capacity. Could y >u tell us exactly what that capability is. 

TOMMY HOLLOWAY Well at the present time (well I'll back up just 
a bit), the orbiter is actually using less of the critical 
consumable which happens to be hydrogen that's used in the fuel 
cells to make electricity than what was predicted up to this 
point in the flight. So, relative to the predicted, we're 
actually gaining hydrogen as a function of time while we're 
flying. At the present time we have a capabilty of flying jc two 
extra days without any significant powerdowns or any compromise 
in our capability onboard the orbiter and there's not any 
intentions of doing that at this time, but as far as a functional 
spacecraft and both as far as the consumables are concerned, we 
could fly two extra days at this particular time. 

JULES BERGMAN Tell me, I guess what we're all interested in is 
if the recalcitrant Transponder fails completely and you're left 
with just one transponder, the mission rules say, at least I have 
seen them, you must have both transponders operating to continue 
the flight. 

TOMMY HOLLOWAY You have interpreted that correctly. 

JULES BERGMAN Will you, (I may have answered my own question 
then) . Will NASA continue the flight with only one transponder? 

TOMMY HOLLOWAY Well as you probably know, the NASA management 
can waiver mission rules based on the circumstances and the 
situations that we find ourselves in at any time so they might 
elect to go ahead and fly the full duration. Our flight rules, 
our mission rules would indicate that we would terminate the 
flight early if we did not have redundancy in the fundamental 
COMM system. Now, I should flavor that by saying as a member of 
the operation team, that our recommendation would be that we 
select a landing opportunity that would provide us with a very 
orderly preparation and deorbit into the Northrup Strip 
opportunity and we would not do a big hurry up and deorbit and so 
on and so forth, but our at that point we would be looking 
forward to an orderly deorbit into the Northrup Strip opportunity 
and the NASA management at that point, based on the condition of 
the spacecraft and all of the overall view of the where we are in 
the flight and how far it was to the end of the flight, they 
might elect to fly additional days over what the current flight 
rules say. 





one, you haven't lost the transponder yet? 




do not know that we've lost the transponder. 



Two , 

you're hopeful you can get it back? 








three, even if you have lost it, the first 

landing opportunity might be Monday anyway? 

TOMMY HOLLOWAY Well, based on the weather that very well could 

ERIC ENGBERG CBS What is the reason for the mission rule that 
requires two operating transponders? What I'm trying to get at 
here is what critical function would you most be concerned about 
in the remaining phases of the mission that the transponders are 
involved in? 

TOMMY HOLLOWAY As much as we talk to the crew, it would 
probably appear that the ability to communicate with the crew 
verbally is the most critical thing that we have, but in fact, 
the ability to transmit a vector definition of the position in 
space of the spacecraft to the onboard computer is the most 
critical thing. And as a matter of fact, if we lost the uplink 
the ability to communicate and could still send commands, we 
would, spacecraft would fly around and the crew would deorbit it 
to next good opportunity into Northrup and we would be sending 
commands along the way, including updating their state vectors to 
support them even though we could not communicate with them. 

ERIC ENGBERG As a follow up, if you lost both transponders, 
then you would have no way to communicate with the computer 
onboard or . . ? 

TOMMY HOLLOWAY Yes sir that's correct. Al, why don't you fill 
in the details. 

AL PENNINGTON Let me make one thing perfectly clear. The 
transponder loss, (sorry about that) the transponder loss that 
w*»'re talking about is a downlink only. We have verified in 
every configuration that we have up to this point in time, that 
the uplink voice and the uplink command operations do work. We 
further have the capability just by monitoring the links that we 
have turning those links on and off that we do have a good uplink 
and with that that does give us some more confidence in the fact 
that the transponder itself has a problem in the downlink. Like 
I said , let me point it out . It's only there. 

TOMMY HOLLOWAY We didn't talk about it only being downlink. 


AL PENNINGTON That's right and that's the problem we've 
experienced so far is the downlink which is our ability to get S 
band voice and telemetry. 

TOMMY HOLLOWAY And Al wanted to explain this simple system. 
I'll tell you it's extremely complicated system and he does a 
good job of managing that system in the control center and 
keeping us with a basic capability all the time. 

ERIC ENGBERG The philosophy for the mission rule is a redundant 
system though in essence is that correct? That NASA policy is 
that redundant systems and, if you don't, you come on back. 


JUSTIN FREEMAN ABC What you're saying to us about transponders 
is that over the last evening you have tested uplink transmission 
with the high power and the low power side of both transponders 

AL PENNINGTON That's affirmative. 

JUSTIN FREEMAN And all four of those sections have accepted 
your uplink . 

AL PENNINGTON In the configurations we've been in which is 
majority of the configurations that we can be in with those 
units, we have checked uplinked and been successful in all 
cases. Both uplink command and voice at this time. 

JUSTIN FREEMAN Just to follow that. Your problem last night 
was with the low power downlink of transponder number 2. 

AL PENNINGTON Yes, that's correct. 

JUSTIN FREEMAN You have not yet exercised the high power 
downlink of transponder number 2 because that would have required 
you delaying the sleep period of the astronauts? 

AL PENNIGTON Now let me, like I said, this system is extremely 
complicated in a fact that we can operate in several different 
operational modes. The mode that v*e're in right now is a high 
power mode and that is we're using it for pre-ampl i f ier and power 
amplifier system. Okay. We're just doing it in a cross step 
mode. We're using systems 1 power amplifier and preamplifier 
instead of systems 2. We have not at this point in time checked 
out the system 2 preamp and power amp. We don't think that it's 
required at this point because that's not where we're going on 
our failure analysis. 

LYNN SHERR As a result of the switch to White Sands and the 
fact that you had to bring in communications equipment there that 
wasn't already there, does that hurt you any in terms of landing 


thinking about landing at White Sands perhaps with one 
transponder down? Is there anything that's missing in that case? 

TOMMY HOLLOWAY No I don't think so. 

PAO We'll take one more question here at Houston. Then 

we'll go to Kennedy. Carlos Byars. 

CARLOS BYARS Houston Chronicle Seems like everytime we go 
through an explanation of what you're testing and what you're not 
testing things get a little bit fuzzier. Have you yet tried on 
the faulty, using the faulty transponder for a downlink in the 
high power mode and i f so was this successful? 

AL PENNINGTON Well we have experienced some difficulty we have 
tried the alternate mode, the various modes and we've had some 
difficulty acquiring in some of them that's why we're about 
getting ready to test them. To answer you question yes and we 
did have some difficulty with the other modes and now we're going 
to go find out why we did and we expect to regain them. 

PAO Okay, let's try Kennedy Space Center and then we'll 

come back here to Houston. 

RICHARD LEWIS Chicago Sun Times We're having some difficulty 
here really getting an understanding of what you're telling us. 
And it appears as though you do have some difficulty from what I 
just heard with the downlink on the high power system on the 
transponder number 2. Is that correct? 

AL PENNINGTON The answer is no we do not have a problem with 
that. We are operating currently with transponder number 2 in 
the high power mode. That is where we are today. The strictly a 
matter of which system we're on like I said we have redundant 
cross strap systems. The problem we've had is the low power side 
to that transponder and we're operating on a high power side of 
that transponder at this time. 

RICHARD LEWIS Okay. That's clarified. I though the way we 
heard it here you were operating on the high power mode on system 
number 1. But you're in the high power mode on system number 2. 

AL PENNINGTON On system 2 transponder. I want to clarify that 
because of the way we utilize the term systems. Okay and 
basically we work in a string operations and there's at least 5 
LRUs in this system we're talking about. 

PAO LRU is line replaceable unit. 

Yes sir. 


TOMMY HOLLOWAY And Al can switch any one of those 5 back and 
forth from the ground. 

Is there any relationship between the operation of 
the PDP, the electron gun experiments last night and this 

AL PENNINGTON Absolutely none. 

REG TURNELL BBC Do I understand that you prefer to go to a 9 
day mission if there's weather problem at White Sands in order to 
land there rather than come back to the alternate site here at 
Kennedy on the right day? 

TOMMY HOLLOWAY I think that's probably correct. 

REG TURNELL And we've not heard anything about the health of 
the astronauts this morning. Can you tell us if they're now 100 
percent fully recovered? 

TOMMY HOLLOWAY Well, I'll give you my impression and then I'll 
let Dr. Schulman give you hers. It appeared to me on the air to 
ground based on what they said, they felt well and they were up 
and eager and were really hustling this morning and I would it 
sounds to me like they're in very good spirits and are feeling 
very well. 

DR. SCHULMAN I agree. 

PAO No further questions from Kennedy. 

PA0 Thank you. Back here at Houston. Dave Duling. 

DAVE DULING Huntsville Times Considering the success that you 
had yesterday getting the PDP berthed and attached and 
everything, have you locked at the possibilty of picking up the 
IECM? I understand that some astronauts were in the simulator 
working on that yesterday. 

TOMMY HOLLOWAY No, I don't believe that we're actively 
considering. I suppose there's always someone in our 
organization considering other alternatives and trying to work 
out something to recover a situation that we've lost, but as far 
as I know at this time there is no plans to pick up the IECM. We 
really need those cameras that we've lost to do that and there is 
not a way that we're willing to attempt that without them. 

REEVE COLLINS CBS Did you lose the lower power of the second 
transponder at the time you switched back from high power after 
the PDP experimentation was done? Was that the period? 




REEVE COLLINS But you still think that using it on high power 
in that regime had nothing to do with the loss? 

TOMMY HOLLOWAY No, and in fact during the test and checkout 
that we were doing, we have successfully gone bac'c and forth to 
this same mode at least three times and we're very confident this 
is a very good mode of operation. 

REEVE COLLINS Just to followup. What will the astronauts have 
to do and how long will this troubleshooting thing take and will 
it impact anything else that they might otherwise be doing? 

AL PENNINGTON The basic thing we're going to ask them to do is 
at the beginning of the set of procedure is to strictly set 
themselves up in a mode that corresponds with a mode that we're 
in at this time. And from that point they would only be asked 
depending upon a particular situation they set up to throw one or 
two switches onboard the spacecraft based on where we are in the 
procedures . 

TOMMY HOLLOWAY You know I can probably answer that question 
more in a layman's term than Al can. He's the expert and I'm 
kind of the layman. Over in the control center the crew will be 
asked to set a series of switches up in the spacecraft so they 
can make, throw one switch and get the COMM configuration back to 
the one that we know is working. So if they are unable (you 
probably heard me use the term panel and command last evening), 
we were asking them to throw that one switch and get us back to 
that mode that we know will work. 

PAO Al Sailsted, Baltimore Sun. 

AL SAILSTED I assume, I don't want to be too tedious about 
this, but I assume that high power means just that, you're 
putting out more energy, lower power means you're putting our 
less energy. Why do you have the two power energy levels, Al? 

AL PENNINGTON The two energy levels Houston and the STS initial 
program are used only primarily for operations during the initial 
boost phase to punch through the plume effects to the Merritt 
Island launch station. Later on those same power amplifier will 
be used with the tracking and data relay satellite we will use 
after it's deployment on flight 6. So those things we're getting 
some very good initial testing in this program while using those 
modes and we're also providing some testing in the PDP area. In 
this case the EMI modes. 

Switching course completely at the moment. You had 
a long convsersation with the astronauts about the tiles and what 
happened to them on takeoff. Fullerton said there was a lot of 
"shaking and rattling" I think was hia word, just after the SSME 



start before the SRBs went off and Lousma allowed us it was about 
that time that things started hitting his windshield then he had 
to look down at the instruments so he wasn't quite sure v?hat was 
happening after that. We have that slow motion pad film that 
shows us something falling down between the orbiter and the ET. 
Do we think that what that is falling down is tiles, do we think 
it's ice. Has anybody identified that material for sure? 

TOMMY HOLLOWAY Well, I've not participated in the analyses and 
the activities that's been going on with respect to the tile loss 
and the work that's going on to understand or try to understand 
where we believe the loss occurred and so on and so forth. So, 
I'm really not in a position to answer that question. 

The Tom Mosier brK ' j that was held Monday, I 
guess about the most sophisticate f statement on it so far that's 
transcribed and is availble out here. 

LYNN SHERR Tom, was there any rop^-t.tion of the radar or 
whatever it was the noise interference last night? Was that 
recorded again? 

TOMMY HOLLOWAY No, it was not recorded and at this point we're 
in a configuration where it's no longer bothering us as far as we 
know. The crew has not reported any problem. We believe being 
on the speaker boxes at night has solved the problem and as far 
as I'm concerned the problem has gone away. 

LYNN SHERR Is there any follow through on it though? Ts 
somebody still trying to figure out where it came from and what 
have you learned? 

TOMMY HOLLOWAY My Might control team in the control center is 
not doing anything and I don't know what other people are doing. 

GEORGE ALEXANDER LA Times Dr. Schulman, any other medication 
taken by either crewmen yesterday other than the Mylanten by 


GEORGE ALEXANDER No motion sickness. 

JOHN PINE REUTERS The crew were they woken up this morning 
when that alarm went off? That alarm that meant nothing or had 
they already been up using the terminals? 

TOMMY HOLLOWAY Well, I can't answer the question, I don f t 
really know whether the alarm woke them up or not. If they were 
asleep, they did get woke up. That thing will wake anybody up 


and it's supposed to because it might be serious some day. 

IE nothing happens, if nothing changes from your 
current capacity with the transponders, do you have two of two or 
are you coming back? 

TOMMY HOLLOWAY If I have two of two? 

Do you currently meet the flight rules. 

TOMMY HOLLOWAY Well, I honestly don't know yet. I've got to 
wait till these we do the malfunction procedures this afternoon 
to find out. 

Well, is the malfunction procedure to determine 
what is malfunctioning or to provide the solution or a little of 
each . 


PAO You might explain that you don't just frivilously 

let go of a channel that's working to see if ... 

TOMMY HOLLOWAY You know we're very careful about our switching 
back and forth and we want to make sure we really have a squared 
away situation before we do that because we like what we have. 
It's we're advised it's a full capability. 

PAO The point being if you let go of that to go see if 

the other guys working and you come back, why maybe nobody's 

PAO Anything else, Carlos Byars? 

CARLOS BYARS Let's puruse this a little bit more. As to the 
impact of this situation as you understand it now on the 
continuation of the mission. Does 'it look to you like you're in 
a go-ahead mode, that you've got enough communications with high 
power low power available on transponder one, high power only on 
transponder two, to go ahead with the mission to it's normal 
continuation and normal completion or perhaps even an additional 

TOMMY HOLLOWAY At the present time I honestly don't know that 
total status of the COMMs system, but right now we have a total 
communications capability, in otherwords I have all the functions 
of a COMM system and we're going to find out the answer to your 
question this afternoon. 

PETER LARSON Orlando Sentinal Star. Could you just clarify the 
role that the UHF channel plays? 


TOMMY HOLLOWAY UHF channel is a voice only channel up and 
down. Two frequencies 

PA0 And S band gives you data telemetry as well. In 

addition to voice. 

PAO Anything further. Okay I guess in about 2 minutes 

we're going to have the PDP deployment downlinked to us. ^Thank 
you very much for you time and attention and appreciate you 
coming out. 


p!5j KRANZ PRESS CONFERENCE 5:22 p.m. 03/26/82 PAGE 1 

PA0 Okay, we have with us this evening Mr. Gene KRANZ, 

who's the deputy director for fliqht operations at the Johnson 
Space Center, and Mr. KRANZ is here to clairfy our confusion over 
the transponder situation and also speak to our p.Tans as in terms 
of the mission itself. I'll turn it now to Gene KRANZ. 

GENE KRANZ Okay, first of all, let me just a make a couple of 
brief opening statements here. First of all, I can understand 
the confusion from a stand point of the discription, the 
operations, the management of the S-Band communications 
systems. I think, possibly with the exception of the data 
processing system it is as complex a system as we have onboard 
the Spacecraft, and it is one like the data processing system has 
significant amounts of flexibility. The discussions that 
apparently created some of the confusion was a result of end of 
shift briefings, first of all by a Mr. Holloway when he had 
essentially run across the initial problem and had not been able 
to do any significant trouble shooting prior to the time that the 
crew went into the sleep period. And secondly, by the orbit 
teams shift that came off this morning, which, as far as I can 
determine in looking at it was more a symatics, the question of 
full capability verses full redundancy which I believe is where 
possibily some of the confusion came up. what I would like to do 
is to give you to our status as of now, with the communications 
system, and give you our interpretation of the mission rolls that 
pertain to the management of that system. First of all, let me 
describe the system briefly first. If yon look at it as two 
systems, two basic S-fiand PM communication systems that are 
composed of a network signal processor, a transponder, a power 
amplifier, a pre-ampl i f i er and the antenna electronics. If you 
look at it as two separate strings composed of those elements, 
and then is subsequently you look at the ability to cross-strap, 
i.e., to tie string one and strinq two together you get some idea 
of the flexibility that this system provides. Let me describe 
another term here, what we call STDN and low power verses high 
power. STDN and low power directly takes the output of a 
transponder and routes it to the antenna switching electronics. 
High power takes the output of the transponder runs it through 
the power amp and pre-amp and moves it to the antenna 
electronics. At the current time we believe we have a hard 
failure in transponder number 2 low power mode. We have an 
apparent failure, and when I say apparent failure I'll describe 
that a bit further on, in transponder number one, high and low 
power systems. Now this systems are managed through what we call 
the ground interface and control logic, that's basically a logic 
box that routes switch commands from the crew cockpit as well as 
ground uplink commands to all elements of communication 
systems. We believe we have a logic hang up somewhere in this 
interface box that prevents us from exercising the full 
capabilities of the downlink portion of transponder number onp. 
Now you have to look at this also as a downlink process which 
brings telemetry and the S-Band voice to the ground and an uplink 

function. The uplink function for both strings one and string 
two are operating properly. So what were talking about, is the 
downlink portion for transponder number two low power and the 
downlink portion for transponder number one. Both uplink 
functions are operating correctly. In addition however, tied 
into this relatively complex system we have what we call the FM 
system. What I have been describing previously was the PM 
system. We have the FM system which takes the output of the 
network signal processors routes them to the onboard recorders 
(ops recorders 1 and 2) and routes them through the FM signal 
processor, the FM transmitter, and RF switch and multiplexer and 
again to that same antenna electronics. Both of the FM elements 
and this are two redundant systems again are operating 
properly. The FM system is that system which is normally used to 
acquire routine systems information, what we call our operational 
information system onboard the Spacecraft, we record the data, 
dump it to the ground during a site pass and play it back into 
the MCC. We do this routinely orbit by orbit, day after day 
through out the mission. The question of the mission rule 
interpretation has come up. The mission rule basically says that 
we should have communications redundancy, within the S-Band 
system wo have full uplink communications redundancy excuse me, 
that was within the PM systems, we have full uplink redundancy, 
we have one downlink that is currently operable, as well as the 
FM downlinks where wo can take data and dump it and bring it into 
the control center in a matter of minutes to hours depends on how 
long the recording interval we want. So for all intents and 
purposes, we have maintained both the uplink redundancy and the 
downlink redundancy. One further statement that you may have 
heard, in listening the Flight Director and Air to ground loop 
over there, we have elected not at this time to exercise any 
further trouble shooting on transponder system number one. The 
trouble shooting that we could do is actually remove the power 
from the (garble), this interface box to see if we could reset 
the logic, that option does exist. In a similiar fashion, we 
could exercise the cross-strapping operations of string I and 2, 
that option still exists. However, since we have met all of the 
requirements of the mission rolls for uplink and downlink 
redundancy we have elected at this time to not accomplish any 
further trouble shooting unless wo have problems in transponder 
system number 2, high power mode , and that's basically it. 

PAO Okay, we'll throw it off in to questions now. 

Please wait for the mike, identify you name and affiliation as we 
call on you, unless I do it first. John Wilford, New York Times. 

WILFORD So, we're to infer from that as of this time, the 
mission is planned to go full duration? 

KRANZ Yes, I think from an overall mission standpoint. 

And I'm sure your awaro you see, that wo for instance daily go/no 
goes that we accomplish on a regular routine ba3is. Wo do this 
every day, we take a look at the weather, how the overall flight 
systems are working, whether we've met all of requirements for 

redundancy in the flight systems onboard. What mission 
accomplishments have or not have accomplished. As far as I'm 
concerned right now the mission is going full duration 
considering the fact that we still make our daily go/no goes. 
And weather is going to be a very important factor in determining 
when we will terminate this mission. 

Well then with weather that is more apt to cause 
you to extend the mission rather than to curtail it. 

KRANZ I believe this is more subject for a dicussion about 

two days from now or a day from now, mainly because we're 
continuing to watch the weather, we've taken a look at the 
weather at Northrup Strip, doesn't look particularly good 
today. We're going to have a frontal passage there tomorrow. To 
me that's part of the daily go/no go process. 

There will not be a landing tomorrow? 

KRANZ I can't say there won't be a landing tomorrow. A 

lot of stuff could happen tonight. There will not be a landing 
tomorrow based on the communications problem I have just 
discussed unless something further occurs. 

PAO Gentlemen of AP 

Paul Rayburn, AP The as the flight rules that I've seen, say in 
reference to the transponders there's a footnote that explains 
that the references to the downlink capability and it says if 
there is less than one of two transponders then the earliest 
possible landing should bo sought. Can you interpret that rule 
for me please. 

KRANZ Yea, when you say if there's less than one of two 

currently we have one of two now operating. The second one wo 
have not exercised. Those options still remain to us to 
troubleshoot that system and in addition as I stated earlier wo 
still have the FM system. 

RAYBURN With the failure of one of the modes in number 2 

don't we have one half of 2 at this point. 

KRANZ No, we have full capbility through that one 

transponder that is operating. 

GEORGE ALEXANDER l.os Angeles Times Gene does this FM system 
that you mentioned that Is operating through transponder number 2 
is that correct. 

KRANZ No. That has it's own signal processing actually 

when I said we actually take the output from the network signal 
processors and route it to the recorders and from then on it's 
entirely separate system from the PM system. Transponder number 
1 and number 2. Entirely seperate system. 

ALEXANDER If you lost the high power side of transponder 

number 2 you would still have an FM a complete Ff' system that you 
could operate on? 

KRANZ We would have two FM systems. 

ALEXANDER With their own transmitters? 

KRANZ Yes sir. 

JIMMY WALKER ABC Gene, what time did the first transponder 

KRANZ I have some brief notes here written down, a piece 

of paper I took this morning. I believe it was on orbit 55 over 
Hawa i i . 

WALKER Was that 8:43 pm. 

KRANZ Well, I don't think in pm. I've got a MET time. I 

really think, I really can't even hardly read it. If you just 
backtrack over Hawaii 55 I think you'll find the answer. 

CARLOS BYARS Houston Chronicle That's when you lost number 2 
when did you lose number I? And I'd like to follow that along 
with why have you elected to not to do further troubleshooting is 
that because you fear it could knock out you're remaining S-band 
capabi 1 i ty? 

KRANZ That is always a possibility. The reason we elected 

not to troubleshoot number 2 is one we've met all the 
requirements for the mission rules, secondly we're now looking at 
some of the hardware facilities KSTL, those type of facilities to 
see if we can try to duplicate the logic hangup so that any 
crosstt ack ing or any further troubleshooting that we would do we 
have not compromise the systems. 

When did you lose number 1? 

KRANZ I'm gonna have to put my glasses on. I'll cross 

check this time for you. It looks like it was somewhere around 
Hawaii orbit 57. 


KRANZ Yes sir. 

JOHN WILFORD New York Times Does this... are you going to have 
any degradation of the data you receive? None whatsoever. 

KRANZ No sir, no degradation. 

LOU COLT Minneapolis Tribune As you spoke of the potential bad 
weather at White Sands tomorrow. If indeed you had more 
communications problem would that mean that you'd use one of the 
alternate landing sites if you decided for communication or any 
<->»-her reason that you need to land tomorrow? 

