Roger. Sounds good. And this is the crew of Apollo 13 wishing everybody there a nice evening, and we're just about ready to close out our inspection of Aquarius and get back for a pleasant evening in Odyssey. Good night.
Apollo 13, Houston. The next thing we'd like you to do is to -
- we'd like you to roll right to 060 and null your rates for photography of the Comet Bennett. To do that, we would like you to enable quads C and D. For the maneuver, use all your quads. And in precisely 1 minute, we'd like you to terminate the battery charge on battery B. One other request, we'd like to have you verify -
One other request, we'd like you to verify your high gain configuration. We'd like to know what track mode, what SERVO, and what BEAM WIDTH.
Okay, Jack. During the TV we were AUTO TRACK, NARROW BEAM WIDTH, and the PRIMARY ELECTRONICS. And we had a good lockup. Just after we started the maneuver, I was able to lock you up and get real good signal strength, and it just seemed that right there at about 239° in yaw, that the signal strength would just drop off and yaw would go to 0 and pitch would go to 90.
Roger. We copy, and the TV show was great.
Okay, real fine. Okay, I'm going to maneuver to 060, 090, and 0.
And 13, we'd like you to check C-4 thruster.
Okay, Jack. The battery charge has been terminated on battery B.
Roger. We see it, Jack. And we've got a reading of -2° on the docking index. We'd like to know if that's 2.0 precise or if it's 2.1 or 1.9.
No. It's -2.0 precisely.
13, we've got one more item for you, when you get a chance. We'd like you to stir up your cryo tanks. In addition, I have shaft and trunnion -
- for looking at Comet Bennett, if you need it.
I believe we've had a problem here.
This is Houston. Say again, please.
Houston, we've had a problem. We've had a MAIN B BUS UNDERVOLT.
- Not "we have a problem," as in the film. The scriptwriters felt the present tense was more appropriate.
- The first reading that the MAIN B electrical bus was dead. It would never recover.
Roger. MAIN B UNDERVOLT.
Okay, standby, 13. We're looking at it.
Okay. Right now, Houston the voltage is looking good. And we had a pretty large bang associated with the CAUTION AND WARNING there. And as I recall, MAIN B was the one that had an amp spike on it once before.
In the interim here, we're starting to go ahead and button up the tunnel again.
Yes. That jolt must have rocked the sensor on - I see now - O₂ QUANTITY 2; it was oscillating down around 20 to 60 percent. Now it's full-scale high again.
And Houston, we had a RESTART on our computer. We have PGNCS light and RESTART RESET.
Roger. RESTART and a PGNCS light. RESTART and a PNGCS RESET -
And now looking at our SERVICE MODULE RCS HELIUM 1, we have B is barber poled and D is barber poled. HELIUM 2, D is barber pole. And SECONDARY PROPELLANTS I have A and C barber pole. BMAG temperatures.
Okay, AC 2 is showing zip. I'm going to try to reconfigure on that, Jack.
We got a MAIN BUS A UNDERVOLT now too, showing.
It's reading about 25.5. MAIN B is reading zip right now.
- volts. 29 volts was nominal.
13, Houston. We'd like you to attempt to reconnect fuel cell 1 to MAIN A and fuel cell 3 to MAIN B. Verify quad Delta is open.
Okay, Houston. I'm showing - I tried to reset and fuel cell 1 and 3 are both showing grey flags, but they're both showing zip on the flows.
Okay, Houston. Are you still reading - 13?
That's affirmative, we're reading you. We're trying to come up with some good ideas here for you.
Okay. Let me give you some readings - in the interim to help MAIN A voltage, Jack. I've got BUS TIE AC on.
In the interim, to help out MAIN A voltage, I've got MAIN BUS TIE BAT A/C on. Or would you rather accept the 25 volts we are seeing on MAIN A?
- These letters are designations, not "alternating current."
- 29 volts was the target operating voltage of the bus. Adding more power sources in series ups the voltage.
13, Houston. We need OMNI Charlie, please.
13, Houston. We'd like you to verify couple of readings for us. We would like the nitrogen pressure on fuel cell 1. We need the oxygen pressure on fuel cell 2.
Okay. Nitrogen on 1 and oxygen on 2. Is that correct?
Okay. The systems test 1-A says zip.