KRANZ No I doubt it. Basically, what we try to do is 

optimize several factors and I believe that for instance today 
White Sands were totally clobbered tomorrow. We lost the 
remainder of transponder number 1. Troubleshooting wouldn't 
bring back 2. I believe we would continue to operate using the 
FM data it would somewhat handicap. But again it's not an 
operation that is not familiar to us. We take and routinely play 
and use with dump data every maneuver we complete every alignment 
we complete. Those kinds of things we actually acquire the data, 
process it, look at it. So we're very familiar with those kinds 
of procedures. I think it would take a bit of adjustment to, but 
I have no doubts that we could accommodate and continue flying 
safely in that mode. 

Okay, and another question, you are able to get 
everything up to the shuttle, all commands, all information, 
everything on all channels. There's no limitation on any of the 
transponders on that. Do I understand that correctly? 

KRANZ That is correct, we have full uplink capability in 

both transponders. 

VICK HERL. . .ABC. . .Yeah, Gene you said earlier that you had a hard 
failure in number 2 and an apparent in the high and low of number 
1. Could you explain apparent to me, again? I'm not sure t 

KRANZ The apparent goes back to we are not able to route 

data through tranponder number 2. 

In other words then, 

KRANZ I'm sorry, transponder number I, I keep getting 

these all mixed up. Transponder number 1, when I said apparent, 
it's because the end function cannot be accomplished. It is the 
control for those transponders that we believe is the problim. 

HERL So that then, in the other one the hard failure is 

an electronic failure. 

KRANZ We really don't know, we really don't know. 

AL SEALSTEAD. . .BALTIMORE SUN... If then all these alternatives are 
open to you such as the cross strapping you described and 
everything else. Is it fair to conclude then that you do not 
have a serious communication problem? 

I believe that's a Eair statement when you say serious 
communications problem. I like to have everything working for me 
all the time. We certainly have the capability of continuing the 
flight in our current posture. We have lost some of the 
redundancy. If, for instance, we would have another failure, 
then we would try the cross strapping options. We have nothing 
to lose at that time. And I tend to believe that it may work, 
that we may be able to recover a transponder. 

PAUL RESER. . .ASSOCIATED PRESS ... Are you able to receive voice 
downlink from the FM. 

KRANZ No we can not. We have the UHF backup capability 

there . 

PAUL RESER... All right, not all your stations get UHF? 

KRANZ That's right. All stations but Orroral and Santiago 

get UHF. 

RESER. . .Okay . On the S-band then, you have voice downlink 
through only one of 4 systems. Is that correct? 

KRANZ You can say it's basically one of two systems, the 

high power, low power mode I believe, in fact, I'd probably be 
guessing, the high and low power mode principally refers to the, 
no I'm wrong there. Yes, we have one S-band voice downlink that 
is operable at this time. 

RESER AP One S-band voice downlink, and if that one goes out, 
all you have is FM? 

KRANZ No, no, at that time we have UHF remaining. 


KRANZ Yes sir. 

RESER And the FM 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. 

GEORGE ALEXANDER Los Angeles Times Is this module this logic 
circuit, is it common to both transponders one and two, in other 
words Is it a bottleneck through which both transponder systems 
must pass enroute -o the antenna to transmit down? 

I don't really know, and I can get you that answer 

after this conference here. I believe it is, but they'd prefer 
not to speculate now. 

PAO Ok, we're going to take two more questions from 

Houston, then switch to the Kennedy Space Center for questions, 
this gentleman on the first row. 

MIKE TONNER Miami Herald Since you're unsure of the exact time 
when these two failures occurred, I think you said orbits 55 and 
57, do you know on whose shift that occurred? 

KRANZ I believe the initial failure and the initial 

troubleshooting was done on Mr. Holliway's shift, but again, I'll 
get the exact time and give you the individuals who were on shift 
at that time. 

TONNER Would flight director Hutchinson have been aware of 

those failures. 

KRANZ Yes, he was there. 

TONNER At last night? 

KRANZ When you say, there's differing degrees of 

awareness, we first of all had another twenty four hours when I 
came in this morning at four o'clock, they had been working with 
the engineering development, the Rockwell people, nr, woll is my 
flight controllers throughout the night, there wore numerous 
commands that were sent to configure those systems, if you really 
take a look at all the options that are available many of those 
options, with the exception of the cross strapping options wore 
exercised, you then have to sit down and break out those commands 
at. times of occurrence, what data did we see at this time, and 
then try to piece it together, so there are different levels of 
awareness as time marches on. 

TONNER But do you, You've described a very complex system 

and you've talked about some confusion, is there a possibility 
that the flight director was confused about this last night? 

KRANZ No, I doubt it. I believe that possibly the ond 

results were 24 hours smarter, and we've accomplished some 
further troubleshooting this afternoon, from both the spacecraft 
standpoint as well as the ground command standpoint. 

PAO Ok, we're going to take one last question from 

Houston and then switch to the Kennedy Space Center, the 
gentlemen on the third row. 

UNKNOWN To simplify it to the bare bones, if l may, because 

it's rather complicated. Of all the communication systems you 
have got originally, what percentage of them are now out? 


You'd have to break that down to each of the modes, 


that question, I don't think can be appropriately answered. If I 
looked at it as just the two single PM links without the 
operating, what I'd say, without the sub-modes within those links, 
I'd say fifty percent of the system was operating. If I take a 
look at the submodes I could say twenty five percent is 
operating. But if I add in the FM systems where I've got two 
more, I could say 75 percent is operating. So, it's a question 
you have to discretely bend the question you want back there. 

UNKNOWN Ok, when you said that if you added the FM and the 

UHF and everything, if you put all those together you've got 
about twenty five percent out. 

KRANZ I'd be inclined to say if considerable uplink and 

downlink and the options that we got, it's about a twenty five 
percent outage. 

PAO Ok, we're going to switch now to Kennedy Space 

Center, we'll come back to Houston, wrap up with a final few 

DICK LEWIS Cnicago Sun Times I have a couple of brief 
questions, Gene. One is, in the event you lose the downlink on 
the PM you can, you're saying that, as we understand it, you can 
continue the flight on the FM and the UHF voice backup, it that 

KRANZ Yes, I can continue the flight in a safe fashion 

until I find acceptable weather at a primary landing site to 
deorbit. Now there may be othei nitigating circumstances, but 
the basic intent with another failure in the PM system would be 
to utilize the FM system until I could get to an acceptable 
landing area and make sure that I have an orderly preparation for 
the end of the mission. 

DICK LEWIS My second question is based on some confusion about 
the time when the, these partial transponder failures, we have 
the impression that the number two downlink on the low power 
downlink failed some time around orbit 55 or 57, is that correct; 
failed at the same time? 

KRANZ No, they fell at discretely different times, the 

initial failure was transponder number two low power. 

DICK LEWIS And that was followed some time around orbit 55 or 
57 by number one, is that correct? 

KRANZ Yes, that's correct. And I'll confirm these times 

or at least the orbits, and I'll get the specific times in 
through the commentator over in the Mission Control Center and 
get you the specific times. 

DICK LEWIS The reason for this question is that the commentary 
overnight indicated that the number one transponder was operating 

without any difficulty all night, that 
transponder, that's in the commentary, 
the commentary incorrect? 

the crew shifted to that 
is that correct? Or is 

KRANZ I really don't have the commentary in front of me, 

the status has not changed since orbit 55 and orbit 57, that is 
that I think is the salient point of this discussion. 

DICK LEWIS Orbit 55 and 57 was yesterday, was it not? 

KRANZ Yes sir. 


Thank you. 

PAO Ok, no more questions f rom. . ok , wa i t a minute we 

have another question from KSC, would you identify yourself? 

JOHN WOLMAN AP The weather is terrible out in New Mexico, you 
see to whether or not the .landing weather is related to your 
decision to press on to Monday? 

KRANZ Say again please, I was distracted during your 

question, could you give me that one please? 

JOHN WOLMAN We understand that the landing weather is going to 
be awful in New Mexico perhaps until Monday, I'm wondering 
whether or not the decision to press on until Monday would bo a 
radio problem after your people are saying most of the goals of 
the mission have been accomplished, is related to the bad weather 
in White Sands? 

KRANZ Well, weather is always as we approach the end of 

the mission is one of the principle elements of making a decision 
when we want to terminate the mission, and again I indicate the 
entire preparation for deorbit has to be an orderly process, the 
crew, the controllers, everybody working the mission, including 
the people for landing site have to be thinking about deorbit, 
entry, landing, rollout and then the vehicle turnaround 
activity. Weather is one of the principle considerations there, 
overall systems status is another, crew status is another, 
readiness of network and the ability of everybody to support 
it. All those factors go into making your mission termination 
decision. All things being equal, we intend to fly through the 
planned mission duration. If any one of those parameters is 
going to be favorable on one day and not favorable another, we 
could come in a day early or maybe even go a day late, it's a 
question you have to find that set of conditions which optimizes 
the chances for successful conclusion of this mission. And 
that's true of any mission we've ever flown. 


No additional questions from KSC. 

JSC PAO Okay will we'll come to back to you, in the 

mear while I've been passed a note from the control center which I 

believe partially responds to one of your questions, which says, 
flight director Neil Hutchinson was aware of the first 
transponder problem. It happened on his shift, the second 
problem with the transponder occurred on the following shift 
which I assume is Mr. Holloway's shift. 

PAO So lets take questions now gentlemen on the fourth 

row there. 

(GARBLE) To follow up the Cape's question. Had the weather 

been okay for tommorrow at White Sands, would you have aborted 
the mission today in view of the (garble) tommorrow in ideal 
conditions at White Sands. 

KRANZ Depends on what the weather would be the following 

day. No I wouldn't plan on aborting the mission tommorrow, 
unless the weather the following day would be unexceptable for 
what I would say is a good mission termination. 

JIMMY WALKER. . .ABC. . .Gene , I'm confused, in the transcript at 
10:00 p.m. last night, the PAO says the vehicle is presently 
configured using transponder number 1. 

KRANZ That's very possible, that could have been part of 

the troubleshooting process. Okay it depends upon, no it depends 
upon when you snapshot these transcripts again I cannot 
establish what I would say is the factual accuracy of all the 
transcripts that are used in the mission. The situation from the 
time that we had the initial problem, with the STDN Low mode on 
transponder number 2 and then the subsequent is somewhere during 
the troubleshooting process, we appartently had a failure of 
transponder number I. That's situation has not changed in the 
pass, well since rev 57, or orbit 57. Now we're a heck of a lot 
smarter twenty four hours from now. (garble) we have 
accomplished additional troubleshooting. 

CARLOS BYARS. . .HOUSTON CHRONICLE . . .One technical thing of sorts 
and that is I would like you to clarify this about the FM systems 
which you have two is that correct, and how many UHF systems do 
you have and are these separate distinct discrete systems? 

KRANZ Yes we have a single UHF system. We have two FM 

systems. And these are separate and distinct systems. 

CARLOS BYARS The transcripts by the way from the change of shift 
briefing indicate responces 180 degrees out from what we have 
been hearing this afternoon and from you sir. Well that's change 
of shift briefing sort of thing 


KRANZ Like I said. It's very easy to mix up transponder 

number 1 and 2, cross strapping PM systems, FM systems. It's 
tough. You see me referring frequently to 1 2 cross strap and 
that kind of stuff up thc;re. It is tough, it is real tough. The 
best guys and probably the most knowledgeable people in these 
systems are the INCOS. That's why we have them specially 
positioned in the Control Center for that purpose. Boy, that's a 
tough position to train for. 

PAUL RESER ASSOCIATED PRESS I hate to beat an ailing horse, 
but given that the weather was pristen pure and perfect today, 
tomorrow and in the foreseeable future at White Sands and given 
that you have the radio conditions that you now have would you, 
in fact, recommend the mission to continue as first planned? 

KRANZ Okay, I would recommend the mission to continue. 

PAUL RESER ASSOCIATED PRESS Okay, were there those who did 
not so recommend in your discussions? 

KRANZ No, we haven't had any, what'd I'd say is 

significant discussions, relative to early mission termination to 
date in the Control Center. Again, I identify, we're still 
trying to find what the problem is. We're working very well with 
very hard with the hardware. We would like to troubleshoot and 
recover the full capability in the systems. We have not given up 
that transponder yet and for all intense purposes, I believe, we 
have met the intent of the mission rules. 

system. Does that going to that kind of a system, does that slow 
down the information coming in, cause you have to go to the 
recorders? I mean, what's the turnaround difference between the 
PM system and then going to the FM system? 

KRANZ PM we'll be getting real time as it happens with 

just momentary delays for downlink processing and data display. 
The FM system, it's hard to define what the time delays could 
be. It could be as short as a few minutes. For instance, you 
could take a site pass, record the data during the early portion 
of the site pass, dump it towards the tail end of the the site 
pass, get it in the ground, play it in, you're talking in the 
order of minutes there. So it would depend upon where we were in 
the mission, what we doing at that time, what objectives, did the 
crew have any problems, was there any troubleshooting and work, 
that type stuff, which mode we would operate in. The most 
efficient mode is to basically dump through an entire site 
pass. If we have a problem with PM transponder we would probably 
adjust that. But again, this is a procedure that we exercise 
offly a lot in the Control Center. 

PAO Any other questions? Vicky Leonard, ABC. 

VICKY LEONARD ABC Hi, two things. One, I still don't quite 


understand if there's a logic problem with number 1 and you don't 
get the same thing leaving the system as you sent into it. How 
you can still use it if there's a logic problem of getting 
answers I mean that's really very basic. And the second thing 
is, is it all of us and our imaginations thinking that this is a 
critical situation and in fact, you never considered it a 
critical thing to come home early about? 

KRANZ Let me answer your question. Let me see if I can 

remember the first one. You're talking about the logic problem, 
first of all we are not using transponder number 1, we're using 
transponder number 2, hi power. I'd have to go back to the exact 
transcripts to figure out where we were during that period of 
time and I honestly haven't had the time to do that. Secondly, 
the mission rules as are stated talk about confirmed failures in 
systems. We have still met the intent of the mission rules and 
basically, the mission rules are for very discrete cases, Okay. 
You don't, I mean if you tried to separate, for instance, 
communications systems and write all the possible missions rules 
for all the possible combinations of things that could happen, 
you'd have a book that thick. The key thing is to identify 
intent in mission rules, and basically, what we want in the 
mission rules is duplex communications up, two communications 
loops going up, two communications loops coming down. We have 
met the intent of those rules in our current situation. We'd 
like to recover additional redundancy. We don't feel it is 
necessary to pursue that until we better understand what may have 
caused the problem to occur. 

PAO Does that answer your question? 

LEONARD So, basically it was never critical then and you didn't 
look at this problem and say we've got it and bring them home 
right away. 

KRANZ No. NO. No. No. 

LEONARD Never that 

KRANZ At no time. As I said before, whatever you're going 

to do it has to be orderly, has to be well planned, everybody has 
to think entry, get their mind adjusted to the entry process. 
The whole team has to start moving along that direction and we 
haven't done that at all. As you see today, the entry team's 
flying shift. 

PAO Craig Covalt, Aviation Week 

CRAIG COVALT AVIATION WEEK Gene, all things being equal 
Monday, what issues will you have to examine on entry with the 
radio situations you have or the telemetry situations you have on 
areas over Guam and just that a blackout. 

KRANZ Retaining the full capabilities we've got right now 

I don't see any hot issues. I believe, that in a precautionary 
sense, we're going to make sure that the NAV state stays tuned 
up, that the IMU alignments are virtually perfect. We're going 
to make sure the fuel cells are tuned up and those kinds of 
things. It's n;ore or less the housekeeping things. 

PAO Any other questions? We have no other questions, 

we're adjourned. 

KRANZ Thank you. T hope I didn't confuse other people 

further because clipping these l's, 2's, high, low, and that kind 
of stuff I can't wait to see the transcript of this one. 



Hello again, Change of shift briefing with flight 
director Hal Draughon. And in the fervent hope that Gene Kranz's 
lecture in COMM 101 settled all of the questions about the s-band 
system. Let's move on to going over todays log out of Hal's 
flight director log here. Hal. 

DRAUGHON Okay I'll try to just give a brief recap of the 

major activities that we accomplished today and then we entertain 
any questions you might have. The first thing we did this 
morning right after crew wakeup was change the computer 
configuration onboard. In support of the planned RCS maneuver, 
it was called a L2U burn, that means there was a left firing jet 
on the number 2 manifold and there was a upfiring jet. The 
objective of that test was to test the performance of one of the 
RCS thrusters after it had been in a cold environment, the burn 
duration, magnitude rather was 32 feet per second with 
approximatly 20 foot per second in plane. In a positigrade 
direction in order to change the orbit just a little bit, that 
burn and everything about it went absolutely normal. Directly 
after the RCS test maneuver, we activated the RMS, went over and 
picked up the PDP package and for the next eight and a half hours 
roughly today we operated with the PDP in a deployed mode. The . 
activities we were persuing were first of all a B-field mount. I 
didn't break these down by times but I could if anybody needs 
them, then on the EMI search, which is an electromagnetic 
radiation, checking that environment around the vehicle. There 
are two types of those, one where we look specifically at those 
known sources of the EMI, looking directly over a UHF antenna, 
directly over tacan antenna, directly into one of the s-band 
systems and after we've completed that, there's what's called a 
generalized EMI search where we make just almost, like mapping 
out of an antenna pattern, if you're familiar with that, and went 
generally around the periphery of the pay load bay looking for, 
and the objective of that is to be able to define to future uses 
what the radiation patterns are in the bay that their packages 
might be having to live with. After the EMI search, there was a 
thing called a joint ops which was taking a PDP and putting it 
into the path of the v-cap, the v-cap is the guy that accelerates 
electrons and there are a couple of objectives associated with 
that particular one. One of the instruments on the PDP can 
detect the charged particles from the v-cap and we were trying to 
map exactly what the paths were as these electrons were leaving 
the spaceship and that path varies as a function of what the 
magnetic field orientation Is that your in at a particular time 
and that of course varies depending on whether you are In the 
orbit. So we went through that, we went through eight sequences 
in that particular set which were probably the most, from a 
laymans point of view, the most exciting, the moat Interesting 
set of things we did today. The first six of those were In an 
RMS auto mode, we had predefined a set of points that we wanted 
the RMS to take the. PDP and put It In an attitude and the 
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 preflight 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 
down on the longeron. But the scientists were extremely pleased 
with that particular set of data, and I think the PDP scientists 
were all day long just jubilant with the amount, the quantity and 
the quality of the data that they were getting. Follow that up 
with a wake search which again is looking at the magnetic fields 
surrounding the orbiter, again trying 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 
other problems that were incurred and we're getting behind the 
time line. The RMS has a number of modes the most rudimentary 
mode is a thing called backup and if any of you have seen the RMS 
panel, and one right in the center of the bottom, there one 
little extra panel that kind of looks segregated from the rest of 
it, from all the meters and all the other digital readouts and 
what not. And that is the backup controls, there is only three 
control devices, it uses a different power source from the ship, 
its a main B power, versus main A that all the other primary 
modes use. It is not computor supported in any mode, the 
crewman, its much like, in the spaceship in driving with the RCS 
stuff which you think of 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 
a lot of extra, a lot of work, going out planning co do work in 
the backup mode, that's mostly a save the arm kinda thing. But 
he did a cradle 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 
amount of time that we had allowed it, and we really hadn't 
allowed it but about 20 minutes, He took the thing back out 
again and had Jack take pictures of him doing it all over 
again. So that went 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 
little asides, if you 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 
Lejuene I believe, and Jack being a Marine he said he sees the 
marine airbase 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, 
you can tell when they start that kind of thing they are feeling 
a lot better. And its very evident there was absolutely no 
indication in the latter part of today that there was any 
fatigue. They did everything ^sked 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 the 80 hours 
of nose sun thermal testing that we had planned to do. The orbit 
right now is 126 by 134, that will decay down to some lesser 
value. I could give you a wild yes, but I'm sure Terry or 
someone could get you the right number if you need it. It will 
decay a few miles from that by the end of the mission. Gene's 
talked to you about the transponder problem that happened on the 
shift prior to nine. What we did on my shift today with regard 
to that particular test is that we did a little bit of rudimetary 
testing on transponder number 1. We did not do an exhaustive 
test of it, we had so much RMS activity today in days 3 and 5. I 
think Neil has told you a couple of times days 3 and 5 were the 
biggies for this flight. They were really just shoehorned full 
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 
them so we are about where we started as far as checking out the 
transponders is concerned. The other failures I don't know if 
you know about yet, the Ooddard, Goddard has, there are two tape 
recorders defeated to the OSS-1 pallet data. They are called 
the Goddard iDe : ^ne and the Goddard number two tape 
recorders, tiil, r. indeed a redundent set of recorders. 
Goddard number twu .ias failed, if nothing happens to number one 
there will be no loss of data from the flight, so that is going 
right along. The milestone they still have in front of them is 
to get the top sun data. Most of the guys that have been running 
to date, really have a lot of good data. The guys that need the 
top sun attitude, the guys that have the sun sensors haven't had 
hardly anything yet, because we just haven't been at the attitude 
that they need. The N2 system you've been told about a small 
leak that we saw show up yesterday 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 leaking 
early on our shift and we started a few procedures to try and 
isolate the guy. The second configuration we tried stopped the 
leak but it didn't uniquely tell us what location it was at. We 
then tried one more 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 
cycle and we'll get one more piece of data that way. The only 
other thing 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 
an hour and a half before sleep was just deleted. We just didn't 
need it. It was just perfect. That's roughly a recap of today's 

Okay identify yourself and then please wait for the 
mike. Morton Dean, CBS. 

MORTON DEAN .. .CBS .. .Gett ing 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 
insight to it. We usually try to keep 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 
discussing COMM configuration 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. 

DRAUGHON I really don't know. It was known when I came on 

ahift this morning that all of system one was having some 
difficulty and the only thing that was really, and in fact I 
think its still true, the only thing we knew for sure or think we 
know for sure is that transponder two the low power mode, one of 
its modes, we think we've done a through checkout on it and it is 
broken and not recoverable. Transponder number 2 high power mode 
is the one that we have been flying on all day today. The system 

that you really don't know the status of yet is transponder 0 
number one and its strings and the different ways you can hook it 

CARLOS BY ARS. . .HOUSTON CHRONCLK . . . 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 

to say you are not sure that there is not a leak in nitrogen 
system number 1 and where was the leak that was reported the day 
or two ago. Which system or the possible leak? 

DRAUGHON The reason we're not sure is that when the leak was 

first seen, the two systems are manifolded together. You've got 
two tanks in system two and two in system one but those two pair 
are manifolded together 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 
uniquely isolated it down to just one of those systems. We kept 
it all off and the leak stopped. So we know the leak is not in 
either of the tanks sets. We know the leak is net downstream of 
the last regulator. Its somewhere between the second valve from 
the tank and the regulator. And there is a check valve right at 
the main bulkhead where it goes into the pressurized vessel, into 
the cabin. So its somewhere in that line. But whether or not 
its, whether or not there's a complementry , 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. 

Are the leak that was suspected a day or two ago. 
What did you know about where that one was. 

DRAUGHON Not a great deal. It's the same leak. It's the 

very same leak. Yes. 

CRAIG COLVALT. . .AVIATION WEEK ...I'll take you up on your offer on 
APU 3 checkout scenario and also while you're at it, I've been 
sitting here all week wondering why you've got your elevons up so 
high. You might tell me what I missed there on launch day to put 
those up. 

You mean after you saw the TV on orbit. 
■ ' ■■ Yes. ' ' ' ' ■ ■ 

SPACECRAFT I was surprised too. And we didn't do it on r 

purpose, its just where their modes take them and they're not 
constrained to be any place so that's where they go. We do a 
thing when we bring the system back up with hydraulic power on 
them rather than just bring the hydraulics back on with the zero 
command and slam the boards back to wings level. The first thing 
it does as part of that start sequence is that the software goes 
out and reads the feed, position feedbacks, and then sets the 
output commands equal to the position feedbacks so that you crank 
them up and they're there and then it slowly brings it back. So 
the first thing that happens when you bring up the hydraulics is 
that it will slowly bring everything back to trim. 

You didn't get them up like that on STS-1 and 2 as 

I recall. 

DRAUGHON It varies. Sometimes you sit in the hanger, 

sometimes one board will droop. And it just varies. 

On the APU now. 

DRAUGHON On the APU , the thing that we need to do there, the 

uncertainty, we know the APU are on, no reason to doubt that the 
APU will run. The uncertain thing about it is the cooling, if 
the APU, if the water spray boiler that cools the lub oils and 
the APU doesn't function correctly, that APU can be used 
comfortably for about 10 minutes. In my mind we clearly need to 
ascertain whether or not that boiler is going to work or not 
prior to reentry. If I didn't find that out, the only sensible 
thing to do would be to wait until about 80,000 feet and bring 
that APU on and have it for landing, which is where most of that 
activity is with the elevons. If you bring, if you say well its 
going to work and you crank it prior to entry, you may just wind 
up about MACH 15 or so having to turn that APU off. And then you 
had it running when you didn't really need all that help. So we 
do a flight control systems check out on orbit right now we're 
planning to check out APU 3 during that flight controllers, use 
it for the flight controllers systems checkout and we'll 
accomplish two things at one time. We'll validate the APU 
performance and we'll do the preflight on the aircraft like we'd 
always do prior to reentry. 

GEORGE ALEXANDER. . .LA TIMES... If this question was already asked 
before, forgive me but I just got here. What scenario can you 
devise that allows the high power setting on transponder 2 to 
operate while knocking out low power number 2 and high and low 
number 1? Some kind of path way has to be opened for number 2 
high to keep on operating. What scenario.. 

DRAUGHON Its a complicated system and one that has a whole 

bunch of serial boxes in it that has lots of redundent ways of 
lashing together, nnd I really can't answer your question. 

I. ..I'm sorry, there... 

DRAUGHON I would be surprised if there is a single failure 

that could exhibit the results that you just described. I don't 
know of one but we have not done a complete checkout on Number 1 
by any means. 

But all the troubleshooting that's been done today 

has' not'given you even a hint as to what the problem is? 

DRAUGHON No. The testing we did today 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. One, is there any 
hope that either of the S-band transponders will come back 

DRAUGHON There's hope Jules. I don't know, I can't quantify 

it for you. 

JULES BERGMAN Could it just be an anomaly is what I'm saying, 
or is it a whole circuit that's gone. 

DRAUGHON You really can't say. There's just not enough data 

known. That system has a lot of different configurations you can 
put it in and we have not looked 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 

site. There are a number of specialists in E&D and in flight 
operations that are quite familiar with that hardware, but they 
need some time to put together a good rigorous check. 

JULES BERGMAN And the second question is, will you lessen the 
reentry angle because of the lost tiles? 

DRAUGHON Absolutely not. We have looked at, with the stuff, 

with the history of the tiles prior to flight 1 and then the 
history on flight 1, and whatnot, we have spent a lot of time 
looking at tile losses and we're quite familiar with where the 
temperature profiles are and what can be done to shift entry. 
You got to encounter the heating somewhere to get the drag to 
reenter, so you got to take the heat, but there are some things 
you can do to manipulate it. You can take heat off the body, for 
instance, but if you do the elevons going to get hotter. You can 
put heat at the back of the vehicle but you got to take it on the 
front. But we have looked at all those for this flight, and with 

the tile problems we know about and have finally concluded that 
we plan to do nothing different. There is no requirement. 

JULES BERGMAN ... Do I understand you correctly. You're saying 
that if you lessen the reentry angle to 45 degrees from 43, for 
example, that you're going to transfer the heating from the body 
flap to the elevons. 

DRAUGHON That's not the way you would do it, and you 

wouldn't change the body attitude of the vehicle. What you would 
do, you've got to keep the pitching moment right. You've got to 
keep the same attitude alpha angle of attack for the vehicle. 
What you've got to do is change a pitching moment. If you think 
the body flap, which is normally down, has lost some thermal 
protection, then you might say, well I'll fly it a little further 
up, but if you do that, then something has got to keep i:he 
pitching moment equal, so the elevons have to come down. The 
body flap comes up, the elevons have got to come down. That 
moment has got to be there. So all you do is you transfer the 
heat that used to be going to the body flaps and they're going to 
the elevons. It would be not a wise trade to begin with, because 
we can enter with the body flap just about torn off the 
vehicle. Thct's a fact. The elevons are they guy you've got to 
have and the reason is not for the elevon control itself but also 
the most critical control aspect of this vehicle right now still 
is the lateral control, which the elevons give you lateral 
control by differential elevons ailerons down low so you wouldn't 
want to jeopardize the elevons to help the body flap. That has 
all been looked at and the conclusion has already been made that 
we will fly the same body flap schedule which is the name of that 
game, where is the elevon going... the body flap going to be all 
the way through entry. It does change. It's going to be the 
nominal one that we're planning to fly. 

could they use those little hand computers to come in? 

DRAUGHON Yes. Yes, there arc adequate data onboard for the 

crew to reenter using that computer. In addition, another thing 
that we routinely do, of course, there's a vector already in 
their vehicle, and we keep them appraised with the vector to nav 
state that they have onboard at any given time. We let them know 
continually how long that one is good onough to enter on. 

ROBERT COLLIN... Are these little hand held things accurate enough 
to actually get them down? 


Carlos Byars... 

DRAUGHON You won't, you may not get down where the runway 

is, but you'll get down. 

ROBERT COLLIN... Is that good enough. 

-I ' ■ 

DRAUGHON If you can see it, you can (garble) to it I 

guess. The main thing is to get down to where the seats work, 
and then you get below deck and you hope there's a runway 
there. But you know, you're talking about way out stuff. In the 
routine maintenance of the thing, the way you worry about extra 
reentry is, we give them things we call pad messages. They're 
just listings of deorbit times and the site, which way the 
initial bank angle is going to be, and the range. And a few 
words about the weather. With those data and if they know that 
their vectors still good, you can come down and you'll land 
there. If you go, the reason we have the calculator and the 
reason you use* that other mode is that there are times when you 
can have some massive failures of a large hole in the cabin, you 
just can't decide, well I'm going to reenter right now, crank up 
the engines and come home. You've got to be, you have got to be 
about 4,000 miles from where you want to land because that's the 
way the vehicle works. That's the way entry guidance works. 
It's going to fly that entry range so if you don't do the reentry 
maneuver at the right time, when you get to the bottom, you | re 
not where you want to bo. So, if you get a hole in the cabin and 
you can't stand to wait to get around, say you were trying to 
land at Edwards, if you can't stand to wait to get around to 
about Yarragadee, about Australia, when you do the maneuver, then 
you're not going to land in California. If the you do the 
maneuver over the U.S., you're going to land back over at the 
Indian Ocean some place. It's just the way the world turns, so 
you like to have that, you've got to have that capability for the 
hole in the cabin case, and catastrophic, real short, crisp 
failures. But just for losing comm with the crew, they know how 
to do that with the other data and land at a landing field. 

, I'd like to ask you again on the communications 

problem. You've done very little (garble) troubleshooting 
today. Do you plan to get into that more heavily tomorrow with 
making some of these cross connections and things and how far 
will you try to go with that, or are you simply going to wait 
until you get it back on the ground? Lets see... 

DRAUGHON I would expect them, tomorrow is one of the lighter 

flight days. In the morning, we've got on the shift that I've 
got early in the morning, we've got quite a few additional test 
manuvers checking out some short pulse firings of the engines 
again. But in the latter part of the day, there is some free 
time and some time could be made available and I know that the 
engineering community are already looking and trying to define 
useful and meaningful tests to run. If they do, they'll be 
scheduled and they will be run. 

Was that logic box included in the testing today? 


, believe that's what it's called, I believe it's 
iaiied'Wc'box and perhaps perform some routtn,... 

. , n f \t- what that box does is, it's 

DRAUGHON Ves . A portion of It. What tn Qn q£ 

one of the major components that does the c g Cnang ing 
switching these things n g the chains together 

which one is talking to which ones. p ^ting gsul wag 

and those modes that we ; h ^Ked, yea, that p jfc ^ Qne 

checked out today, bu it was not a exa^ fcQ u> 

stateside pass. That s an we 


OF LONDON ... I may have missed this. rd 

DRAUGHON Okay. . I'll, try to ^^^^S" oblem with all 

communication that is available, we ave se en_n P Unks 
of the uplink modes, so we've got UHF an normally 
and the digital command link going up. Everytni y 

and the 

is that one digital uplink? 


You've got both? 

DRAUGHON Two , two ^nd dijltl.l ^1^"^ t^Eo^'Sn I i- 

The part that is not validated, or t hat we g ^ fm signalg 
the S-bands downlink and that s the P ^ 
that come down. It we were w * . fch f its PM downlink 

transponder and found out that ^ r ^ b ° 0 \ ose the one that we 
capabilities are gone and then we were ^ way tQ fly 

are now working jn, there is s t pCM y data is still 

this aircraft, and that is tne aigi tax fche tape 

generated by the PCM units onboard _lt s still g g ^ 
Recorders and V^'d dump those r and dump it! It's kind of 
links. So you could record dat a an d d ump it. ^ enough 

clumsy and it's not what you d like to do, d Nort hrup, 

to fly with if ?ii.y° u ;^ r t ^„:? question had to do with why 

another day to land . ^ Your ot ne F is that we are saving 

we're saving consumables, and the answer is ^ 

for that, just because °J*he weather .we t N0 rthrup 

because of this comm system P^blem. The w ble) wea thec 
that I looked at this »™ n i"2 t if wS had to land in we could, but 

^Sli^S^ prediction for Monday is 
that it will be quite acceptable. 

.So the follow up on that is that if the weather 

tomorrow and the next day were acceptable, you would prefer to 
land early. 


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,... 

Would you say that the weather is a factor in your 

decision not to land early. 

DRAUGHON All those things are a factor. Another factor is 

that we have not gotten the guys that want it, all the top sun 
data, any of that data, you know, there's a set of people that 
are right in this bay that have accomplished essentially almost 
nothing because they're all sun looking guys and we don't go to 
top sun until the middle of tomorrow. So you have got to weigh 
all of those things. 

So this time, the data is the important... 

DRAUGHON The data is important, the fact that we need the 

test time on the vehicle, we need the top sun for a thermal test 
that was also a thermal test attitude. The thermal guys need 
that data, the scientists need that data, we want to see this 
vehicle fly for a duration as long as it's safe. If we thought 
we had to enter tomorrow, we could. Those winds are, they're 15 
knots gusting to 25,... the report I saw, the last one I saw, and 
we've got 2 runways there, we could find one that had an 
acceptable crosswind component and land on it if we needed to. 

Could you just give me just 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 guess so 

as far as what the total capability of the vehicle used to be 
functionally, as long as nothing else fails, it's doing 
everything that it could ever do. It only gives me one PM 
downlink at the time anyway. It's still doing that out of that 
r.iie transponder that I have. 

Thank you. 

Paul Rayburn, AP. 

PAUL RAYBURN ... AP ... A couple of communications questions. Is the 
teletype that you use to send messages co the crew, is that 
independent of the S-band UHF and FM systems and the other 
question is, is that thing working in a downward direction as 

well . 

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 
frequencies. We have it set for S-band, what 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 
downlink, could voice be recorded and sent down on that or only 
digital information? 

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 Eailures have occurred, and wnat can you 
tell us about whether they might be fixable? 

DRAUGHON I really can't tell you anything till I know what 

they are and right now we honestly don't know what they are until 
we've checked them out. The only way we could fix them would be 
to lash these systems up and if you could find out which box in 
each string is broken, this GSUL, what it does is restring 
things, it puts them together in different segments and perhaps 
you can put them together in a chain that now works by picking 
one out of this link, one out of this one, and work your way 
through it, but you can see that that's a fairly tedious thing to 
sort out . 

John Wilford, New York Tittos. 

JOHN WILFORD. . .NEW YORK TIMES ... 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? 

DRAUGHON Oh, I guess I could back into that thing we used to 

use back in Apollo. That didn't happen on my shift, but we ran 
the thing through the INCO and I checked with the flight director 
on the current status of the S-band transponders and they all 
blessed it and that's what I went with, because I was getting a 
lot of heat from over here on what the current status was, so 
that's what I went with and I had not read the transcript of the 
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 

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 
■;now 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 
troubleshoot 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 has failed completely. I think he does believe that low 
power number 2 has failed completely. But we the indeed may 
decide to checkout number I. 

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. 

I lost the end of your sentence when you were 
talking about the weather sometime ago. The weather tomorrow and 
the next day is adequate but not very good. Is that what I got, 
gather you said? 

DRAUGHON That's correct. 

What are the preliminary forecasts like for Monday? 

DRAUGHON For Monday, this morning, the last time I talked to 

the weather folks was around ten. And the weather forecasts for 
Monday were quite good. 

CARLOS Back to this business on the radios. Genes' 

response about not doing anymore troubleshooting. I had a 
followup question to that as I recall. Was that they don't want 
to monkey with that sucker because they might knock it all off. 

DRAUGHON You could hurt it and right now it's not doing a 

lot for you, so it's a question of how much you loose. But you 
ought to understand what you're. One of Chris' from the Gemini 

program, one of Chris' old axioms, when we were all learning how 

to be flight controllers was, if you don't know what you're 

doing, don't do anything. And that is still a pretty axiom that 

we sometimes follow. 

If it works don't fix it. 

JOHN BIZNEY. . .RKO. . .Yeah, I wondered if you could just briefly 
run down the major events in the cap tomorrow for us. 

DRAUGHON With some help I can. 

Radio guys that need overnight tape. 

DRAUGHON There are some NAV base tests in the morning, I 

believe those are checking out the ability to, for the long pull, 
in a very preliminary staqe we're looking at perhaps using Tacm 
units as a wav of doing on orbit navigation, position 
determination*. We have some of that kind of activity planned in 
the time line during this flight over various parts of the 
country, not just U.S. There's some of that in the morning. 
There are some pulse burns, where we do several short cycle burns 
with a minimum, but a very specific time delay between the burns 
trying to get some thermal soak back data on one of the 
engines. It's one of the small engines, this one this morning 
was one of the big engines. We finish up tomorrow to nose sun 
activity, and as you recall, each time we finish up one of these 
thermal attitudes, we always check the doors to see what that 
long thermal stress did to the doors, that will be done about 
midday tomorrow. After that we go directly into the top sun, 


which in tho last thermal tost attitude that wo go to. When you 
first go into top sun there's a sot of activities with the SUSIM, 
which is one of the sun sensors, w! ire we try to very precisely 
align it pointed at tho sun vector. And so we do that about 2 or 
3 times prior to the crow going to sleep to make sure that guy is 
going to got some good data during the crow's sleep perio.i. And 
that's the major activity for tomorrow. 

MIKE TONER. . .MIAMI HERALD .. .Gi von the sequence in which things 
happen on the transponders. What do you think the possibilities 
are of the- troubleshooting you were doing on number 2 caused the 
apparent failure of trar^pondor number I? 

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 would 
probably occur in tho latter part of tho day. 

MORTON DEAN. . .CBS .. .Hope you'll excuse my befuddlement here, but 
is it now stands, you're not sure whether number I is kaput. 

DRAUGHON That is correct, we know it has problems, we don't 

know if it's 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 bo an attempt 
tomorrow to bring it back on line. 

DRAUGHON Yes. Only if you can develop a reasonable scenerio 

that would support the evidence, 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 
configuration that could defeat the failure modes that might have 
g.ven you the case you have today. If we could build a case like 
that, then I think we could check that out. 

If there 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 
somewhat. Why were they written to say 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 
now. ;. 

DRAUGHON No, the intent of the communication, or I can tell 

what the intent of the flight rule is. The intent of the flight 
rule is to, to not continue to fly past a convenient, if you've 

. ■ If, 

got a convenient place to terminate the mission. You should not 
fly past there when your in a situation such that one more 
failure can take away all your communications. The reason for 
that is that it can determine attitude with IMU alignments and 
those kinds of things but it doesn't do well in position. So, 
and that's why we tell the guys how good their state vector is. 
So, if you loose all your communications capability, you've lost 
the ability to tell the crew their position. So, that's the real 
intent, is don't fly, it's poor judgement to fly when you're one 
failure away from the ability to toll the guys anything. 

Aren't you at that point now? 

DRAUGHON No you're not, you've got the UHF system, we've got 

1 S-band system that works. And as far as getting data down to 
even help them manage the vehicle, if we loose the PM link we've 
got, we've got tape recorders which would bo just introduce a 
little delay and that's \ooking at their systems. 

You forsee anything that would bring the ship home 
Saturday or Sunday. 

DRAUGHON There's nothing known. There's no known problem 

right now that has any potential for doing that. None at all. 

JOHN WILFORD... What makes you think that number 1 may not really 
be failed? Was there something about its behavior when it 
failed, or something that you've boon noticing? 


WILFORD. . .And by the same token, what makes you sure that number 

2 is failed in its mode? 

DRAUGHON I talked to the communications guy that was on 

shift during part of that and he told me that he thought he had 
done and exhaustive test of system 2, the low power mode. Ho 
though it was a conclusive test. At the same time, the same 
group of people feel that they have not done exhaustive and 
conclusive tests on number 1. And there was nothing in the 
failure mode that would make you think that it's really going to 
be all right. Those indications are not there, it's just that 
there are a lot of ways to lash that system up, and you need to 
go check them out before you declare it failed. 

You said that the science wasn't complete because 
we haven't done the top sun. Except for that, if you did have to 
come home early, would everybody else be satisfied with what they 
got . 

DRAUGHON The other major thing that you would loose is that 

this flight was .also aimed at getting some thermal data in top 
sun, where we're checking out the vehicle response itselt in top 
sun. There happens to be, 1 believe, a 40 hour test in the next 


flight too. So, it would ican that it's not tho 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. 

Yos, but the rest of the OSS-1 pad is that fairly 

Yes, I'm speaking for some other people now. But, 
the quantity of the data that they have been getting and they way 
they've been talking about it in and around t'le control center, I 
think they have gotten a qroat deal of data. 

And one technical question, could you explain very 
quickly what you moan by a state vector. 

DRAUGHON A state vector is a mathematical way of telling, of 

defining a position and a velocity at a particular time. And 
it's a way of defininq where something is in an orbit. You say 
it's x, y and z location. It's delta x, y and z velocities and 
at a particular time. It uniquely defines where you are and 
which way you're going. 

CARLOS BUYERS... If you were betting on the matter. Say something 
substantial, like a cup of coffee. Which way would you go on the 
matter of coming in early or coming in late? 

DRAUGHON I think we'll land Monday. 

BUYERS. . .Think you'll land Monday. 

GEORGE ALEXANDER. . .Not to beat this in the ground, but just a 
sequential quenchal questions. Where they using low power 
number 2, in orbit 55 when it failed? And were they, did they 
switch over to number I transponder in 57, when it failed? In 
other words, how did you find out that these units had failed? 

DRAUGHON I honestly don't know the answer to that. But we 

don't routinely run in low powers. It's my understanding that we 
don't routinely operate in a low power mode. 

We had that you only use high power to punch 
through the plasma sheath at ascent. 

But it may be right. 

DRAUGHON Terry can check cn that and got it back to you. 

Okay. Isn't it true that you have effectively 
overwritten the mision rules at this point? 

DRAUGHON No, not yet. 

You don ' t know. 


We had a rule, give you an example. We had a rule 

in Apollo that you would never, TLI was the translunar injection 
move. It's a maneuver that took you out of Earth orbit to go to 
the moon. We had a rule that said, that you would never do that 
maneuver with the secondary coolant coop failed. We never flew a 
flight where we checked out the secondary coolant loop before we 
did TLI. There's some power failures that you could have deduced 
if the pump was not going to run, that the loops going to run, 
but you can't draw the conclusion that I'm going to go figure out 
that there's a hole in that coolant, cause you didn't go look. I 
mean there are things that if you knew they were wrong you 
wouldn't operate with. But that doesn't mean you're going to 
check everything that you can't stand to have go wrong with you. 

At the moment you're saying you know that the 
transponder number 1 is not working, but you don't know why. And 
therefore, you're not prepared to declare it's not working. Is 
this so? 

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? 

The gray is that I'v still got a system that's 

working and if it fails 

Is that transponder number 1? 


The one that we're runnin on now. 
No, that's transponder number 2. 

DRAUGHON We now have one that's working, it gives me every 

bit of capability that I require. If it fails, then I'm forced 
to go checkout this other guy, and it won't do anything for me. 

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're flying on 

number 2, and it's doing every single thing, if I had 50 of them, 
that I could get. It does everything that the vehicle 
requires. If that one failed, and I went over and then checked 
out number 1 and got zilch out of it. I can still safely land 
this vehicle, by using the FM downlink and a tape recorder. 


I'm sure you can, but we're just 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. 

And you* re operating on the working parts of number 


DRAUGHON That's correct. 

So, in 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, T 

should have landed yesterday, but I don't know that. 

John Getter Channel 11 over here. You got anymore 

hor sebeating? 

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 
to be for about 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. 

Will you extend it 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 . 

Okay, let's take a couple more and Hal has a short turnaround 
before he goes on back there, and then one back by the patch 
panel again . 

If you have the rest of number 2 fails, and you 
have to go back and look at number 1, I want to know how long you 
think you can fly in that condition, and when will you start 
really thinking about coming down? 

DRAUGHON In that condition, you would immediately start 

trying to come down to the first acceptable and reasonable 
opportunity. We could fly for a very long time with the tape 
recorder operation and FM mode. It's clumsy and it's far 
different from what we are accustomed to working with, but its 
very doable . 

You would curtail some activity, you wouldn't go 
around doing test maneuvers and doing engine burns, things that 
require close coordination and making sure a lot of configuration 
things are right. But you would take a relaxed entry 
preparation, make sure you could get it into the entry 
configuration correctly, get some tape recorded data and you 
could do it very safely. 

Would you be relaxed if you couldn't go into White 
Sands? And were going to what, to KSC or Edwards concrete? 

DRAUGHON It would not complicate that one oit. That's a 

trajectory aspect, not a systems monitoring issue. 

Okay back in the corner there. 

You've been talking about coming back early, now 
possibly coming back late. 

DRAUGHON All I talked rbout was coming back early, you guys 

were saying coming back late. 

Does it have mostly to do with the weather. 

DRAUGHON Yes, the only issue that's now a consideration in 

picking the end of mission time in any discussions that I have 
been involved in are Northrup weather. There's been no other 
issue discussed . 

Thank you very much. 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 1 

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 gat off t\\ a good 'It tart. Looked like they vere up and running 
and readv to do their work thai we have outlined for them 
tod \v. did modify the flight plan a little bit last evening 

to y^iay some activities and cancel some minor activities to 
a 1 1 Ox 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 operAHng \n the spacecraft and they're about doing 
t\\\\ piolv\V>ly At this very moment* Basically, it was a pretty 
slow night last;, night the way that I Vpo thov stav for the rest 
of thQ> tUg\W And with that, \\U entertain AUV questions. 

MARK KRAMER CBS Mr. Holloway. \YHterday when we had the 
morning brief ir\<l> I think everyone V'\ thia room walked out with 
the distinct "aonn.a,t\on ov feeling \\v be\ief impionsion that 
everything was wel\ vith the Vt Aniponders with the exception of 
one downlink and the cour^ \>f cyer\t3, yesterday leMU us to 
understand that your ^ti WA^ aware And that you w*Ke aware of 
the failures that, W<iur r e<.\ aj\rt you to comment on 

that and tell \% al\ ^\^det stood, ^hat happened. 

TOMMY HOLLOWAY H*' VeU Know * nat ^ to a<M to Anv further 

confusion that's goA» on in \he COSVm world, but let me answer 
your question as I understand it and I really hope wo communicate 
one with another. Last evening wh^t 1 told you is t didn't know 
what the configuration was. I believed wo would be able to 
recover all of the systems except the one that we knew was failed 
and I had confidence that V© 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 wd've gone through a shift of three 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 we thought we might have and what 
we knew 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 we had one failure and that we 
had a situation that we did not know totally what was going on in 
some other areas and that the troublesnooting of the day would I 
had confidence at that point would turn out to show that that was 
the only failure that we had. So, I left yesterday morning with 
the same impression you did and when 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 very 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 HOLLOW AY No sir. We are not troubleshooting the 
transponder today . 

PIERS ACKERMAN 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 
working 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 high power 
mode and it's working fine. 

JOHN PINE What's the latest you've got on the weather situation 
out in White Sands. Anything new since last night? 

TOMMY HOLLOWAY I received a briefing on the weather last 
evening and at probably about 2:00 am. At that time, the weather 
appeared to be marginal today for a landing at Northrup Strip 
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 like 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 Wei), 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 we 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 tomorrow 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 HOLLOWAY 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 
communicating on those revs. 

MARK KRAMER But, was your shift unable to determine that at 
all. I mean. 

TOMMY HOLLOWAY My shift did not know what the status of the 
communications was when I talked to you nor on rev 57. We 
established an acceptable communications mode through 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 we had one failure and we thought 
we'd be able to recover the rest of the system that was suspect. 

MARK KRAMER Okay, the final question goes back to weather. Do 
you have specifics on weather forecasts for Sunday Monday and 
Tuesday. Visibility. 

TOMMY HOLLOWAY No I don't, I sure don't. I didn't bring that 
with me and I can't recall it from memory. 

PAUL RECER ASSOCIATED PRESS You said management may meet this 
morning to determine whether or not they're going to land 
tomorrow or Monday. Are they also considering the options of 
extending the flight 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 weather as we 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 point that in our 
judgement it would be better to extend a day for the purpose of 
achieving a better situation weather situation we 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 noon 
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 desires 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 
tomor row. 

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 RECER And one other further thing, do you have any plans 
to deorbit earlier than 1:15 on Monday in the event Monday is 
selected in view of the deteriorating weather for 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. t 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 so. 

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 mean Kennedy and 
Edwards concrete runways. Is that your impression as well. 

TOMMY HOLLOWAY Well certainly we've always wanted to land at 
either Northrup or Edwards back when we had the lake bed. Now 
only having the Northrup Strip with a long runway we certainly 

p!7j 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, we 
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 
tne lake bed was 4 to 6 weeks away from being suitable to land an 
orbi ter 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, we 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 me 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 crew would start making preparations approximately 12 
hours before, that is before they went to bed and the cutoff for 
change of 1 rev would be say 6 hours prior to it. 


WAYNE DOLCEFINO KTRH 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 the 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 arc 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. We 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 thruster 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 afternoon 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 for firing up 
the APU and then shutting It down in space. 

TOMMY HOLLOWAY In a planned in the preflight plan, we had 
planned to do what we call a flight control system checkout about 

pl7j CHANGE OF SHIFT BRIEFING 6:30 am DATE 3/27/82 PAGE 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 to 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 3/4 
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 HOLLOW AY Good afternoon. Welcome to the change of shift 
briefing with flight director Harold Draughon. Let Harold begin 
with a statement about his shift and then we'll invite 
questions. Harold. 

HAROLD DRAUGHON Okay, our shift today was as normal as the one 
yesterday. A brief summary of events early this morning. The 
first major objective was a test bearing on one of the vernier 
RCS engines that was a what's called L'SD, it was a left vernier 
manifold r > downfiring jet and it involved a series of pulses of 
that engine in this particular cold attitude. We have to keep 
that jet and the surrounding structure cool. We are now 
operating in a configuration that uses the right hand OMS pod 
jets and the nose iets and for attitude control we're firing nose 
jets even to give any thermal soak back or thermal heat into that 
region, trying to keep it real cold. That we have executed it 
correctly and we'll have to wail until after the flight to learn 
what we will about how the adequacy of the models of this thermal 
group have in predicting those kind of temperatures, which is 
really the intent of the test. There have been a variety of 
science objectives, the normal timeline to if you've got copies 
of the CAPs we have been doing just exactly what was planned 
there so I think there was some VCAP visual beam search which was 
the electron emitter firing up above the bay and this particular 
one yesterday I discussed with you taking the PDP with the RMS 
and trying to ascertain where the heam was. Today, the objective 
was to, in addition to creating a charge on the vehicle, the 
other objective was to have the crew look out and see if they 
could actually see the beam the electrons as they stream out. 
They could not on one particular pass they oven turned out the 
lights in the cabin to help them the best they could and they 
couldn't they never reported any sightings. And one of the tests 
that was done pref light in one of the vacuum chambers they had 
that particular instrument operating and they could see a glow 
from the experiment. Obviously, the difference is between the 
chamber pressure and a perfect vacuum. We've done several KF.VT 
samples under those the last one was blood cells, the last one 
before I came off shift. The crew volunteered an extra TV pass 
about mid morning and they put up the bees again and we got 
another good show of that. In general, there seemed to be a 
little less activity until you stimulated them and there was the 
first time they put them up. I think Jack commented that more of 
them tend to stay around the sides of the container now and just 
if there is any adaptation going on they've just learned to quit 
trying to fight the conditions. It was a very interesting show 
and then they gave us another scheduled TV pass at that showed 
them at work in the forward crew station. The IKCM has been 
operating today and that operation has gone very normal. That 
took it up to the handover, right now Neil's has the orbit team 
on and they are we're just finishing up that nose sun thermal 
test that we've been in roughly 90 hours. At the end of it as 
all the other thermal attitude test attitudes they're 

right now fixing to try cycling the payload bay floors. At the 
end of the door cycle there is a rescheduling of the OMS burn 
that we had yesterday afternoon. We've that particular burn is a 
cold 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 in a couple hours. After the test 
burn there are some one of the solar experiments, the SUSIM, is 
scheduled to get some alignments and they'll be doing that just 
prior to going into the sleep 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 any 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 accord i an 
looking beverage containers where they've got dried powder and 
they just add water to them and it blows them up, shake them up, 
and you've got some cherry coolade or grape coolado or whatever 
you like. They've had three of those guys fail they told us. 
After 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 they 
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 bo aligned just prior to sleep period 
tonight has 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 remember 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 particular 
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 as of an hour 
ago was the forecast was 25,000 feet scattered, another layer at 
12,000 foot and scattered, visibility is 7 plus which is they 
don't define how good it is beyond, that just moans you get good 
visibility, and the gusts are quite low in the morning and go to 
about 18 knots up to 18 knots In the afternoon. That varies 

daily. The touchdown times central standard it's 1:27, at 
Northrup it'll be one hour different 12:27, if you'd like to deal 
with MKT 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 that OMS burn is going to 
be directed out of plane. So it won't affect the ephemeris. 

TOM HOLLOW AY Yes sir, Wayne Dulsopheno, in the back seat 

there please . 

WAYNE DULSOPHENO Any change in the transponder situation and 
also it sounded like one of the guys has lost a transmitter. I 
think it went from B to C transmitter. Is that any big deal, or 
is there a backup? 

HAROLD DRAUGHON No there are I believe there are three. There 
are you know that we built a new v;ireless headsets and that's 
what broke. There's an A, B and a C. And the one that Jack was 
wearing malfunctioned and he took it off and the problem he had 
with it was it wouldn't transmit. He was still receiving. So he 
just went and put the spare on. There's been no change in the S- 
band s i tuat ion . 

TOM HOLLOWAY Mark Cramer, please. And if I neglect to call on 
you by name, please give mo your name and affiliation. 

MARK CRAMER CBS Regarding the landing. I understand that 
there's a forecast for winds aloft substantial speeds of 100 
knots and from a westerly direction. Do you know has anyone 
given any thought whether 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. 
The general rule that we've worked out with Jack in simulations 
prior to flight were the place that's most Interesting is between 
20,000 feet and about 50,000 feet and if the trailing wind if you 
have a tail wind coming into the HAC, the place that you actually 
get onto the HAC circle, if that's bigger 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 
approach a left hand turn approach then we'll reverse it and take 
the short way around the hack and go to a right hand turn. The 
reason is that on a long turn angle if you're, alright I'm going 
to have to use my hands guys sorry about that, if you've got if 
you're trying to come into a circle here and land on the runway 
then you come in and counter it, fly around down here. If you've 
got a large headwind tall end coming in this way, if you 
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 

back 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 CBS 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 but again we prefer to 
make a left hand turn so the commander has the best 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 HOLLOW AY John Wil ford 

JOHN WILFORD Have the crew been informed of the Monday 
decision? 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? 

HAROLD DRAUGHON The crew has only been we've given item 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. 

JOHN WILFORD My point was, is there 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. 

TOM HOLLOW AY Yes sir, your name is? 

JOHN VAN CHICAGO TRIBUNE John Van with the Chicago Tribune. In 
the course of making your landing on Monday, how flexible are you 
with relationship to the winds and the idea that you'd like to 
get a crosswind landing? Might you come in a bit earlier if it 
looked like you could get a decent crosswind? Do you have that 
capability? What is the what are the parameters in this? 

HAROLD DR AUG HON We have the ability to come in on several 
revs. The way the winds behave at Northrup, what they tend to do 
is between 10 and 12:30 they tend to grow and in the morning they 
tend to very calm and in the afternoon they tend to get a little 
higher than what we'd prefer to land with. In the morning 
they're on the order of 5 to 7 knots. After 1 or 2, well after 2 
o'clock or so they on a mean wind is 22, 24 knots and sometimes 
higher than that. We can the landing opportunities that we have 
we've got three good revs that are in that general time frame. 
The one that we're anchored on which is the same rev that we 
would have come in on to Edwards is almost an equal split and it 
would we obviously didn't plan it that way statistics just came 
out that way once we left Edwards and went to Northrup. You have 
a low probability of having a very benign wind which would be 
early a.m. We have also have a fairly low probability of having 
one of these excessive 20, 25 mile knot winds in the afternoon 
landing at about 12:30 which is. So we have a fair possibility 
of getting what we would most like to get v/hich is a crosswind 
landing. We'd like to get a crosswind landing with a magnitude 
of between 10 and 15 knots. If it's less than that then we don't 
if it's significantly less than about a 10 knot crosswind we 
don't think it's a very good test. If it's much bigger than 15 
knots then we'd rather not do that the first time out. So we 
think we're at the right place on the right road. 

JOHN VAN Rut what I was getting at, on Monday morning when you 
can actually see what the wind is doing would you be flexible 
enought to say we'd like you to come in a rev early or a rev late 
if indeed it looked like you'd get the optimal condition then? 

HAROLD DRAUGHON On Monday morning the winds are going to be 5 
knots like they are every morning. And I won't know a couple of 
hours before entry as far as late changes the latest and you can 
comfortably do it. You can comfortably change your landing rev 
easily with almost no sweat down to 6 hours before entry. It's 
almost no impact to do that. 

TOM "OLLOWAY (garble) Marcia, we'll get way in the back there 
nex way back . 

WALTER BAGGERS KOITERS Walter Baggers from Roiters. Can you 
give us some MET time frame for D orbit and entry and blackout 
and things like that? Because we don't have the timeline now 
that is accurate. 

HAROLD DRAUGHON I wish I brought one with me. I believe it's 30 
minutos between deorbit and it's 30 minutes and 1/2 between entry 

interface which is 200,000 feet and touchdown. And it's 29.4 
minutes between deorbit ignition and entry interface and if you 
add those two together you get within a 1/2 minute of an hour. 

TOM HOLLOW AY Yes sir. Would you wait for the mike ple UOCi 

about the question about the 

TOM HOLLOWAY Pardon me for interrupting again, but thank you. 

Question that broods here is when you speak of a 
cross wind, do you mean quartering crosswind or 90 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 15 is a perpendicular component. We 
access it by resolving it to a perpendicular component and if 
it's 90, it's a 90 degree component in that magnitude. 

TOM HOLLOWAY Carlos Byers 

CARLOS BYERS We go 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 communications 
systems. Secondly, have the crew done anything or anything as 
far as the space potty is concerned. 

HAROLD DRAUGHON The answer is no to both questions. We have 
done no troubleshooting on the S-band system and don't plan to 
unless we have a problem with the one we're on and they have done 
nothing to my knowledge to the waste control system. 

TOM HOLLOWAY George Alexander. Marcia, 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 for contamination right there in the bay and they have 
had it operating in that manner. 

GEORGE ALEXANDER The arm is cradled and it's going to remain 
that way? 


GEORGE ALEXANDER And the final thing, is I just didn't hear you 
say, the PDP MASS SPEC did detect change in something during 
water dump. I just didn't hear what you had said. 

HAROLD DRAUGHON You can correlate and I'm talking about a 
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 be. 

Dave Dooley, then after this question we'll go to 


DAVE DOOLEY HUNTSVILLE TIMES What is the situation on 
consumables right now and I arrived a little bit late I believe 
when I came in here saying they had finished up the test runs on 
the EEVT 

HAROLD DRAUGHON They haven't finished them. There is one more 
scheduled for this afternoon that I know of. I don't know if 
there are any scheduled for tomorrow or not. I know there's one 
more this afternoon. Consumables, we have roughly nominal into 
mission plus three days capability left. I expect it's net been 
decided yet, but I would expect that some of the systems like an 
extra GPC and some of the heaters might be turned on tonight in 
preparation for the sleep period just because we've got a good 
enough handle on the weather now that we don't need as or don't 
wish to keep this big option on extending the mission should the 
weather force us into it. 


DICK LEWIS Chicago Sun Times I have two short questions. If 
it's decided to take advantage of the lighter morning winds, what 
rev would you come in on. 

HAROLD DRAUGHON We would not, I don't think it is reasonable to 
assume that we would entertain coming in any earlier than one rev 

DICK LEWIS The flight is extended about close to a thousand 
miles coming into White Sands. Is there any difficulty 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 
mach numbers if you're thinking about the breaking the sound 
barrier, but we're at a high enough altitude we have looked at 
all those kind of things and we're at a high enough altitude that 
we don't think there is any concern; as far as the weather in 
those vicinity of the mountains that the weather is there that's 
where thunderstorms tend to stack up but again for the same 
reason we are so high when we come across that mountain ridge to 
the northwest that it's all well below you and not an issue. 

There was a ground track that we had availble at 
Kennedy I know I pasted it on the wall myself a week ago 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 10 
minutes or so of this briefing and you may have covered this 
before, you had a very ambitious schedule of experiments and 
tasks for the spacecraft, can you sum up just how murti of it 
you've accomplished. How successful you were at it. 

HAROLD DRA'IGHON 1 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 get 
done on the early RMS checkout. We went back yesterday and 
picked up one of those on my shift which was cradling the RMS in 
the backup mode. That went 100 percent. I'm not sure, just 
because I didn't pull that shift, how much of the loaded arm and 
RCS system got accomplished. I know that they got a significant 
amount of it. Whether or not they got it all I just don't 
know. As far as the science is concerned, I know that the folks 
that are not the top sun oriented scientists have gotten all or 
more than they ever hoped for. And it's too early to speak for 
the other guys. We do know that the SUSIM is going to have some 
reduction because it's got this failure and without talking to 
him directly, I couldn't quantify that for you. 

HARRY ROSENTHAL And another question, should you decide to 
come home an orbit early, can you describe to us in layman's 
terms how you do that. 

HAROLD DRAUGHON Yes, you do it just like the other just like 
you do for the nominal rev. You just start hour and a half 
early. The burn will occur a little more to the west of 
Yarragadee, Australia, the only thing that you lose out of that 
is we have a pass a station acquisition after the deorbit 
maneuver over Guam on a nominal rev. You come in a rev early the 
ground track happens to not fly over Guam so you would lose 
that. That is not a mandatory requirement. It's nice to have 
it's a nice to have feature that you can check the vehicles 
configuration and give the crew an extra helping hand there just 
before entry. It's nice to have. If I needed to come in a rev 
early because of the winds were building too quickly at Northrup 
and I would certainly exercise that option. 


MARK KRAMER On that same subject I want to make sure I 
understand this. At landing -6 hours you could say let's come in 
one rev early and the crew has enough spare time to lose that 90 
:.v minutes . 

TOMMY HOLLOWAY Yes. If you know it, if you see it coming and 
know it ahead of time, we would probably get the crew up a half 
hour 45 minutes early, but we normally consider deorbit 
preparation to begin at about deorbit -6 hours TIG -6 hours. 
Ignition -6 hours. And there is time in there, we have practiced 
that, we get into simulations where they'll routinely do things 

give you leaking propellant tanks and things where you just can'r 
stay on orbit and you try to accelerate your preparation and we 
can 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 is Central Standard 
Time for that is 1:27 at Northrup that's an hour earlier 12:27. 
The time that your into sensible atmosphere which is something 
ya'll hear us talk about quite a bit entry interface, is roughly 
30 minutes. Before that the deorbit ignition itself 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 mach numbers below that. It's you'll 
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 16 . 

JOHN VAN Chicago Tribune Just one other thing that we've 
heard about the last few days. What about the leak with the 
nitrogen is that still leaking, what's the status. 

TOMMY HOLLOWAY No, we found that rascal finally. It's in PCS 
system pressur 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 pressur i zat ion 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 not go back to that system unless we 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 
was 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 a,, as It ""-J. ^Cr"" 

£ r "sris ssr^ss.issM^irun,!' ^ryU is 

awfully happy with it. 

. , .meal time . 


was orange juice, one 

of those squeeze, no I'm sorry grape juice. 

is it a nauseating looking plastic pouch with 

purple .... 

it . W eil wait a minute I don't know 
TOMMY HOLLOWAY Yes that b it. Well «JJ it . . . . conf irm 

if we're going to confirm it was nauseacmy, 
the other part of that. 

CARLOS BYARS *ou*nowwhen V^et ,ea -y f to brin, th. 
iS; 1 "K. C S?X , ."^io£!nrSp"SS ^want to come a rev early. 

^.^r^en-yoi geHhat^se iS en^rair of ^ 
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 attendenoe 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, 
than the last time I was here which was a couple of days ago. We 
got everything done today that we had planned on getting done. A 
hundred percent of everything. We are now in the top sun thermal 
attitude and will be there until we get ready to equalize the 
temperatures prior to entry, which is late tomorrow afternoon. 
Today we did the next to the last of the EEVT samples. Did our 
cold OMS restart, not quite so cold, but did it, did the cold OMS 
restart. Started some cryothermal tests and we are operating, 
since we are in top sun, the experiments, sun looking 
experiments, the x-ray polarimeter and the SUSIM, the solar 
ultraviolet system. Tomorrow is going to be pretty much as it is 
in 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 
with that... Sam may want us to make a general statement, although 
my impression is the crew is just superb. If you listened 
tonight to any air/ground, you probably heard the thump, thump, 
thump of the Thornton treadmill. Both of them were using the 
treadmill tonight after dinner. Well, I guess Jack before dinner 
and Gordon after, and seemed to be enjoying it, learning how to 
use it in 0-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 


WAYNE DULSOPHENO. . .KTRH. . .Does the S-band system play any special 
role in the reentry part of this thing from the orbit burn down, 
and if not can you just explain what role it does play. 

HUTCHINSON No different than the role it plays while on orbit, 
and that is getting data to us and getting data to the recorder 
as well. The transmitting part of the s-band system, of course, 
is getting data to us, and as you're aware, we get a pass after 
retrofire, after the deorbit burn over 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 unavailble for 
radio communications till around 180,000 feet and from that point 
all the way to the runway, we have telemetry data and radar data 
and voice data through that system. 

DULSOPHENO ...I'm talking real if's here, and excuse that, but 
what would happen if, lets say, during the period 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? 



HUTCHINSON And remember, we have UHF for air/ground comm along 
with that . 

DAVE DOOLING. . .HUNTSVILLE TIMES... How much, I presume, warmer 
than expected was the OMS thruster and am I correct in my 
impression that it seems that all around on the thermal tests 
that things have been more benign than you had been projecting? 

HUTCHINSON About 10 degrees on the OMS question and yes. 
Things are not cooling off as fast and as far as we had 
expected. The vehicle seems to be considerably more benign 
thermally than we had expected. 

DAVE DOOLING. . .Okay . Is that a good sign for future planning? 

HUTCHINSON Oh yes. Yes. The reason it's a good sign is 
because, not that we hit any thermal stresses in the vehicle, but 
primarily, it allows us to operate at lower power levels, which 
means that for a given amount of cryogenics, all these systems 
have heaters on them and in particular, the hydraulic system is 
the one that we've been concerned about, and you know, we have 
some pumps that run and they take a lot of power. I'm talking 
about the circ pumps that run, one on each system, and cycle 
based on the temperatures being observed in the system and their 
duty cycles are a lot less than we expected in these attitudes 
and, of course, that in plain English, means you can fly longer 
in a colder attitude with a given amount of cryogens onboard 
because you don't have to spend the power for the heaters and the 
pumps , and things like that . 

We ' 11 get you next Paul . 

JOHN GETTER. .. KHOU. . .How concerned are you about conditions at 


White Sands for landing. At what point do you have to make a 
decision on whether you go to White Sands or go to Florida. 
Missing from the prognostications we're being given today are the 
visibility guesses for the landing period. 

HUTCHINSON Well John, I really hate to speculate on the 
weather situation. You ask a lot of different questions there. 
The weather situation, of course, the closer in we get, the more 
accurate we get on what is actually going to happen. We are 
making a flight in the shuttle training aircraft with John Young 
at the controls about the time the crew wakes up on entry morning 
and, of course, another one on the way in and if there is any 
question on the visibility circumstances, or the wind 
circumstances, those are going 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 say 
something about the second part of your question. I don't really 
think we've made any kind of a decision on any kind of a backup 
runway. We 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. 
There may be but I haven't heard any, and our preference is to 
get down in the desert and we're going to try real hard to do 
that. Our visibility requirements, again, let me say although we 
have some, and I'm not sure I can remember them, but they're 
basically, if there is any question on the visibility in terms of 
the crew being able to see the runway or see the aim point, or 
see the landmarks or anything, it 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 mission 

Paul Reiser right here, and then we'll get Jules 

over here . 

PAUL REISER. . .Could you give us a kind of a summary 
characteristic or assessment of the success or failure or 
accomplishment of this mission? 

HUTCHINSON Well, I think, quite frankly, I'm sure it appears 
with our little problem with the S-band comm and the television 
cameras and everything, that we've had a bunch of things nipping 
at our heels it seems all the way along, but if you put it into 
context of the fact that we appear to be going to go our full 
duration here, we better than doubled the total amount of time in 
space that we have on this vehicle, we have gotten some 
outstanding performance out of the systems working against one of 
the tougher tests we had in the program, which, other than just 
getting up and getting down, which were these long thermal cold 
and heat soaks. The arm has performed impeccably. We got 
another really big first by picking up 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 tiles, they 


have to bug you a little bit, I think, of course, we didn't 
liftoff thinking we were going to lose any tiles and we haven't 
lost any that are going to bother us getting back, but that is 
going to have to be something that will need to be re-examined 
when we get back to make sure that we understand why and how and 
that it doesn't happen again. But in general, you've got to 
really be pleased with the performance 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 
Fullerton 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 
finished the OMS test today, was that we had gotten every single 
thing on the flight plan that we had set out to do premission up 
to this point and I believe the guy that answered, and there were 
really two answers, was Jack and he made a remark about wanting 
to be more than 100% and I don't remember whether he said a 101 
or 110 or something. And he also said, I'd like to count that 
100% when we've 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. 

JULES BERGMAN. . .Second question, what would you do Monday morning 
if the ST A aircraft cannot see the aim point or the runway or the 
target point because of blowing dust? Would you then change from 
White Sands to the Cape or Edwards, or what? 

HUTCHINSON I'll tell you. I am really not sure. My 
inclination is that if we had a weather problem that, in our 
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 
we'd probably wait until Tuesday hoping it would clear up. If we 
had, a lot of it depends on how far down in that preparation 
period you are. If we were a long ways away, for example, if it 
was just after the crew woke up and it was an early STA flight in 
the morning, I suspect we'd probably truck on and get ready and 
then decide fairly late that, hey, lets just back out of this 
thing. Probably before we closed the payload bay doors and try 
again another day. Now you all are aware that we have been 
managing our consumables to allow us another day or so without 
any effect and that option exists. It's really hard to say, you 
know, you just have to get to the situation and look at all the 
variables and decide what the most prudent course of action is. 

Yes sir. Is there any indication... 

Would you identify yourself please. 

PETER ADAMS . . . KINET NEWSPAPERS ... I s there any indication that the 

minor problems that you ran into on this mission will in any way 
extend the turnaround time. Does it look like those problems can 
be easily fixed without having any significant extension on 

HUTCHINSON I can't honestly answer that. I think there are 
probably a couple of things that are going to have to get looked 
at pretty close. One is this S-band thing and the other is the 
tile, obviously. I would guess, generally, electronics boxes 
aren't the kind of thing that get you in dutch in that regard and 
the tiles, I just really wouldn't want to speculate. I frankly 
don't V.pow, It certainly has a potential if we had to go in and 
density a bunch of tiles or something like that. 


PETBR ADAMS . . .One q«..t ion for or Pool ^Ooctoc jooj^ 

tolerable with this long dur J n ^ J™- ^ ^ hat are 
that you've learned on this long ^"tion m ^ uration 
applicable to future missions in terms ot ionj 

dr. POOL Well in t-ms of the habitablilUv of aKyl-b ver»«B 

shuttle, skylab was a very hab table spacec aft ^ ^ 
sleeping guar ters s c a g a.le y , n c e habitab ie although 

works. The shuttle we "jea very n accom odat ions are 

its somewhat smaller. I think the J mission. And 

adequate Thojaloy d< The waste 

should add to the habitability situa working out some 

management system is new and 1 w u lso be good . i 

bugs but I think the ult imate re ?^" ™* re ? hey 're both very 
think the shuttle is J f woufr th i nk L Ear as what 

good habitable places to live, k ™ Seven tlays ls 

we've learned in terms of long duration miss se oxperiment 

a short mission. But I think Dr. Thorn ^ t the data 

is very Interesting to us. We r e ve t nterc ^ ^ 

deconditioning of spaceflight. 

JAMES WILKINSON... BBC.. On ^e question of ( th e tiles, which we 

haven't talked jrj recently. ^ u e 5^ a ™ guesl, or do you have 
problem on reentry. Is that an e«iu- * tiles 

hard evidence that there is no damage to any ot 
underneath . 

HUTCHINSON I *nov anything .ore than I *new thr-^or ^ 

^SW^ ^^r^^'tS haSe any proofs an, 
that's all I know. 

WIL KINSON Ana thafs an educated q uess, rather than based on 

hard evidence? 

HUTCHINSON You could call it that. 

We'll get Jules and then we'll go down the line 
there starting here with Reiser. 

JULES Neil, 

HUTCHINSON I wanted to blow my nose, but excuse me go ahead. 

JULES No go ahead blow your nose. 

HUTCHINSON I couldn't get my hankerchief out. 


Take your time. 


HUTCHINSON No go ahead. 

JULES Be my guest, be our guest, we're here at your 

mercy. Like a tissue? 

HUTCHINSON All depends on your prospective. 

Your using up your time Jules. 

JULES You say you know nothing more about the tiles than 

you knew three or four days ago. 


JULES Yet everyone speaks with such confidence that the 

tiles will not bo a problem. Is it not true that something more 
is known either through telescopic cameras or recon satellites or 
some such thing. 

HUTCHINSON Not that I know of Jules, we reviewed all the data, 
I have not seen, and this is the honest injun truth, I have not 
seen a piece of paper floating around that control center, heard 
word one after the last tile summary that we saw that looked at 
our own photographic data prelaunch, looked at the preliftoff, 
the liftoff pictures with some tile coming off the bottom. Took 
all the tile counts that we observed with the cameras onboard. 
The tile that were found on the beach at the Cape. And put all 
that together in a story, and analyzed each one of those things, 
and the place they were missing on the vehicle and what was 
underneath it. You know, whether there was a piece of critical 
equipment up close to the skin, and so on and so forth. And 
concluded from that data that we don't have a problem and we 
don't think we have any other missing tiles. And I don't know 
anything more than that . 

JULES But would have seen it, had the top secret already 

gone out from the air force or DOD, I assume there are operatives 
here at NASA to use the KH11 recon-sat or another satellite, or 
long range cameras from Hawaii or California, would you have seen 
that data? 

HUTCHINSON Obviously I haven't so how could I tell you whether 
I would have seen it or not. I don't know. 

JULES Other words, you don't know. 

HUTCHINSON I don't know. 

Paul Reiser . 

REISER When you test APU 3 tomorrow, and if in fact it 

does repeat the ascent experience, will you? I, use it on 
reentry; and 2, are you, if you do use it are you going to change 
the procedure on that particular APU? 

HUTCHINSON Well first off, see if I understand your question, 
we're going to start it up tomorrow. You know we have a standard 
procedure, preentry to use an APU. We were going to use APU 1 as 
the guy we were going to start up. And the reason for that, 
there are a couple of reasons, but they're not critical 
reasons. He has a little more fuel and we changed APU 3, we're 
going to start him up and we're going to run him a little extra 
amount of time. And I think the time will probably end up, we 
normally would have him on for three of four minutes, and we'll 
probably have him on for 10 or 12. And we are going to go 
through a sequence that looks at both spray boiler controller A, 
which is the primary, the system that's on now, that was on in 
ascent and B , and make sure we have good cooling on both of 
those. If for some reason the cooling didn't work in either one 
of those and we have no reason to believe it won't because 
whatever this phenomenon is that seems to be getting that guy, 
it's the same sort of thing that happened to us on STS-2. And as 
your aware that same APU worked well on entry on STS-2 and cooled 
well. If we were not to get any cooling at all, we will bo 
shutting that APU down before we get into any overtemp condition, 
probably around 2 70 degrees or so on the low boil. And I suspect 
that we'll start nim, and I really don't know, I'm not for sure 
but I would guess we would bring him up a tame about two thirds 
of the way through the entry, so that we would have cooling. 
Three APUs during the tough aerodynamic part and he'd run all the 
way to the ground with no cooling. 

John, did you have a question? Okay. 

DAVE DUELING. . .HUNTSVILLR TIMES ... Ne i 1 , I believe earlier it was 
said the detector wheel on SUSIM was jammed in position. Is it 
still, and is there any possibility it might be fixed, or do you 
have any idea what the problem is? 

HUTCHINSON I'm not real intimate with the instrument, 
intimately familiar with the instrument. It is still partially 
inoperative. I understand it has something to do with the 
spectral grating that cycles through the different wavelengths in 
the ultraviolet frequency. And the answer about fixing it is, no 
there's really nothing we can do to it. And they are operating, 
and operating very well. They're extremely pleased with the 
orbiter's ability to keep them on the sun and the kind of 
corrections that we're getting, we're continually measuring their 
instruments, sun center capability and the kind of corrections 
we're getting thermal distortions in the orbiter body are very 
very small. So the instrument, at a single grating setting is 
working well. But I believe that it's still malfunctioned and 
we'll complete the flight in that condition. 

Right there . 

.JOHN BISNEY . . , RKO. . . I wondered if you could just touch, Neil, on 
the major points of the cap for tomorrow? 

HUTCHINSON The biggest thing is right off in the morning. The 
FCS checkout. I really need to get it out here and take a quick 
look at it. But the FCS checkout is the big thing for the day 
tomorrow. We are doing a continual bunch of, we have KEVT, the 
last electrophoresis sample going on tomorrow. The IECM gas 
release is also going on tomorrow. Let me make sure I'm looking 
at the right day here. We are continuing the thermal test in top 
sun and at the end of the day we've got another one of our check 
the payload bay doors to make sure we can close them, things. 
The primary experiment stuff, other than the IECM gas release 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 
terminology of the days that you have seen happen here a busy 
day. After we get through that early stuff in the morning its 
mostly, there's a lot of stowage stuff going on and tidying up 
the ship, getting ready for entry. The crew will be updating all 
their reentry books, and will probably be out looking at them, 
just kind of reviewing procedures, and so on and so forth. It's 
getting ready to come home day, basically. It's like going on a 
long trip, or after you've been on one, cleaning the car up 
before you get there. 

Jules has another question. 

JULES What time do you expect to fire up the APU? 

HUTCHINSON I think we're going to do it, are you going to ask 
me a Houston time? Oh 

JULES Take your choice. 

\ HUTCHINSON I guess about, mission elapsed time, Jules around 
? 2230 or so. Quite frankly, someone could get him a very acurate 
f; time. I'm looking at the premission flight plan, and we did not, 
'{ are not deviating much from that at all, 2230 which would be 
| fairly early in the morning, it's a couple of hours after the 
| crew gets up. 

| Query Desk can call over and get the precise time 

for you , Jules 

HUTCHINSON And it's already been stuck in the flight plans for 
tomorrow. So, and it's about right where it was planned. 

That gentlemen 

DICK RATNER. . .ABC. . .While you've got the papers out. Has there 
been any change in the deorbit times and the times on down. The 
last landing time, I think we got was 27 minutes and 14 seconds 
past the hour . 


HUTCHINSON Well, I'm going to read you, I knew someone would 
ask that, and I brought the lastest run off the latest vector. 
And there have been some very slight changes, but again you ought 
to get this again tomorrow, ycu know just because the vector 
continually changes and we're continually tweaking it. Prime 
deorbit rev is orbit 115, as it was. The ignition time is 7 
days, 2 hours, 34 minutes and 57 seconds. We'll arrive at 
400,000 feet at 2 days, I'm sorry 2 hours, 56 min^ues and 23 
seconds. Landing is at 3 hours, 27 minutes and 36 seconds, which 
is about 15 seconds off the number you quoted me, that's 12:28 
p.m. in round numbers. 

Thank you. 

Okay, thank you very much. 

p20j CHANGE OP SHIFT BRIEFING 5:30 a.m. DATE 3/28/82 PAGR 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 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 suspecc 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. 

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 (garble) 


Please identify.... 

p20j CHANGE O? 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 awoke'i 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. 

PAO 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 yeu 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 loss than that this morning? 

HOLLOWAY We still have a 72 hour pad and yes the crew hab 

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 3 

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 from the other 


Okay. Well, thank you all for coming out to this 
early morning session and we'll se^ 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 
here . 

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 
wrong 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 tr anslat ional 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. Rut 
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 out 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 
on 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 thermal 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 hydraulic 
fluid to move a surface if you've got a cold enough place that 
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 wore -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 systeiv 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 or. 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 ind* 1 correlated to the thermal environment or if 
it's a mechanic problem. Just to help the KSC folks when 
they're chasing that p-oblem 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 3ince you 
don't need that during entry. If that is unsuccessful then you'd 
change out the whole OKU or DDU display electronics which is a 
kind of a special processing minicomputer box. We have done that 
before. Joe F.ngle 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 ll r >. The 

deorbit maneuver is currently 285, for folks who like rubers, 
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 
?h«e"s no reason to believe that they wouldn't but we always 
like to Save two or three ways to do something. We've computed 
that maneuver so that we could execute it two minut e a he 
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 fact, I'd 
like (garble) get some numbers starting with the deorbit burn 
(garble) . 

HAROLD DRAUGHON Okay, I've got that data. Let mo go on through 
this. UUP 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 Jew. AfteJ the burn is over we will nee 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 course they come in over the coast, Cal i forn . a coast , 
higher and faster, but the C-band radars can tr ack the ii re ba 1 , 
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 he over the hor i /on or the 
west coast radars. Normal systems data we would have are f t 
telemetry and S-band voice. You lose Goldstone and nuckhorn at 
about 2 and 1/2 minutes after they come out of blackout. J™ 
this flight there have been two S-band systems activated at White 
Sands that are that can give us real tin- data routed back to 
here. It doesn't have all the redundancy and geographic routing 
and all the backup systems that one of our normal st at . onn does 
but when we committed to land them the Goddard Spaeef ight folks 
went to work and got us the quickest thing they cou d to give us 
tie capability there. That system is i n pi ace We ' ve been us ng 
It on a daily basis and the data Is fairly stable. It has a f w 
more dropouts than a normal state end site does but they don t 
have the same kind of RF receivers that the lest of our stations 
do, but it's quite unable. Any questions? 

Yes sir, right here please. 

JOHN BENCH CHICAGO 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 
other words 12:34, that'll be like 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, 7 days 1 
hour and 1 minute, nominal rev 2 hours and 35 minutes. 

JOHN BENCH CHICAGO TRIBUNE What's the local time on that again 
for the 

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? 

HAROLD DRAUGHON Hour and half earlier. It 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 any 
chance it might be visible to residents of southern California 
albiot it's in the morning? 

HAROLD DRAUGHON I'm guessing but I would think not. I think 
the sun angles would be up too high. 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 Noil of NBC 

ROY NEIL NBC Now could you give us some hard clock numbers 
starting with doorbit burn so wo can follow you in. Perhaps in 
MKT's so wo all are working on the same clock. 

HAROLD DRAUGHON Okay, lot mo see what rabbit I can pull out of 
this hat here. 

Hero I can help you with that. Go ahead with any 
numbors you got thoro. 

HAROLD DRAUGHON You don't moan that. Okay, lot mo find out. 
Can wo all work in you want to work in 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 
numbers you're 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 ent. ' 
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 
around the MAC 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 
■ .raight . 

DON Well 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. 

DON 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. Pote, right here, please. 

AL SALES BALTIMORE SUN Al Sales, Raltimore 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? 
37 after. 

DON It shouldn't have changed that much. 

HAROLD DRAUGHON It should not changed that much. 

AL SALES BOWMAN TIMES It should he 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. 

CRAIG CORVALT AVIATION WEEK Craig Corvalt, Aviation Week Hal, 
would you discuss as per what was transmitted up to them. Pros 
and cons of the right hand turn and be specific on things like 
getting a little hot coming around that side of the HAC if you 
have to be in there. 

HAROLD DRAUGHON That's an interesting topic. The and we got 
into this a little the other day with the HAC turn angles. If 
everything were equal a crewman 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 
the other way and there's a fair amount of visibility even 
then. We have if you have a large tailwind when you're coming up 
onto the HAC it's a little more difficult to fly an exact 
circular groundtrack, earth relative, because the winds tend to 
blow you off of that. You have to keep steepening, changing your 
bank, as you go around the turn. There is a G limit on the 
aircraft and if the wind is big enough you cannot keep from 
pulling more g's or going into a bank angle at a particular 
airspeed that would pull more g's than we want to pull on the 
aircraft. The way you get around that is rather than flying this 
very precise circle, predefined groundtrack, you'd turn it a 
little earlier than you need to, let the wind, because the air 
mass you're moving in is moving, you would let the wind take you 
onto the HAC and a little past it and then you come back out. So 
you bias it going in and you get blown off and you come out on 
the other side. We have done a lot of training and a lot of 
simulations and figured out when the that your sensivity to that 
process is clearly a function of how long a turn you're on the 
HAC. If you're only going to come and just turn 90 degrees 
around the circle and land that's one thing. If you're coming in 
and got to go half way around the circle you're goinq to be a lot 
more sensitive. The wind is working on you a lot longer. If you 
got to go all the way around then the wind's going to work on you 
a lot more. So it's there are a lot of parameters that vary. 
We've done a lot of simulations on that and figured out that the 
right set of things to make you revert back from a left hand turn 
with a better visibility for the commander i3 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 make 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 taking 
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 WKKK 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 WKKK And one last one. How much higher 
will you be able to see them on C-band this time as opposed to 
Edwards 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 going to come down autoland to 200 feet 
this time? 

HAROLD DRAUGHON That's correct. 

PETER LARPOU 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 
aerodynamics of the vehicle, not in that 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? 

HAROLD DRAUGHON I can't give you those numbers 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? 

HAROLD DRAUGHON I honestly don't know. I doubt that we're over 
100 though. The g limit is, Jerry, we're probably over 100,000 
there . 

DON We probably are over 100 K there. G 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 their 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 you 
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 reflying 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 

DON There were 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? 

JOHN DISNEY Prom a chase plane camera I think or ground. 
DON 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 Q 
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 Mach 1 they would have been manually induced, 
manual crew inputs. They could be either but that particular 
part of trajectory is under manual control. 

DON Paul Reser . 

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 later orbit is in the crossrange. 

HAROLD DRAUGHON No, its in the ignition time. 

DON Well, ignition time and then later the 


HAROLD DRAUGHON 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 crossrenge 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, eight 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 control 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 
and a half. 

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. 

.■ II 

DAVE DOOLING Huntsville Times Has the last run been completed 
on the BEVT and are you starting to shutdown the instruments on 
the OSS-1 pallet or will that wait until tomorrow? 

DRAUGHON The final deactivation is tomorrow I believe the 

last EEVT run which was a kidney cell run has been completed. 

MORTON DEAN CBS News Could you looking back over the past few 
days, could you give us a thumbnail assessment of how the ship 
performed and how the astronauts did? 

DRAUGHON I think the ship has performed beautifully, the 

execute shifts that I have been on have 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 
handover which is a thorough briefing to the oncoming flight 
director. That's not alot to write about. There's just not much 
going on and an anomaly sense. The only thing of significance at 
all was perhaps the payload bay door incident after the first 
thermal test and that was readily cleared. That got us a little 
bit off the timeline going back to top sun and thermally 
preconditioning the seals and proving that door closure 
capability at that time. Other than that, and another good gauge 
of that, another way to tell when we're things we don't normally 
plan to do is to look at the traffic that goes up each night to 
modify the next day's activity. You take the CAP and write all 
of those things into it that we're gonna do differently it's just 
a smattering of things, not much at all. It's been very 

DEAN I had a followup to that but getting back with all 

the problems that were encountered certainly on the shifts, could 
you look at the mission and once again give us an assessment, not 
only of how the ship performed but how the astronauts performed. 

DRAUGHON Yea, I think the ship has performed very well. The 

thermal to try and quantify it for you the thermal response 
has been, has shown us I think, and this is preliminary, but the 
thermal extremes are not as severe as I was lead to believe that 
they would be. The vehicle responds slower thermally, does not 
seem to get as cold or as hot as we had thought it might. So, I 
think we have reason to be very optimistic about what the long 
term data reduction is going to show us there. The crew was a 
slow, a little bit slow getting started because of the their 
motion sickness but in the, after the first day and a half or so 
of that, with a little bit of adjustment, the last few days all 
the tell tale signs that tell you, that that's completely gone 
are there. They're looking for new and unique things to do. 
They're volunteering, yesterday 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 things and that 
was not something that we do in the first, during the first two 


days, so it's quite clear that they're back on their feet, so to 
speak, and going about business and looking for extra things to 
do . 

ERIC INGBERG CBS News A three part question on the S-band. 
Has there been any change in the status of that equipment during 
your shift. 

DRAUGHON None whatsoever. We had, the only COMM related 

activity was, we had a UHF receiver that failed at Yarragadee, 
went through about, half of a pass thinking 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? 

DRAUGHON That's correct. 

INGBERG At what point in the reentry sequence tomorrow is 

it no longer important to have S-band downlink capability? 

DRAUGHON It varies. All of our instrumentation is on the S- 

bard. 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 
that. So as long as you want us to provide that service, then 
all the way to the ground you need the voice. Had we not gotten 
these 2 S-band antennas out at Northrup strip, we were perfectly 
willing to have LOS, or loss of telemetry, 2 1/2 minutes after 
blackout aid have the crew fly from there to the ground with us 
just having UHF voice. And the way you would do that would be 
with a thing that's called the Entry Pocket checklist and it's a 
what you s?e in the cockpit of any major 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 i cooling system malfunctions or what have you. It gives 
you 4 or 5 little steps to do, this, this, and this. And what 
the ground provides is another level of sophistication to that 

PAO Let me take one more question 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 cut the 
major or failures that need attention on this flight before the 
next flight, before STS-4, what would you put down on your list? 

DRAUGHON The only 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 

I don't think they're a major issue, are the APU. That silly APU 
has done that for 3 flights in a row, it gets hot towards the 

later par tof ascentand i twor ksgreateverywhereelse .We 
need to figure out what's going on there and perhaps modify the 
system so that that unit doesn't do that. But it's not a 
problem. The only other semi-glitch that we had was the payload 
bay door response after the tail sun attitude. That particular 
thing was cured with a 15 minute transfer to top sun to heat up 
the seals or the latch mechanisms whichever one it was, and that 
was a stressful thermal attitude that was put there as a test to 
try to stress to system. 

BERGMAN How about the payload bay door, payload bay 

cameras, wouldn't you include those? 

DRAUGHON Yes, the payload bay cameras do need some attention 

and more than likely, and I'm guessing some, but more than likely 
there's also a thermally-related problem and the DAC cameras, 
those DAC cameras haven't performed that well. 

PftO Okay, let's go to Kennedy Space Center, Florida for 

some questions, then we'll come back here to Houston. Please 
identify yourself. 

DICK LEWIS Chicago Sun Times 
length of the deorbit burn? 




LEWIS And both engines? 

I have 2 questions. What is the 

Two minutes and 40.8 seconds. 
Two minutes and what? 
Two minutes 41 seconds. 

DRAUGHON Yes, that's a 2 OMS engine burn. If you only used 

one it would just double it. 

LEWIS And second question. When does autoland take 

over? When do you go on autoland on the descent? 

DRAUGHON It's at around 1600 feet just as you're on like the 

last 10 degrees of HAC turn coming onto the final approach 
azimuth, getting lined up with the runway. 

LEWIS Shuts off at 200? 

DRAUGHON At roughly 200 feet assuming there are no systems 

failures on the vehicle. 


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 


DRAUGHON No, those 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 gjys at Kennedy. 

BOLE Thank you sir.. 

PAO Do we have anymore questions here at Kennedy? 

PAO Okay, that's all for KSC. 

PAO Our 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 
coming aboard to do the shutdown this time, does this mean the 
astronauts will be coming off the craft earlier than they have on 
the previous 2 shuttles. 

DRAUGHON There is 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 
we do have any anomalies, one thing we do try to do in the post- 
landing and it's exactly what we doing in this COMM case. Alot 
of times, if you shut one of those systems down then bring it 
back up 2 days later you've destroyed the evidence, the problem 
won't be there anymore, and you don't know how to fix it. So, we 
don't want to keep a flight crew around for those kind of things, 
so we just routinely setting up a routine way of going about 
getting the crew out and putting some other guys in there. 

ACKERMAN Have the previous crews complained about the amount 

of time spent in shutdown exercises? 

DRAUGHON No, John on flight 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 
going to make a recommendation 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. 

DRAUGHON Well, I don't know, Carlos, if that's the right way 

to describe that system. Perhaps they are in one enclosure, I 
don't even know that, but even if they are, there are a bunch of 
submodules in there that, if you draw them out on a schematic, 
and I have schematics here, off the COMM system, they are, it is 
modularized. There is 2 or 3 of all those components in there 
and the GSKL that you've been told about some, selects you a 
different encoder, a different transmitter, a different power 
amplifier, so it may be in one hardware box, but it's, there's a 
lot of redundancy in that box. 

JAMES WILKINSON BBC I have two questions. Can you just go 
over again very briefly, when they come out of the blackout, are 
we going to be able to hear them from then on in, or is there a 
period before. 

DRAUGHON You wouldn't be able to hear them any differently 

than you could before. There are two things that govern when you 
can hear them and when you can't. One, you got to be able to 
station with an antenna, within the line of sight and the other 
one is you got to be below a certain velocity at a certain 
altitude so you don't have the fireball that's an ionized sheath 
around the vehicle it won't let RF out. Coming to Edwards, we 
were, we had an antenna with a look angie to the vehicle, when it 
got to a flight condition that would allow us to communicate. At 
Northrup we have that same condition, and because Edwards is up 
range of it, we have been looking at this fireball alot longer, 
so we will acquire them at the same velocity and altitude that we 
always did. It's just that Northrup we see them for alot longer 
before we can talk to them because of the fireball. 

WILKINSON Yes, I appreciate that, but sorry, for a simple- 

minded Englishman, after they've come out of the fireball and 
they are back in contact with you. You then have an antenna on 
them from then on until thc?y land? 

DRAUGHON Yes, we do. 

WILKINSON Fine, and one other question. On the autoland, 

again I'm sure you've covered this, but I haven't caught up with 
it yet. Am I right in saying they fly the thing manually until 
1600 feet? Then autoland takes over, and then they take it back 
again to fly it manually for the last 200 feet. 

DRAUGHON Yes, that's correct. There is another precision 

navigation that comes into being at about that altitude, that's 
called a microwave landing system. It's the standard kind of 
system that's used on aircraft carrier approaches and on anybody 
trying to make a zero-zero approach in weathered-in aircraft. 
We're waiting to go into the autoland test until the orbiter 
acquires that ground transmitter, locks up on it, and we know 
that the onboard navigation system is being, is receiving this 
very precision data. Then we give it to the system. 

MARK KRAMKR Rack to landing for a rromont, if you will. Can you 
describe the precise criteria which must be mot to hfvo a landing 
on 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 

used in selecting the landing 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 or 
crosswind. If it smaller than that or much, and these things are 
a little bit gray, I moan, I sure we would take 0 and a half. 
Somewhere around there you, it becomes so small that you might as 
well not do it. You're not going to get enough data, if it gets 
a lot bigger than that, its more than we want to do the firrt 
time out. We would rather land into a headwind. The f.econd 
highest objective is to got the autoland test. The only runway 
at Northrup that's instrumented with one of these microwave 
systems is runway 17. At Edwards there wore two runways that wo 
could do that on, so if you can vou will go to a runway thats got 
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 1 was. 

Is there a runway 23 also at Northrup. 

There is . . . 

Are there two strips there. 

There is 05 that 1 s ... 

05 and 23, 


And 17 and 35. 

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. 

But its purely a function of the groundwinds. 
Where ever the ground wind is blowing we are going to go with the 
criteria that I discussed. 





I that. 



These are the same runways that you have at 
Edwards, aren't they? 

HUTCHINSON They have l oin hut wo have .1 lot more. 

Yes hut I mean those are ( ho two prime ones. 

HUTCHINSON 22/04 rather than 2)/0 r , . 

Why don't you get one way in the hack there 
who hasn't had a chancre to ask a <|tiostion there. 

CLIFFORD COLLFRLY. . .DAILY COUGAR ... For the, after the landing 
will the exchange crew remove the plant growth unit or that he 
done a little hit la Mm' on. 

HUTCHINSON The flight crow is not do i ng it. I doubt that the 

exchange crew is doing it too. I believe one of the early tasks 
that the exchange crew does it package up a bunch of film and 
other stuff that needs to bo taken off the aircraft right away 
and 1 don't know who they give it to, soinebody comes up there and 
(jets it and some real spiffy like they put in a baggie. I mean 
its a big trash bagger, store a lot of stuff in and they hand it 
to some guys. 

Would the film, or would the PGU be included with 

the f i 1 m. 

HUTCHINSON I doubt that the PGU is in that set. It's got 

some other environmental constraints on it, I believe and I'm 
sure they're handling it a little more carefully and there is a 
minimum time limit on getting the PGU out, I don't know what it 
is, the ...:change crew won't do that, they'll take it out and give 
it to somebody that will take it away. 

Craig Corvalt please. 

CRAIG CORVALT. . .AVAITION WKKK ... I want to make sure I understand 
your tossing around to altitude 1600 feet here. My understanding 
is your actually go for reengage auto flight controller about 
16,000, turn on the final... 

HUTCHINSON I made that mistake, it is 16,000 

CRAIG CORVALT ... And then you transition auto land guidance as low 
as 6,000 feet when you get everything settled out and ... 

HUTCHINSON Yes there are a lot of criteria before the onboard 

software will actually engage auto land. Just because you ask it 
to take control of the ship and go into the auto land control 
mode, it won't do that unless you're within a very narrow capture 
envelope. We let the craft continue to try to converge those 
errors down to that criteria, that meets that criteria as low as 
6,000 feet. If it hadn't made it by then, then we have the crew 
take over and begin to fly it again. 

CRAIG 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 we wouldn't be able 
to get it back because we can change it out, we can take the 
fourth one out of the back and put it up front. But if you 
couldn't, if you can't do that for some reason, or if that 
doesn't work, the C3 unit is between the two crewman and lower 
down and I'm sure that's the one Jack would use and in which to 
execute the maneuvers. T think he could, have adequate 
visibility to do that. 

Just wouldn't display the BFS. 

Please wait for the mike 

HUTCHINSON You would reallocate where you were going to look 

at SM, or the BFS function. 

Mr. Sehlstedt. 

HAL SEHLSTEDT. . .BALTIMORE SUN... One more brief question on the 
problems. Are these kinds of problems such as you've had with 
the APU, the kinds of problems that would, will normally occur in 
the operation of the shuttle when it becomes operational? Are 
these the kinds of things that you will just live with, just as a 
person driving a car lives with an overheated radiator, or are 
these the kinds of problems you expect to get rid of? In other 
words do you expect to fly, say a year from now, a nearly perfect 
aircraft or do you expect a certain number of problems to occur 
all the time? Or can you say? 

HUTCHINSON Yes, I can speak to that. We certainly do not 

expect to have a perfect vehicle that's never going to have 
problems, that's why we have the redundancy in the vehicle that 
we do. The reason that we are as cautious as we are now, is 
you've got to make sure that you have a lot of confidence on the 
redundancy that you have. That when something fails that it's 
not a generic problem, that if this one fails probably your other 
two backups will go right behind it. So anytime in a development 
test program or a flight test program you're rather cautious at 
the onset. After a while, if the APU doesn't work, you'll log 
it, and go on and fly the full duration of the mission, when you 
land and the guys will come up and change it out for you. 

Peter La r sen 

PETER LARSEN . . . Just to go over this one more time. The 
microwave beam auto land system, it's from 16,000 feet down to 
200 feet this time? 


Yes, I think we're confusing microwave with auto 
land. MSBLS and autoland... 

HUTCHINSON The microwave system is a navigation guidance aid, 
its acuracies are required to successfully do autoland. But it 
operates from, and it depends, its a fixed antenna and it has a 
certain size beam. When you get within that beam 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 Wo expect to acquire that data, have two way 
communications with that instrument and be able to assess that 
that data is being processed by the onboard computers in that 
general range. And it could be 200 higher or 500 lower but 
generaly in that range. 

Paul Reiser please. 

PAUL REISER . . . Just as we were coming over here and if I 
understood it correctly we were talking about the CRT problem, 
they were saying they were trying to fix it with the keys and if 
they were unable to they were going to have to, it involved a 
much more 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 

out here, its hexidecimal system with numbers and numonics and a 
few keys that are special function keys like a proceed and 
execute or just like a equals and plus on your calculator. And 
then some ones through nine and zero. One of those keys I 
believe have two switch contacts under each one and each keyboard 
can talk to two systems. One of those contacts under one switch 
is lost its interface with one machine. The easy fix is those 
switches, those keys, you can individually extract them. The 
easy fix is to take that that key out, go to the aft keyboard, 
pull one out of there and put it in, you don't even have to get 
right one. It will just have the wrong name on it and you just 
put a piece of tape on it and write on it the location that 
determines what function it performs. So if its some mechanical 
failure in the key itself that would fix it, if the problem is 
not in the key mechanism itself, but in the interface or the 
wiring from there to the computer box then that won't fix it and 
you will have to pull the whole electronics assembly out and 
change out the whole aft box. And we have done that on another 

Are we sure its not the DEU? 

HUTCHINSON No we're not. And the DEU is the box we were 
think ing about . 

And how about the CRT, it could also be possibly be 
the tube I guess. 

HUTCHINSON Its conceivable. Probably by now they may even 

know. We'll have to wait to see what they find out but that's 
the range of things you can get into. 

Yes sir, the gentleman from TIME . 

JERRY HAMILTON ... TIME ., . Nonf r i volous question sir, will the 
VORTAC at Truth and Consequences, New Mexico be providing 
navigational guidance on the downwind to this circling approach 

HUTCHINSON Surely you know that. 

I don't know. 
HUTCHINSON We can find out for you. 

Yes . 

Any thing further. 
Thank you. We appreciate you coming out. Thank you Hal. 



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 log 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 etfect 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 
doors, we have to fold the radiators 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 
t-he 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 
a little test. It turns out that there are some microswi tches 
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 
planning on closing it and leaving that one panel on the port 
side 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 

by the numbers. I'm sure everyone is interested in the 
weather. The weather tomorrow, and by the way, we ought to, I 
understand there's a lot of... seem to be some questions about 
coming in 2 REVS early or 1 REV early. We're getting up, we went 
to bed an hour early tonight. We're getting up on time 
tomorrow. We'll he looking at the weather in the morning. The 
prime landing REV is still 115, REV 115 and I have the data here 
if anybody wants it. The weather tomorrow looks acceptable. We 
do have some gusts in the area. We've got that are going to have 
to be looked at in the morning. We do have a 25,000 foot cirrus 
deck, let's not call it a deck. It's somewhere between scattered 
and broken, as expected to be somewhere between scattered and 
broken and we'll be looking at that again in the morning and 
rather than me speculate on the weather, I'd just say that our 
plans right now are to come down on REV 115. We're going to get 
up in the morning. John Young is at White Sands and is going to 
fly the STA and take a look at the weather and the wind situation 
and then we're going to have to play it by ear. We have no plans 
right now to come in 1 REV early or 2 REVS early. I'll say that 
for a second or third time because I understand there's some 
folks thinking we might be going to do that. The weather as we 
saw it in terms of this wind situation, it doesn't look like it's 
particularly thermally induced and if we get some wind, we don't 
think there is a great deal of benefit in trying to hurry up the 
deorbit preps in the morning and get down 1 REV early. The cloud 
situation, of course, is just going to have to be evaluated when 
we get there. We have the option, as we've been telling you for 
several days, if we don't like it tomorrow, to wait another day 
and the prognostication for, or forecast for Tuesday is about the 
same as fcr tomorrow so 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 actually 
cancelled the private med com once because it turned up right at 
the time they had the little problem with the radiator and then 
we rescheduled it and it was very innocuous. So I think we're 
ready to come home and that's all I have Terry. 

Okay. We're ready for questions. Wait for the 
mike and identify yourself. Up here, Harry Kingburg. 

HARRY KINGBURG. . .Having been through these landings twice before, 
how would you compare your state of readiness, both the men and 
the machinery, this time around as compared to the other two and 
generally, your readiness? 

HUTCHINSON I think everything is certainly a lot calmer than 
it was on STS-2. I think we were ready on both STS-1 and 2 to 
come in or we wouldn't have come in. This last couple of days 
where we have been, I am sure that the crew is more organized 
than STS-2 was. My recollection on STS-1 is that they were 
really fairly well organized too. By organized, I mean they've 
had a chance to really collect their thoughts. The spaceship 
obviously tonight, we discovered some things that we thought we 
were going to have 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 fower 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 
today, we are not going to run it 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, 
of the 3 flights, we clearly are in a more organized state 
here. Most of it's due to the fact that we haven't had a lot of 
failures and we've been there longer and the crew has just had a 
chance to really get their act together the last couple of days 
as opposed to the STS-2 guys that got up the'-a and had to turn 
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. 

A follow up on that please, and that is having 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 
and over again. The crew probably because of the runway status 
at Edwards this spring, has more time flying the STA in to White 
Sands than they do in to Edwards. I'm not sure about that but 
I'll bet they do. So, it's just not a factor. 

Jules Bergman. 

JULES BERGMAN. . .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? 

HUTCHINSON Well there isn't any question that, you know 
yesterday we passed the total amount of time from STS-1 and 2 on 
the orbiter and we have turned up the fact that the vehicle is 
not using as much power as we thought and it doesn't get as hot 
and as cold as we thought, and 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 checking out the arm 
and it works exactly as advertised and you have to believe that 
we're a gigantic step closer to having a vehicle that doesn't 
require as much babysitting, if you want to put it in that state, 
and that's what the operations thing is all about. It's to be 
able to put this 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 that 


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 
experience from these flights 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 thii* 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 
road, there are things you want to pay 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 
doesn't work. There are some new pieces of equipment, in 
particular the software on that vehicle. The onboard computing 
system is better and more sophisit icated 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 
trying to build vehicles that are very similar although there are 
some improvements in 99, and the basic flight test of the 
concept, and the airframe, 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 .s 
basically finished. There are some more orbiter system detail 
test objectives that have to be done, but quite 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 
way I can't imagine 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 i^»to the 
flight and there'll probably be some that after we get u^ck the 
data from this one and look at it we'll want to change up a 
little bit, but that wasn't a very good answer. I really don't 

Back up here. 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 you 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 tim'.* to take it off and the fact that we're using this 
vehicle on those flights and it allows us an opportunity to get 
some more engineering data and you know engineers, we never have 
enough. Fiut that has absolutely nothing to do with not getting 
everything absolutely rigorously done in these first 4 flights or 
the way the vehicle has been adding out in the testing. 


JULES . . . Nei I , if you were summing up briefly the 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 cufE. 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 come 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 density 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 have to be treated, you know we're still not exactly 
sure what's wrong, if anything with that number I transponder. 
It may 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 MALES KY. . .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 things 
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 do 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 
doo-s and might even go 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 
means better real early in the morning and getting progressively 
worse. By the way, the circumstances we've got now, 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 
is always the possibility 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 very 
feasible thing to do. Tomorrow morning, I really don't think 
so. I think we'll be coming down when we said we were going to, 
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 
alike, I mean that's easy. There's no particular reason for it, 
other than as you're aware, as we have gone through our manned 
spaceflight program. We off 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'm not sure we understand the physiology of that thing. And 
each individual's reaction to it well enough to make any kind of 
prediction based on what we know about them on the ground before 
they go and so on and so forth. What was the first part of your 

LARSON How cold 

HUTCHINSON How cold, yeah. 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. . .Nei 1, 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 1 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 
right around it and will allow us, if we lost all the PM links to 
connect the telemetry system, the PCM telemetry system, directly 
to the FM transmitter and get real tima data, just as if we'd 
never lost anything. And we've actually built one, we've hooked 
it up over 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 
send it up and aren't going to. But the point I'm trying to make 
is that if you just give those kind of things enough time to 
settle in. Given is an absolute black and white failure that 
thing looks pretty tough because you look at the percentage of 
downlink you've lost or may have lost. And I keep saying may 
because remember that we never really did go back and cycle power 
on those command encoders that control that system 1 and there 
are those around that still, and by the way, as soon as we get 
back on the ground is one of the first things we're going to 
do. As a matter of fact there is a test procedure that has been 
put together that we are going to run from Houston via command as 
soon as the changeout crew gets in there to find out exactly what 
we have and haven't got in that PM system. But the point I was 
trying to make about the recorder thing, if you just look at, 
just 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 
end make you feel a lot better about flying around in the 
configuration you're in. 

Final question, dealing with that same issue. Can 
you characterize how close, NASA Management came to ending the 
mission early as a result 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 
I can't is because I wasn't here that day. You know that 
failure, the first failure the only hard one we know happened. 
Happened to be the night, right, just before handover when low 
power of transponder 2 went. And I went back over to control 
center, after I got out of here, long enough to see Holloway get 
on transponder I and then I went home and went to bed. I didn't 
have a shift the next day, and was not. When I got back, 
everything had kind of sc-ttled 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. 

JOHN BISNEY. .. RKO. . .Wonder if you could outline for me the crew's 
activity between wake-up and deorbit burn. 

HUTCHINSON Yeah, it is going to follow the flight plan if 
you've got one, pretty much straight, John. With the exception 
that 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 


stowage of the vehicle and I think you're going to find the 
vehicle is awfully well stowed. I have the feeling that it's 
ready to reenter right now from the scuttle/butt you hear coming 
down on the air/ground, they seem to really have things pretty 
ship shape. The one big change tomorrow is that the FCS checkout 
that was scheduled maybe 3 hours after we got up to about 4 hours 
after we got up. Is not going to be done, we're not going to 
take the computers into OPS 8. We won't be checking the 
dedicated displays or anything. We're just going to go directly 
from OPS 2 into the entry computer programs. So you know the big 
thing is to get up and get going. Get the system into OPS 3, 
then we're going, you know close the payload bay doors, get our 
suits on, get a snack and come home. It's a pretty straight 
forward day. 

CARLOS BUYERS . . . HOUSTON CHRONICLE ... No i I , is there any particular 
reason why you were emitting t! checks? 

HUTCHINSON Yeah, we did them yesterday. Or today, I'm sorry. 

CARLOS They've already, I ^<n't feel from reading this 

schedule that this was something that you kind of went through 
today, then went through again tomorrow. 

HUTCHINSON Well, we had, let me put it this way. The FCS 
checkout is basically divided into two parts. And one part of it 
is the part that starts APUs and wiggles surfaces and the other 
part is the part that checks displays, hand controllers and 
things like that. And premission, the plan was, we were going to 
do the part that checks the displays and controls both days. And 
do the APU stuff on the reentry day. And as you're aware, the 
reason we changed that plan, was we wanted to make sure we 
understood the water boiler. We got it all done today, we had no 
failures at all and so it was just felt that there really isn't 
any point in doing the display part of it twice, no other reason 
than that. As a matter of fact, on STS-4, I suspect 

End of tape. 


NESBITT Good morning and welcome to the final change of 

shift press briefing for the third shuttle flight and off going 
flight director 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 
about some of the entry things and a little bit of weather data, 
maybe. Tommy. 

HOLLOWAY Well, I did have but I can't find 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 
up on time this morning and all is well. The entry is planned 
for REV 115. Ignition is, 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, 
that's what were using now for planning number. That change was 
made to improve our capability to down mode from a OMS deorbit 
burn to a RCS, reaction 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 othor little pieces of paper 
I carry around, and apparently I left it in the Control Center. 

NESBITT We can get that for everybody after the briefing if 

you like in the newsroom here. 

HOLLOWAY The weather is, I can remeber the numbers though, 

there's 6500 scattered, 12,000 scattered, 25,000 broken, and the 
winds are 12 gusting 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 qusts situation, what do we need in terms 
of constant wind, in terms of our strength, how high can we go? 

HOLLOWAY That depends upon whether your gusts are down the 

runway or crosswind. We wouldn't like gusts greater than 15 to 
20 on a crosswind situation. But on down the runway situation, 
which they'll be able to affect today, 25 or so are okay. And 
that's about what we're looking at. 

WAYNE Something else I was going to ask, so I'll go 

ahead. Can you kind of talk us through, without getting really 


to deep into detail. Can you kind of talk us through some of the 
highlights of the late morning before we do the ignition for 

HOLLOWAY Well the crew, the first couple of hours, the crew 

is going through the normal activities that they do every 
morning. Get up, get themselves and the spacecraft in shape, 
have breakfast. And then after that point, they go into the 
deorbit prep. The first major activity in the deorbit prep was 
deleted because it was completed yesterday. The FCS checkout was 
completely done yesterday, and our water boiler checked out very 
well, so there'll be a little spare time, next. After that, the 
next major activity is closing the payload bay doors. And that 
occurs, as I remember around a minus 4 hours. The next major 
activity after that point is suiting up, both crewmen donning 
their entry suits. After that comes some configurations, 
verifing all the switchlists, the vehicles configured the way we 
want it for entry. And they transition the computing system into 
the entry programs, in about an hour and 15, 20 minutes to go to 
retro-fire Then they come over the states and make sure 
everything is okay, and then we'll have retrofire at 34 minutes 
on the hour, currently. And that may change a few seconds 
through the day. And then a normal entry which you are used to, 
of 400 k, a blackout exit, and so on and so forth. And those 
numbers are still the same as they were last evening when Mr. 
Hutchinson talked to you. 

DOUG ROSS KPRC You mentioned a change in numbers to optimize 
the situation or whatever you said for possible RCS deorbit. 
What is that, just a contingency in case the OMS does not fire? 

HOLLOWAY Yes sir. And that's standard operating 

procedure. I think the numbers Mr. Hutchinson gave you were just 
done by, without considering that, and it was an over-sight, to 
be honest with you. 

ROSS Okay. 

HOLLOWAY And we have always done that on all the shuttle 

flights to date. 

NESBITT Okay, back over here, the gentleman in the blue 


ACKERMAN TIMES LONDON Is there any possibility that you may 
bring the shuttle down an orbit earlier? If so, when will that 
determination be made? And also, if the gusts come around to 90 
degrees to the shuttle, and you decide to keep it up, when will 
that determination be made? 

HOLLOWAY Well, the first question, currently we don't intent 

to land a REV earlier. Ideally, if you wanted to land a REV 


early, you should have started yesterday. Put the crew to bed an 
hour and a half early and woke them up an hour and a half early, 
and all would be relatively the same this morning, except we'd be 
seeing an hour and a half early landing. There's still an 
opportunity to affect an hour and a half early by deleting some 
activities, some measurements we take associated with the payload 
bay doors and some nonessential activities that already been 
identified in a deorbit prep. That option probably exists under 
normal circumstances up to about the time we close 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 
far as how latf you can delay and go tomorrow, if that was the 
third question. Technically, you can delay right up to ignition 
time and decide you're not going to go and wave off, and we'd put 
a plan in effect to spend another 24 hours or 22 and half hours 
and deorbit preps an orbit early tomorrow. So, technically, we 
can wave off and go a day later right into tig. Was that all 
your questions? 

NESBITT Right in front there. 

DICK RATNER ABC Could you do an anomoly check please? What's 
happened with the S-band, what's happened with the CRT that was a 
problem, was it changed, was just a key changed? What ever 
happened to that Florida fly? 

HOLLOWAY Well let me take those in back. I have no idea 

what happened to the Florida Fly, I imagined he got smooshed 
somewhere. (Laughter) 

HOLLOWAY I think Jack, that he hasn't seen him for a couple 

of days. But who knows what happened to the Florida fly. 
Obviously, he's not flying around in the spacecraft, because we 
haven't heard the crew say anything about it. The second 
question on the CRT, we have a spec key that calls a specialist 
function, that is certain kinds of displays out of the 
computer. That display failed on one of the keyboards, yesterday 
and that key has been replaced with another key, off of the aft 
keyboard that is not normally used, acknowledge key that is 
routinely not used very much. And a little repair business, we 
call it In-flight maintenance. They took the key out of the, the 
fail key out and replaced it with a nonused key from the aft 
keyboard. So the 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 this one came out 
of is, the fact that we don't have it is of no consequences. 
Your first question about the status of the communications 
systems, it's the same as it's been for the last 2 or 3 days, 
after the initial failures. And rather than try and summarize 
that, I'll refer you to the previous hand over briefing. 


RAINER I'll follow that up, who's keyboard had the key 

failure and who changed it. 

HOLLOWAY I don't know who actually did the work. I didn't 

ask, and I believe it was commanders left keyboard, the one that 
normally the commander uses. 

NESBITT Right here next to him. 

HOLLOWAY And someone might be able to find out if they 

reported which one changed it. They may not have even told us 
which one changed it. 

(Garbled), FRANCE PRESS Could you tell us what that keyboard 
does in the aft cabin, what's its usage in the aft cabin? 

HOLLOWAY Well, anything the crew wants to do while they're 

in the aft flight station. A typical activity would be closing 
the payload bay doors, looking out the window, one guy over on 
the left side where the keyboard is at, the other guy looking out 
the window and doing the work. 

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 

HOLLOWAY Yes. In the same area. And again, I'll emphasise 

that that keyboard is totally functioned as far as its purpose, a 
keyboard has multiple keys on it to perform different 
functions. It has all letters and it has all of the digits, 1 
through 0 and 1 through 10, or 0 through 9, and there's some keys 
on the keyboard are not,... perform functions that not required, 
absolutely required and we use one of those keys to replace one 
up front and so you ought to consider the aft keyboard as being a 
completely functional keyboard at this point. 

FRANCE PRESS REP In any event, it's not utilized during 
reentry, or anything. 

HOLLOWAY No sir. Not at all. 

NESBITT Back over here with Doug Ross. 

DOUG ROSS Following Mr. Ackerman's question just a little 
bit. Now John Young's going to take off I believe at 8:00 
o'clock in the STA and make an assessment of the wind conditions 
and the possibilities for landing. Now from what you've said 
about the difficulty of coming early and the ease with going 
late. Would you say that If a waveoff is determined or If they 


think the winds are going to be too high at the intended landing 
time, they would probably go another day rather than try to come 
home a REV early. 

HOLLOWAY Well relative to the work that the STA is going to 

do. It can only do it at particular times and if it said it was 
okay at a time phasing that would allow you to deorbit early, it 
would have no of determining it's going to be bad at a later 
time. So as far as the STA work is concerned, it could only be 
used to determine that you were in a situation that would very 
undesirable to land in and the management might and the 
patentiary flight director might at that point just decide to 
wave off for a day. But basically if the STA determines that the 
landing conditions are difficult and we determine that that's not 
a safe situation we will have the capability to wave off and go 
another day. 

ROSS I guess what I'm getting at is odds are that you 

would, ...if there were. ..if you weren't going to land on the 
scheduled time, odds are you would go long rather than come 
short . 

HOLLOWAY With respect to the STA work, that's absolutely 

right. If we wanted to decide and land the orbit early, it needs 
to be done in the next 2 to 2-1/2 hours and that will be based 
on... would have to be based on weather predictions, and not 
actual information from the STA and I don't expect, personally 
expect that's going to happen, although, I would imagine at about 
this very time, the entry flight control team is receiving a 
weather briefing and it's possible that they might decide to try 
to de-orbit early but I don't really believe they will. 

NESBITT Okay. We'll take one more here and then we'll go 

to KSC and if necessary, we'll come back here for questions right 

PAUL RAYBURN AP If you go long, is it possible you'd long for a 
REV or 2 or would it be 24 hours? 

HOLLOWAY Well it's possible that we could wait 1 REV, up to 

1 REV and based on changing conditions elect to deorbit on a plus 
1 REV situation, very possible. 

NESBITT Okay. Let's go to KSC for questions and we'll come 

back here to JSC if necessary Cor others. 

NESBITT Did we lose those folks? 

NESBITT Do we have any questions. 

No. We're not getting the questions. 


HOLLOW AY Well. We're not the only ones that's having 


_ 0 okay. If we have any more questions here, we'll go 

aSead and take those Cor a minute while we get squared away at 
KSC. Yeah, right over here. 

JOHN PINE REUTERS Your 're talking about the weather problem. 
l.. i- aQ stands now, it's coming at approximately 12:30, a 
UtUe before 12:5o fountain Standard Time? There's no doubt 
about that" 

HOLLOWAY Right on time today. 

JOHN PINE Right on time. Thank you. 

HOLLOWAY I'm going to go home, set my clock and wake up in 

just in time to see it. 

NESBITT Okay. Now we'll try KSC again. Do you have any 

questions there? 

MARK MAYFAIR UPI Tommy, you may have just answered my question, 
out in your own feeling" do you think they're going to land today 
and land on time? 

HOLLOWAY Yes sir. 

MAYFAIR How about the weather. Would you classify the 

weather right now good, bad, fair? 

HOILOWAY Well, I would classify the weather fair with the 

"uuaUon...! would like for them not to be bo gusty but he 
weather to be fair and acceptable assuming that it doesn t 
deteriate any more than we expect it to. 

MAYFAIR Okay. Thank you. 

NESBITT Okay. That's all the questions from KSC. We can 

come back here. I do have a weather report that came out of, 
apparency out of White Sands this morning, no this is the last 
niaht's weather report, so I think the things we have here is a 
little more up to date This generally described a headwinds for 
£ne priSe runway 17 and winds to be 5 to 10 knots w th gusts to 
15 but I think... is 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. 

NESBITT Okay. One more question in the back. Mr. 

Ackerman . 


ACKERMAN Mr. Holloway, these gusts of 12 to 25 your 

describing, are these head on to the proposed landing direction 
of the shuttle and second question, what's the pattern out there 
for weather where you get this gusting situation at this point, 
what are we likely to be looking at? 1:27, whatever. 

HOLLOWAY Well, those are predictions for 1:27. They're not 

the winds... the winds right now, I believe, are less than that 
and the gusts are a lot less and the gusts tend to build as a 
function of time in the daytime. We have two runways at Northrup 
and the entry flight director will be making a decision on which 
runway to use to take advantage of being lined up with the wind 
the way he wants to be and generally he' 11... once he decides that 
the winds are such that... of a large enough magnitude that he's 
unwilling to do the intentional crosswind landing where we'd like 
to land with winds of 10 to 15 knots. Once he exceeds that and 
decides that he's going to do the best he can on the wind, he'll 
pick the runway that gives him the best margins in terms of winds 
and take the runway that puts the winds down the runway. 

ACKERMAN Okay. I understand that one of the prime 

objectives of this landing has been to get a crosswind landing. 
We'll have the wind a beam. If that doesn't look like occurring, 
would he bring it down or would he rather go till tomorrow to 
effect that test? 

HOLLOWAY We would not go until tomorrow to effect the 

test. If we have acceptable landing conditions at any runway 
we'll deorbit today. 

ACKERMAN Thank you. 

NESBITT Okay. If we have no further questions, we'll call 

this one over and thanks for coming out today. 


p24j KRANZ CHANGE OF SHIFT BRIEFING 3/29/82 4:50 p.m. PAGEl 

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 by Neil's team, we'll even bring in Tommy'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 MET 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 t.T 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 pans 
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 wo 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 whoso 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 iook at landing 
opportunities tomorrow at all three landing sites, Northrup, KSC, 
and Edwards. And wo had some early morning opportunites that we 
had 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 
further backward we'd have to change the crew sleep time to allow 
them 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 these 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 weathei decision i .*> 
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 time. Again, wo would 
exercise this decision process, again looking at the weather, as 
we had today. Also taking into account such things a;i wind:; 
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 it 
Northrup strip as well as KSC will certainly be suitable. So 
basically, on orbit 129 our primary targeting will he 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, i f we find out we're 
faced with the same type problems that we had today, wo have the 
option to go into KSC. On orbit 130, wo would be planning that, 
more loss as a backup in case wo normally would wave off from the 
Northrup deorbit opportunity. We would plan in goinq the next 
rev or orbit 130 into KSC, landing times thero would bo 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 opportunites. 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 
weather status is going to continue to change throughout the 
evening into early morning. And, I think the basic fooling of 

the flight co"trol team is that the weather outlook for Northrup 
for Tuesday and even Wednesday is not particularly good. Now 
there has been some discussion about the possibility of a high 
developing off southern California, and we're going to have to 
watch that throughout the nighttime period. KSC weather, with 
very high confidence, is good. Tomorrow, however, it's possible 
that the weather could be deteriorating on Wednesday. At Edwards 
the winds are forecast to be high, and we have the possibility of 
a tail wind on the approach and landing phase. So 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 couple 
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 the power levels we're 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 redlines, 
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 redline at the current 
time. We have no spacecraft systems problems at in any way right 
now that would compromise using this flight duration if it became 
necessary, but I don ' c expect it will be necessary. That's 
basically it. 

PAO Ok, we're ready n i for questions, please wait for 

the mike, raise your hand and if I don't identify you give your 
name and affiliation, Roy 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 the 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 I think you're 
all familiar, a pretty good margin about anything we 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 the 
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 1 would consider it 
perfectly safe. Second part of your question talked about the 
timeline for decision, and again, the basic times that I've 
quote! hei* are basically central standard times. We expect a 
weat'io: observation update from Northrup strip, roughly around 3 
to 4:00 this coming morning. The flight control team intends to 

get together with the program management, and the weather 
personnel, somwhere around 5:00 in the morning. Basically, we're 
baselining 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 if 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 we 
can go right up to just as we did today, the last stateside pass 
prior to the ignition time to deorbit to Northrup and wave off. 
So, basically our basic timeline that we would exercise is very 
similar to that which we exercised today. We will have, and we 
are in the process of moving an STA aircraft to KSC, so we can 
get the same observation and services from KSC as we get from 
Northrup strip. 

NEIL 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, we also have to take a look at how we handle this 
vehicle after we roll out. What is going to be the weather 
there, but the principal concern is obviously to have the 
greatest margin possible, this early in the program and basically 
we would use crew safety as the principal discussion, I mean 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 DOLEN... CABLE NEWS NETWORK . . How high could the winds at 
White Sands get before you would be 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 were just about down the runway. So I 
would say one of the primary reasons for the scrub was just the 
obscuration, the other one was there was significant turbulance 
<n the area and these two prameters were the ones that you can't 
readily 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 

turbulance that the STA crew encountered. I think you heard his 

recommendation, 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 at 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 Well 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 duning 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 
possiblility 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 
wide runway at KSC? In case there's a crosswind blowing or isn't 
it 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 we 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, I think we've got full confidence 
in our ability to maintain directional control of 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. 

DAVE DOOLEY. . .HUNTSVILLE TIMES... How close did you actually get 
to firing today and what will the crew be doing with most of the 

time they have today? Will it be just standing back and then 

KRANB 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 uhe 
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 Ascension, 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 hf.d 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 Sohlstedt, Baltimore Sun. 

AL SEHLSTEDT. . .BALTIMORE SUN... What about the people Mr. Kranz, 
do you have enough technicians and people with experience 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, 
when 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 Byars, Houston Cronicle. 

CARLOS BYARS . . . HOUSTON CRONICLE ... Th is 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 are you qoing to 
have to sacrifice some of the aeronautical engineering tests that 
you're going to perform on the way in? 

GENE K RAN Z 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 level 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 ho 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 ,* 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 tho 
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 you 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 the 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 hive 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. 
We 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 

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 

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 satisfy 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 redline 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 we want to get a few more 
flights under our belt 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 
R is available. Right now we may not have that availability and 
in no way do I consider that we're unsafe. 

PAO Okay, we'll go to the Kennedy Space Center now for 

questions and we'll return to Houston for a few final 

ROBINSON CHANNEL 2 Could 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 
Northrup, Kenir , *t 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 
good . 

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. 
You 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 
today. 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 Glenn 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. Neil 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 them all of the thought processes that 
have occurred so far. It will be prior to the time they go to 
sleep however. 

REGGIE TURNHILL BBC It sounds as i f 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 

you 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 

gentleman 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 

KRANZ . That's about the size of it, that's it. 

ACKERMAN Thank you. 

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 take a look at 
the long-term weather forecast and see if we were absolutely 
beyond a shadow of a doubt, sure that we were gonna have landing 
weather suitable the following day before we'd wave off 
Edwards. So I think th*t 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 
weather looks like it has several of the same characteristics we 
saw today with the possible exception that a high may be 
developing in the Gulf of California area and push some of that 
stuff north. Best decision there is to wait til] 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 good 
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 8 hours and I don't want any major 
deviations in the checklist. I just don't want to put the crew 
through that kind of trauma, and we have a healthy margin right 

!<ECIER Second question is, how much in your management 

process, how much weight 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 tomorrow, 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 Young's and 
the flight directors. 

REFD 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 

KRANZ To my knowledge, this particular crew 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 getting 
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 get the experience. We're satisfying one of 
our principal objectives, either way we go. At KSC I think 
there's reasonable probability we would see a crosswind. 

W ARK KRAMER CBS Gene, there were reports this morning that the 
weather was significantly better at White Sands earlier in the 
day, and you made a remark in this conference to that affect, 
that the weather seems to be better earlier than it is later. 
The othsr 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 was 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 BYARS Chronicle Couple of questions. First, a moment 
ago that you commented that some of the people were 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 8 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. T believe the 
basic concern I've got, and it is a concern of significance yet, 
is that we've done several, what we call whi f ferdills , 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 we decided we'd 
make soma 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 land .* • site for 

the majority of the landings in the program, and yes twdy 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 DEAN Gene, on the track to Kennedy Space Center, you're 
going across land almost the whole way, for Edwards it's >ver 
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 Gene, 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 anything in this instance, should you land at Kennedy chat 
you can do to 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 veaicle 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. 

PAO Okay, thank you very much. We'll see you at about 

8:30 with flight director Neil Hutchinson. 



In this change of shift press briefin your host is 
Flight Director Neil Hutchinson who will have a brief statement 
and then we'll go into q and a. 

HUTCHINSON Well good evening. I obviously didn't expect to be 
here. However, here I am and you all are aware why I'm here. 
Things are going along fairly well. The outline, I think I 
caught part of it, but I understand Gene Kranz was over here 
earlier and kind of told you an outline of where we were headed 
tomorrow and what we were doing. There hasn't been any changes 
to that basic plan. As far as the vehicle goes, the vehicle, the 
crew, of course, has been put to bed. We attempted to put them 
to bed a couple of hours early tonight. As would be the case 
with you if you had been sleeping on a particular schedule and 
then .ill of a sudden somebody decided you ought to go to bed a 
couple of hours early, it was kind of hard for them to get to 
sleep. As a matter of fact, about 35, I'd say 30 minutes or so 
after the last pass where we intended to talk them and it was 
\ actually maybe 15 minutes after the start of the sleep period, 

they called us just to chit chat. Nothing in particular and then 
about 30 minutes after the start of the sleep period, we had one 
i of the very few on this flight, but an alarm woke them up on a 

heater temperature on one of the APU's, in fact on APU Number 
3. They'd just barely tripped the limit that we had set in 
■ there. We've changed the limit and they got up and turned on the 

; CRT and looked at it. From the time the alarm went off until 

\1 they turned the CRT bick off was about 5 minutes, so they weren't 

up for very long and it was really shortly after that they went 
to sleep. I kind of doubt they were asleep anyway. Since that 
h time, which that happened a couple of hours ago, everything has 

| been very quiet on the ship. We're not conducting a payload 

operations tonight. We've got a minimum amount of power going to 
?, the payload, primarily just to make sure we keep the very 

[, comfortable margine that we have attained in the cryogenics. The 

t; vehicle, we did take power off on a couple of things. We had the 

I; DFI instrumentation powered off which is a pretty good sized 

% user. That's probably about 1-1/2 kilowatts, in tha 

k neighborhood. Since we're not doing any more thermal testing, 

| most of that instrumentation has to do with gathering temperature 

I data and strain gage data for the thermal testing, so, of course, 

I there's no affect to the flight operation or the flight data 

1 retrieval by that, having that powered off. As far as our, let 

I me talk a minute about tomorrow morining. I don't know whether 

I you got a flight plan or not but there has one been put together 

I and it looks very much like a normal deorbit morning with the 

I exception that times are shifted a bit. The crew is going to 

I wake up tomorrow morning at about 16 hours elapsed on day 7, I 

I think that's about 7 hours or so from now, 6 hours from now. We 

1 have a fairly, if you can call getting ready to come home 

1 leisurely, a fairly leisurely deorbit preparation, just like we 

1 did this morning. There's no FCS checkout. The primary deorbit 

§ REV is still to Northrup REV 129 with an alternate to KSC on REV 


130. The plan surrounding how we're going to do that and so on, 
which I assume you all have been briefed on by Gene earlier 
remain the samo. T have kind of gotten myself pumped up on that 
and probably cai; at least try and answer questions if you're 
still unsure about how we're going to go about doing that. As 
far as our consumables and so on, our ability to hang in there if 
something doesn't work out for us tomorrow, I mentioned the 
cryogenics, we are able to support a wave oft" tomorrow and a wave 
off on Wednesday if we got pushed into it. Propellant status, 
we've got about between 600 and 700 pounds which is about 3 days, 
3 more days like we did today in terms of, when I say a day like 
today, in both of these, both the cryogenics and the propulsion, 
I'm talking about the fact that we wake up in the morning, power 
up, get all set up to come home, and then don't make it, wave 
off, go back down again and go to sleep and get up and try 
again. Of course, when you get up into a configuration to come 
home, the power usage goes up considerably, just about doubles. 
We're running about 10 kilowatts right now and we go up to about 
19 or 20 when we're full up getting ready to come in. We've got 
lots of food onboard. There are 4 extra days of food, not 
counting the stuff that they didn't eat the first couple of days 
which we're not sure how much they've been into that. I kind of 
imagine they've got, probably got most of that cleaned up, but we 
have plenty of food onboard and, of course, plenty of water. So 
our consumable status is completely adequate to support tomorrow 
and a wave off Wednesday if we really got into a fix and had to 
use it. We're obviously intending to come home tomorrow just 
like we were today and believe that each day we'll probably try a 
little harder. Tomorrow, we've got a couple of plans if we don't 
make it into Northrup. I think that's about all. Everything's 
going along real well. The crew's in good spirits and we had 
about a 15 second private medical run comm with them tonight. 
They said hello and good bye and they're fine and the control 
center's fine and we're ready to do it again tomorrow and I hope 
I'm not back here talking to you tomorrow night. 

We'll go to questions at Houston and then to KSC. 
John. May we have your name and affiliation? 

JOHN VANN. . .CHICAGO TRIBUNE . . .You say you had a coule of things 
if Northrup didn't work out. Now we know about Kennedy and 
Edwards was mentioned by Mr. Kranz earlier today, but there were 
no times mentioned and it was very unspecific. Have you folks 
worked up anything regarding Edwards so that if there's any 
likelihood that there could be an Edwards landing tomorrow? 

HUTCHINSON Yes. The capability exists, and of course the 
targets are there and everything else, but right now we ' re 
looking at Northrup and KSC. 

AL SEHLSTEDT. . .BALTIMORE SDN... I just wanted to clear up one 
thing you said. You said the prime REV to Northrup was 129 and 
the alternate to KSC is on 130. Does that mean that if you're 

heading to Northrup on 129 and decide not to land, you would go 
all the way around the Earth again? 


SAILS'PRAD. .. Right. Thank you. 


HUTCHINSON Yeah, as a matter of fact, just to make absolutely 
clear, since I did hear part of that conversation that you had 
with Gone, and of course, some of these things, when I'm giving 
you deorbit times, I'm giving you the REV that the retrofire, 
that the deorbit maneuver occurs on, and obviously, sometimes we 
cross a REV marker before you land and when I'm talking about REV 
129, I'm talking about the same one he talked about, that's the 
REV the deorbit is on and when I say REV 130, that's not the 
same, you know, 15 minutes later type of thing. It's all the way 
around the Earth and back around the states again and the deorbit 
time is about 90... well it's about a hundred minutes later 
difference in the deorbit time. 

What about the sonic boom question. This came up 
during the (garble) briefing with Mr. Kranz and really hadn't 
been thought through at that time. I wonder if you have had a 
chance to take a look at what you might have in the way of a 
sonic boom travel. . .assumsing a KSC landing. 

HUTCHINSON No. I didn't work on that at all and haven't had 
any conversation about it Carl, so I just don't have any data but 
I can't imagine why we don't have some data available about where 
it's going to be, because there will be one. Somebody ought to 
go get that answer for him. And nobody got one for you. I'm 
sorry. I just don't know. I just didn't work on it so I don't 
have any data . 

We ' 11 get it . 

JAMES WALKER . . . ABC ...Neil, clarify something for me. Gene had 
talked about a 7:00 o'clock weather briefing meeting. At that 
time, if New Mex co should be socked in, would they go ahead and 
land on orbit 129 at Kennedy? 

HUTCHINSON I think, well first off let me tell you that orbit 
129 at Kennedy has a 500 mile crossrange and orbit 130 at Kennedy 
has a 140 crossrange. We do have a backup to Kennedy if we 
decided to come in there on 130. That option obviously exists to 
be able to do that. The targets are there, the capability is 
there, and if we knew early enough, there wouldn't be any problem 
in switching the whole scheme around to go to KSC as prime on 
orbit 129. I don't see any, I personally don't see any big 
advantage of that particularly, because the crossrange is within 
the vehicle capability certainly, but it's 3 times what it is on 
REV 130, so. . . 

It makes more fionno to wait until you go around 


HUTCHINSON I think so and it preserves all the rules we have 
about having a backup HKV for a wave off against a prime RF.V 
because we can make 131 into KSC also. 

Noil, have you got any updates from the weather 
forecast for Northrup? 

Paul, identify yourself for them would you? 


HUTCHINSON I did get a tag up with the weather guys about half 
way through my shift and I would say that at that tine, we didn't 
have anything worthy of, you know the thing people are looking 
for is whether this high is going to develop southwest of 
Northrup to a great enough extent to cut the winds down. It's as 
simple as that. And, I guess I'd say at 6:00 o'clock, we hadn't 
seen anything. That doesn't mean to say that it's not going to 
happen but no one had seen anything that would indicate that it 
had actually started. I don't think I really have anything to 
add to the weathercast. KSC looks pretty good. Northrup has a 
potential for looking good if we can get rid of the winds and 
we're still planning on Northrup if we can get in there. 

JOHN BISNRY . . . RKO. . . Nei 1 , when Gene Kranz was over here, he 
seemed to keep emphasizing over and over how good things looked 
;t Kennedy. The weather there looked excellent. Things are so 
questionable at Northrup it almost left the impression that 
you'll do a check there to make sure you can't land at Northrup 
and then go on into Kennedy. 

HUTCHINSON Well, I think, you know we had not exactly the most 
pleasant experience at Northrup today and it looks like the 
potential is definitely there to get ourselves into exactly that 
same scenario tomorrow and obviously as wo go on here we are not 
in a... we are in a finite situation. I mean, we are going to 
have to do this thing sooner or later and the longer you wait, 
the less options you have and there's no doubt in my mind i f we 
get yocked out of Northrup tomorrow because of the winds and KSC 
remains as good as it was forecast to do, we're probably going to 
come in there. We all think that's a perfectly acceptable thing 
to do and the crew's ready to do it and we're ready to do it and 
it's just a day later. We've flown another day and you get a 
little stronger desire to get where you're going. 

DAVE DOOLING. ..HUNTS VI LLE TIMES... Just what is the forecast for 
Kennedy right now? We've all been dwelling on how bad it is at 

HUTCHINSON Oh boy . I didn't bring one with me but let me see 

if T can recall it. Again, believe it or not, the two systems 
are simi-connocted. Wo don't have any cloud problems at Kennedy 
that I know of. We did have some crosswindn in there today. As 
you know, wo only have one runway and wo did have somo east- 
southeast winds. Holiovo it or not, if this system that is, wo 
hope is qoinq to kind of build up to tho west-southwest of 
Northrup qcts to any size and maybo that will end up making 
Northrup acceptable, but that also is proportod to push the high 
that's holdinq all that weather stuff in on top of Northrup, tho 
big high over tho eastern United States a little further east and 
maybe cut down a little bit on tho crosswinds. Now tho 
crosswinds weio not unacceptable by any moans but tho numbers 
were like, I remember a crosswind like 10 knots, somethinq like 
that. I can't remember tho total wind but the wind was not 
unacceptable. We hope it'll be a little lighter tomorrow. 

We'll take one more and then qo to KSC and then 
return here for a f i nish . 

PETER LARSEN . ..ORLANDO CENTINAL STAR... I think they dispatched 
someone to bring back somo information on tho flight path into 
Florida, but could you describe, will it come ovor north Florida 
or swing across tho Gulf and ovor tho central portion of the 
peni nsula . Any idea? 

HUTCHINSON I don't have a ground track in there but again I 
can't imagine we haven't available, that's a very simple 
question. We did bring, I brought, it's only because ... I brought 
over with me a computer printout of tho ground track, okay, into 
KSC for REV 130 that you can look at and got yourself a chart and 
a map, you can plot the Theol and is . It's not drawn on there. I 
can't look at Thoolandis and toll you whore you are 
geographically. Somebody will have to do it, 

- To KSC ■■ 

HUTCHINSON I'm not very helpful. I should have brought more 
data . 

DICK LAROUSH. . .CHICAGO SUN TIMES ... I just want to be clear on 
these orbits (garble) you're talking about orbits and REVs in the 
same breath and I gather, now this orbit 129 becomes orbit 130 as 
you cross the ascending node of the equator, but it's not. 
Wouldn't you then have your retrofire on 129 and your landing on 


DICK LAROUSH... At White Sands? ' 


DICK LAROUSH. ..All right. Next question. When you talk of 130, 
that is the orbit of retrofire, then is the landing at Kennedy 

131? : ■ ■ ■ ■ ' ' ' 


DICK LAROUSH . . . And is 131 140 nautical miles crossrange? 

DICK LAROUSH . . .Okay . And can you give us the retrofiro times for 
each landing? 

HUTCHINSON Yos. Tho doorbit burn times for the Northrup 129, 
which is our primary target are 7 days, 23 hours, 13 minutes and 
10 seconds. That gives you a landing at Northrup at 9:07 
Mountain Standard Time. And the Kennedy information on RKV 130, 
the deorbit tig is 8 days, 0 hours, 53 minutes and 10 seconds and 
it gives you a landing at 12:47 Eastern Standard Time at the 
|5 : Cape . 

A call from Kennedy . 

ERICK INGBERG. . .CBS NEWS... For nonavaitor, what are the 
implications for having to land on a runway without, having to 
land at a airport that doesn't have crosswind runways, if you 
have to go to KSC? 

HUTCHINSON Well speaking in the nonavaitor, I probably can't 
give you a very good answer. You know that's a matter of 
obviously of a piloting skill, and doing a slight amount of 
crabbing of the airplane, leading the turn circles appropriately 
because you are going to have to turn through, where you start 
off for example, if you are on a crosswind landing there which 
recognizes the wind, I can't remember but the direction was like 
120 and the runways are 15 and 33 there, so we had like a 30 off 
the, blowing out of the southeast. Which means as you go around 
the heading alignment circle, depending on whether the winds were 
staying pretty much out of the southeast as you went up, you are 
going to have to lead the turn a little bit, but I think its 
certainly nothing that these folks don't practice over and over 
and over again in the STA, both there and at White Sands. I 
don't think its a particularly difficult piloting tast, and of 
course we have for a long time wanted to get a crosswind landing 
under our belt at one of these desert landing sites before we did 
one at KSC, but its certainly never has been a mandatory 
requ i r oment . 

COOK. . .UPI . 

COOK. . .UPI ... From the time that you commit to a landing to the 
time that you actually have to weight on wheels, how long of a 
per iod is that? 

HUTCHINSON Well you commit to a landing at deorbit time and so 
you can just subtract those two numbers. But its about 45 
minutes, I would have to subtract the numbers, just take the, I 
guess you would have to convert, well no I've got them right 
here, lets see, we've got, I'll let you subtract the numbers. 
The Northrup 129 time, the inition time of course once you've 
started to burn, you're pretty much committed to going down. 7 
days 23 hours 13 minutes and 10 seconds and the landing time, in 
mission time is 8 days 0 hours 7 minutes and 20 seconds. 55 

Today as I recall, the wave off team during the 
ascension pass, would you expect in the envent that there is a 
wave off at Northrup tommorrow that it would come about the same 
part of the orbit? 

HUTCHINSON I think a lot depends on what the weather situation 
is. If we've got one of these things where we're feeling pretty 
good like we're going to get in there, and we're really pretty 

much depending on John's making another STA run or several STA 
runs, he made several today. That provides us with the last 
convienent opportunity to decide we don't want to and as a matter 
of fact his runs are timed so that he reports in off the last run 
after the states LOS and prior to ascension exactly as he did 
today. That's exactly the way we've practiced it, now he made 
three or four asceller runs before that and we qot a couple of 
enter (garbl e) reports in there. And if we are pressing hard to 
get into Northrup and of course that is a function of really how 
close we think we are to being able to bo successful then I think 
you could look for us trying to get in there and running down 
just like we did pretty much to ascension and deciding we're not 
going to and retargeting is going to envolve several things, 
we're going to have to go back into Ops 2, reload the computing 
system with the KSC runway so we get the microwave and all the 
tack hands everything like that and then we'll go back into Ops .3 
and come around and do it again. If we're in a situation where 
somebody asked me right off the bat if we had a situation where 
Northrup was clearly unattainable, would we strike right out for 
KSC and 1 suspect we would, I'm not sure we would do it on rev 
129 but it all depends on when, what that five or seven o'clock, 
or when ever that big weather pow wow is going to bo in the 
morning. I thought somebody said five, seven o'clock in here, I 
though it was going to be at 5:00 and I really think that's when 
its going to be and right then wo are going to decide whether to 
try for Northrup and if the decision is made to try, we will 
probably will have some, hopefully have some good evidence that 
we will have a pretty good chance of getting in there. 

JOHN BANGE. . CHIACAGO TRIBUNE . . .One thing that I was wondering 
about is you've got all that equipment that you shipped from 
Edwards over to Northrup in order to take care of the ship once 
it gets in, it took a long time and it was a big effort, do they 
have all of that stuff at Kennedy as well and if they don't have 
it, what is that going to mean for the ship? 

HUTCHINSON No they do John, and recognize that Kennedy of 
course has had the requirement all along to accomodate a return 
to launch site abort and they have been equiped to handle the 
orbiter for that purpose if for nothing else right from the very 
beginning. So Kennedy is completely capable of taking care of 
that, taking care of the orbiter in as good of fashion as Edwards 
or Northrup does. 

PETE PAUL. . . AVAITION WEEK... If you have a real problem with the 
transponder one and you have to go to that onboard, work around 
with the onboard !;it. How long would that, how long does it 
indicate it will take to do that? 

HUTCHINSON Well first off we would have to have a problem with 
a tianspo, with the one we're on and then we would have to go and 
do the power work on the other one which we think might recover 
it and then if that didn't work, we would probably, that's a 
several hour job, we have to build a cable from cable kit and pin 

kit we have onboard. We've done it once on the ground over here 
in (garble) I frankly don't know how long it took, but you could 
rest assure t' at it would be a several hour job, if you're 
thinking we could get up tommorrow morning and go build a cable 
and still get down, I rather doubt it. 

PIER ACKERMAN. . .TIMES OF LONDON ... Ne i 1 , I just want to run 
through this thing that Kranz said and he saiu that the weather 
update for Northrup was to bo expected at 3:04 a.m. central time 
and that the flight controllers and the management team would 
meet at 5:00 a.m. our time. 

HUTCHINSON As far as I know that's correct and that's why the 
5:00 meeting I was quoting is that 5:00 meeting. Their all home 
sleeping by the way so.., 


HUTCHINSON The question was when does John go up the first 
time in the STA. I don't know. I'm not sure if he'll make a 
run, a couple of runs for the purpose of providing a assessment 
at that meeting. Let's see 5:00 a.m. our time, is it daylight 
out there. No John will not be up. We don't make STA runs at 

COOK. . .UP I . . .Night landings have been ruled out so far or at 
least been considered undesirable. In the event of a wave off 
tommorrow, do night landings become less undesirable? 

HUTCHINSON I don't think there's any, that that even under 
consideration here. I think that we have enough opportunities 
that at the three places that we have a potential to get down in, 
in the United States, over the next three days, it is, would not 
be in anybodys thoughts to even discuss a night landing and I 
have noc heard one discussed and I would think that we would try 
to advoid that pretty hard. 

JAMES WALKER. . . ABC ... Are the astrounauts wives in New Mexico? 
And has any provisions been made for the VIPs in case they have 
chosen the wrong... 

HUTCHINSON Jim they are in, the wives did stay in New Mexico . 
and I can't answer that if we end up at KSC, I am sure that we 
will make, that provisions will be made to get them down there 
fairly quickly. I don't know maybe they'll all meet in Houston 
but you know the crews do come home fairly quickly these days. 
You know they're back in Houston in the afternoon. But the wives 
did stay in Northrup. 

" Mr. Hutchinson, when a decision is made, as one was 

made today to scrub the landing, or to change the landing site, 
how high up in the NASA hierarchy is that decision made? Did 
General Abrahamson make that or was the (garble) brought in the 

teleconference or was it Mr . Beggs who made the decision. What 
is the mechanics in making such a decision in the bureaucracy? 

HUTCHINSON Well frankly I can't tell you exactly. I was over 
in the control center but I can't tell you exactly who made it. 
Quite frankly those kinds of things are unilateral . NASA does 
everything by committee. We had a lot of people, and I don't 
mean to, we had a lot of people who had inputs into that. Not 
the least of which were all the people you mentioned. And 
certainly not the least of was John Young, who was flying the 
STA, My impression of that activity when it was going was that, 
you know, we all started out with high hopes. And as the day 
wore on and we began seeing pictures and people, we had several 
observers. We had a couple of other crewmen out there, we had 
our chase pilots. We had the STA, we had the weather people at 
White Sands, and our own weather people, and we had television of 
coutse, as you folks here saw. And it as we wore on there, 
getting the spacecraft ready. It was becoming more and more 
obvious that the situation was deteriorating. And people began 
to thirvk about well, maybe this, wasn't the right thing to do. 
And, ve talked some wove, and in the end of course the real nail 
in the oofUn^as vlohn'a comment. That STA evaluation is very 
very impo,i;Vv>t \i| piobably the tuggost single vote in that 

whole, process. 

\m\ikely h.apV^Vi $\anoo that both Awards and Northrup are socked 
out. \ am from Florida, I know how fickle the weather can be 
thot<\\ Do. you there's a Ukelyhood ever that we're going 

UVsco ^egiviav V&utine. landings of the shuttle and one site in 
^\6t i«h\ tyi ■■'V4 \here ' .\t\y consideration to having 3 sites up and 
VvmnvrV^ V<*A B tant\y fo\ ahvittle operations. 

HOVOH I NR.OH ■ N,o, when we finally get to the operations phase we 
intend, to only have one. Now we are going to keep of course, 
always Keep as a contingency operation perogative of going to 
Kdwards. I'm not sure how long White Sands will be in that 
status. Kdwards Air Porco ttase is a facility and as a alternate 
place to put the shuttle down. The continential United States is 
exit's,' and will. Our intent is to go to Florida regularly. 

We've been asked to pass on and remind you that the 
change of shift briefing is 5:00 a.m. here. Weather briefing, 
we'll bring it to a closing. 

Rnd of briefing 


This is our March 30th, 3:30 a.m. Central Time 
Change of Shift Briefing which was originally scheduled for 
2:30. We have with us Flight Director Tommy K. Holloway and I'll 
turn it over now to Tommy . 

HOLLOWAY What was that name? 

Bill Polmoroy . 

HOLLOWAY Okay. I came on shift last night after the crew 

was already supposed to be in bed and they probably were, at 
least they were powered down for the night. We just experienced 
a thermal alarm in the APU system. It turned out to be a 
transient in one of the temperature measuring devices and we 
reset the limit in the fault Detection System and flew the rest 
of the night without any further alarms. Crew woke up this 
morning on time and were in very good spirits. They were about 
their business of getting ready to deorbit and were on schedule 
when I left the Control Center just a few minutes ago. Now they 
were, one new thing for them this morning since we got them up 
early, they're seeing a different part of the world than what 
they've seen before so they were eager to get a look out the 
window and look at the Mediterranean. Last night, we developed 
some updates to their procedures to enable them to deorbit a 
little, in an hour and 1/2 less time today than what we had 
yesterday to provide an opportunity to either get into Northrup 
Strip on urbit 129. Our prime deorbit opportunity is Northrup on 
129 with a deorbit TIG time of 7 days, 23 hours, 12 minutes, and 
21 seconds and a landing time of 8 hours, 8 days, 0 hours, 6 
minutes, and 28 seconds. We have a backup opportunity 1 REV late 
either to Northrup Strip or to Kennedy and we could exercise 
either one of those options in real time. If it was Northrup 
it's 8 days, 46.0 hours, 46 minutes, 25 seconds, and with a 
landing at 8 days, 1 hour, 40 minutes, and 32 seconds. If it 
turned out to be KSC it's 8 days, 0 hours, 52 minutes, 17 seconds 
for deorbit, 8 days, 1 hcur, 46 minutes and 24 seconds out if it 
turned to be KSC. I did not receive a weather briefing last 
evening primarily because I was involved in developing some 
procedures changes through the evening and didn't have time and 
frankly, the weather problem belongs to the people who are on 
duty now, the entry team and the NASA management. I did listen 
out of one ear while the entry flight director was receiving a 
briefing a few minutes ago and I'd characterize the weather is 
Northrup Strip as improving, it seems to be improving every hour 
in terms of the blowing sand and the winds. The weather people 
are optimistic that today will be a good day at Northrup Strip. 
The winds are predicted to be less at landing time than they were 
yesterday by a significant amount, I believe 10 gusting to 20. 
The situation at KSC is not as improved as much for today as wo 
had hoped, had expected it to and Is perhaps in the area of being 
a marginal site for today at the current time and Edwards 
Airforce Base is about like Northrup strip or maybe a little bit 

better. The good news is that/ at least if you want to go with 
predictions, is tomorrow, Wednesday, is expected to be a good day 
at all three landing sites. So things are looking up in the 
weather world and I expect that we'll get in today at Northrup 
Strip, although I told the ones that are here last evening that I 
was gonna wake up and watch the landing with you, but we didn't 
make it yesterday. I'm hopeful that: we will today and I'm fairly 
confident that we will today and if not today, then certainly 
tomorrow. Are there any questions? 

Please do the usual. Give your name and 

a f f i 1 i ation . 

Why we're here would-be a good question. 

WAYNE DOLCEJWINO. . . KTRH . . .Tommy, you say the weather looks better 
at Northrup today, but I'm getting the feeling that we're going 
to try on 129 at Northrup and if we see the lovely weather we saw 
yesterday there that we may just blow it off another day. Is 
that the way it's starting to shape again? It's either going to 
be Northrup or it may be another day? 

HOLLOWAY Well, we have the capability to look at Northrup 

and Kennedy at the same time. John Young will still be at 
Northrup. Bob Crippen is now at Kennedy flying an STA just as 
John is, so we'll be doing a dual evaluation today and we'll take 
either site. So if we consider weather at either site acceptable 
on 129 for Northrup and 130 for either one, we'll take the good 
si te . ■ ■ .. . 

WAYNE DOLCE^HINO.. .You ' re not mentioning Edwards. Does that mean 
that it's really, .. .even though it's third, it's really a real 
low third in terms of landing there? 

HOLLOWAY Right now in the planning it is. There's a 

possibility downmoding to Edwards if the weather observations 
were such that provided you the capability to do that and the 
local observations and so on and so forth, is a very straight 
forward thing to do. We could downmode on 32 or 33 and go ahead 
and go into Edwards if we decided to so, but right now, it looks 
like the Northrup Strip or Kennedy. 

WAYNE DOLCE^HINO. . .One other question. Could you do, I guess the 
usual, like you did yesterday and kind of run us through in 
general terms what we might expect to see in the next few hours 
in terms of crew activity? 

HOLLOWAY Okay. Well, for a bit now, you probably are not 

going to be able to tell what's going on. The crew is right now 
doing the morning business of getting things ready to go. They 
should be aligning the IMU's at about this very moment. They're 
cleaning up a few things in the spacecraft, stowing some items, 
getting things picked back up. The FCS checkout has been 
cancelled as it was yesterday. The payload bay doors and 

theodolite citings have been, the theodolite citings have been 
cancelled since the objectives of those were accomplished 
yesterday to determine the door deflections and the situation 
that we have before entry where we have deferred the closing of 
the doors and setting up the radiators for entry a little bit. 
The doors are going to go closed at about 3 hours and 10 or 15 
minutes instead of 4 hours, primarily to save some water. We've 
used, yesterday we used up some of our water and to maintain our 
margins to keep flying for another couple of 3 days, we wanted to 
boil a little less water today. Also save a little RCS because 
we use more RCS when we start boiling water up and it starts 
venting and so on and so forth. So the doors will go closed at 
about 3 hours. We'll... suit donning will. ..3 hours and 15 
minutes, suit donning will be about 3 hours prior to deorbit. 
We'll go into the entry configuration on the computers at about 
an hour and 15 minutes to go and then deorbit at 0 and land at a 
plus 1. 

PAUL RAYBURN . . AP . . . I ' m sorry Tommy, I missed the touchdown time 
at Northrup on REV 130 and I have a question for you as well. 

HOLLOWAY Touchdown time on 130 to Northrup is 8 days, 1 

hour, 40 minutes, and 32 seconds. 

PAUL RAYBURN. . .Okay . And... 

HOLLOWAY I have a recommendation, you guys don't pay any 

attention to those seconds. Count them off to the nearest 
minute . 

PAUL RAYBURN. . .Why is KSC not an option on REV 129? 

HOLLOWAY Primarily because of the tracking geometry that we 

have in getting into KSC. What we'd really like to have is an 
opportunity to go early, fairly early but have a backup REV and 
we can do that on 130 and still have a backup into KSC on 131. 
So we'd rather wait if we can. Now the reason we're going into 
Northrup so early is because we felt that that would help the 
weather situation. And time is not a dominant factor in the 
weather, at least it has not been in the last couple of days. 
There's not a dominant factor in the weather at KSC at this 
time. I might add that if it were required for any reason, we 
could go into Kennedy on 129, but that's not in the plans right 

DICK RATNER. . .ABC. . .Could you walk us through the decision 
planning please? Is there still going to be a mission management 
shortly before dawn and when do you get the first STA weather 
reports, that's gotta be presumably at the first light and what 
happens, when do you make the go, no go? 

HOLLOWAY Well, those processes will be very similiar, in 

fact, almost identical to what they were yesterday. I'm not even 
positive that the mission management team's going to meet 


persay. They have met yesterday. As Mr. Kranz briefed you 
yesterday afternoon, the basic strategy for today has been put 
into place 129 to Northrup with the backup to Kennedy and you 
could go to Northrup, depending on the circumstances that kept 
you off of 129 into Northrup. All of those are in place so at 
this time it's merely a matter of implementing the mechanics of 
doing the STA flights at both sites on the schedule that we have 
had since prelaunch and frankly, I can't quote you that schedule 
because I'm not involved in the details of running this entry and 
I don't remember what it was but it will be the same as it was 
yesterday. And we can wave off at a number of different points, 
depending upon what the situation is. You know, as soon as it's 
time to take off and fly the flight, you could look out and say I 
don't have any visibility and we'd best not do this, or you may 
have to fly the flight and then determine that you best not do 
it. So the wave off point is a variable depending on how bad or 
how good the conditions are. 

After this question, we'll switch to the Cape and 
see if they have some questions. 

JOHN PINE. .. REUTERS ... Is it safe to say that the entry team right 
now has two groups of people, one working on the 129 at Northrup 
and maybe another set working on the 30 Northrup at KSC, or is it 
all just handled by the same team as an essential type process? 

HOLLOWAY It's all handled by the same group of people. And 

generally, it would be handled serially. They'll work on 129 and 
then they'll work on 130, and depending upon the situation when 
they go to 130 and whether,., they may carry the option to go to 
Northrup and KSC and to 130 . 

Okay . At th is t ime , we ' 11 see if there ' s any 
questions from KSC. 

Yes. We have some questions and please identify 
yourself and your affiliation please . 

have some mach numbers at different points across the states for 
a landing at Kennedy. Do you have any altitudes. 


Do we have any more questions? 

Yes, up in the front row, 

STEVE JALLEVARA . . . FORT LAUDERDALE NEWS . . . Hoi loway , I'm sure that 
data could be ... expressed any anxiety or willingness to get 
back today rather than tomorrow? 

HOLLOWAY I'm sorry. I missed your question. I spoke over 

you. Repeat it please. 


STEVE JALIiEVARA. . .Have the astronauts expressed any desire to get 
back to day rather than tomorrow? Have they showed an interest 
in getting back to Earth as soon as possible? 

HOLLOWAY They've not expressed an opinion one way or the 

other that I've h>?3rd. 

Do we have any more questions here at KSC? 

I guess that's it from KSC. 

Okay. Do we have any more questions here? Yes 

■ one. 

WAYNE DOLCE^HINO. . . KTRH . . .Tommy , what we saw yesterday at 
Northrup was pretty lousy in terms of wind and we saw, you know, 
5 minutes we had winds of 10 miles an hour and yesterday it was 
like the Sahara Desert there. Are you guys at all a little bit 
now unsure about that place in terms of an alternative site 
seeing how quick things can change there? I mean have you lost 
any confidence in it? 

HOLLOWAY I don't think so. I think the phonomena yesterday 

was a function of the particular weather that was going on at 
that time. The weather people are looking at a high that is 
coming in off the west coast of the United States in the southern 
part and down in Mexico that'll be dominating that area starting 
Wednesday, and hopefully for Thursday, and those weather patterns 
are more predictable and more steady so it's, I think it's just a 
function of what's going on at at particular time. Kind of like 
in Houston, sometimes it rains every other hour and sometimes 
occasionally you have some decent weatnir in Houston. 

I got here late, so I'm sorry if this was asked 
before, but leading up to the first opportunity for retrofire on 
129, what will the astronauts be doing this morning. They 
probably got a lot of the pre-deorbit activities out of the way 
yesterday I would assume. 

HOLLOWAY Well, they'll be repeating most of the terminal 

activities so I'll pick up with those. You're right in some 
respects. Some of the activities are not required that were done 
yesterday. As I explained previously, we've deleted the 
theodolite citings that we associated with closing the payload 
bay door and deferred the payload bay door closing about an hour 
to sa...when we close the payload bay doors, we have to start 
boiling water and the fuel cells make water but we're not making 
as much water as we used yesterday so we have a little less water 
than we'd like to have onboard. To help that situation we've 
deferred the door closing about an hour. The doors will go 
closed at about a minus 3 hours and 15 minutes. After that, 
we'll be back on the same schedule you saw yesterday with suit 
donning in about 3 hours and with the configuring right after 

suit donning/ checking the cockpit and making sure all the 
switches are squared away, and then at about a minus hour and 15 
minutes, we'll be putting all the computers into the entry 
configuration and coming back up over the states and doing the 
normal things. So starting about 3 hours in, it's the same as 
you saw yesterday . 

RATNER. . . ABC. . .How long does it take to change the computer 
programming if you have to change the landing site from Northrup 
to KSC. 

HOLLOWAY If we wave off from Northrup Strip and decide to go 

into Kennedy on 130, what would be involved and how long it would 
take, it would take about 5 minutes. What is involved is that we 
would recall the onorbit program called G-2 and reload the 
definiton of the landing sites into what we call a mini-table, 
which is just a definition of the landing site locations and 
update the TACAN's hands and the microwave landing system 
definitions of where they are and then recall OPS 3, that is the 
entry computer programs. That entire process would take about 5 
minutes and then the crew basically would be waiting an hour and 
a half with not a lot to do as they came around to the next 
opportunity. Getting new data from the ground, you know all 
these uplinks and voice calls that we make, they would all be 
made over in that last REV and they'd get new target data and a 
new entry pad and all that information and would be generated and 
would be commanded up on that REV. But the answer to your 
specific question, it would take about 5 minutes to get the 
computers squared away. 

Okay. Thank you. more question. 

JOHN PINE. .. REUTERS. . .Again. That APU alarm that, I'm trying to 
think, what time, how far in that sleep period did it go? 

HOLLOWAY Right after the sleep period had started, and I 

don't know precisely but it was in the order of 30 minutes so I 
don't expect it had a big impact on the crew's sleep. You know 
we tried to get them to bed early anyway and they probably really 
weren't sleeping. It's hard to go to bed and go to sleep before 
you've been used to going to sleep. I've kind of gotten involved 
in that in the last 7 days . 

Okay . Thank you very much .