And 2 Baker, which is 3 oxygen, says 0.6.
2 Baker says 0.6, and say again the other one.
Fuel cell 1 nitrogen reads 0.
13, Houston. We'd like you to open-circuit FUEL CELL 1. Leave 2 and 3 as-is.
Okay. I'll get to work on that.
And Jack, our O₂ QUANTITY number 2 tank is reading 0. Did you get that?
O₂ QUANTITY number 2 is 0.
That's AC, okay. Yeah, that's because of AC and it looks to me, looking out the hatch, that we are venting something. We are venting something out into the - into space.
- In the film, the whole timeline is compressed - including this call nearly 14 minutes following the incident.
Roger. We copy your venting.
It's a gas of some sort.
Okay, FUEL CELL 1 you just wanted it off the line now, Jack, is that right?
We just wanted you to open the circuit on fuel cell 1.
Okay, she's off the line.
13, Houston. We see you getting close to gimbal lock there. We'd like you to bring up all quad Cs on MAIN A, quad C-l, C-2, C-3, C-4 on MAIN A, and also bring B-3 and B-4 up on MAIN A.
13, Houston. Do you read?
Okay. Can you tell us anything about the venting: where it's coming from, what window you see it at?
It's coming out of window 1 right now, Jack, and could you give me the thrusters again?
We'd like - on MAIN A, we'd like Charlie 1, 2, 3, and 4. Also Bravo 3 and 4 on MAIN A.
Okay, 13, this is Houston. We'd like you to go to your GNC checklist, the pink pages, 1-5. Do a powerdown until we get a delta of 10 amps. Over.
Okay, Jack. Say again that - - for the power down - not the pink pages, the 1-5.
Okay. We'd like you to go down that power down procedure until you get a delta of 10 amps. Over.
13, Houston. Did you copy our power down request?
Roger, Jack. We're - we're doing it right now.
Yeah where - where did you say that was located, Jack?
That's in your system checklist, page 1-5.
And 13, you might also check for those pages in your launch checklist. They're emergency pages - pink pages, 1-5. And we'd like you to power down until you get -
Okay. That was in the launch checklist, Jack.
Roger. Power down until you get an amperage of 10 amps less than what you got now. Over.
Okay Jack. Are you happy with the amps we have now?
Okay Jack, and on this page 1-5, we proceeded right down the list, all the way down. We're right now at BMAG number 2 is in WARM UP.
Roger. We copy BMAG 2 in WARM UP. We'll follow you through.
Okay, and something is giving us some rates, Jack, both in pitch and roll, so I'm suspecting that maybe it's whatever it is that's venting back there. I've had to use DIRECT in order to stabilize this, and as soon as I do, we're starting to pick up rates again. Can you pick up any jets firing?
What direction are you rates in, Jack?
It's negative pitch and negative roll.
13, Houston. We need to get some more instrumentation up. We'd like you to put INVERTER 1 on both AC BUSES. Over.
Okay, you got INVERTER 1 on both AC BUSES now.
And Jack, one of the items that we turned off was the - all the fuel cell pumps. Okay, and you might let us know when fuel cell 2 needs its pump back. We ought to take care of that guy.
Okay, Fred. We want FUEL CELL 2 PUMPS to AC 1, please.
FUEL CELL 2 to AC 1. Roger.
OMNI Charlie please, 13.
Okay, 13. We've got lots and lots of people working on this. We'll give you some dope as soon as we have it, and you'll be the first one to know.
Okay, Jack, and the weird configuration we're sitting in now is we have the hatch installed, we still have the probe and drogue inside the command module, and we're going to stay in this situation until you kind of give us an okay to reinstall the probe and drogue.
Roger. We'll give you an answer.
Or if necessary, to use the LM consumables.
13, we'd like to have you put thruster Alpha 3 on MAIN A, please.
Okay, Jack. Are you monitoring the quad temps in quad A - package temps?
13, this is Houston. We'd like to power down just a little bit more, so let's get BMAG 2 OFF, and make sure your lights are down. Over.
Okay. The lights are down, and BMAG 2's going from STANDBY to OFF.
Okay Jack, now I've got a rate -
- we'd like you to open circuit FUEL CELL 3.
Open circuit FUEL CELL 3.
Okay, FUEL CELL 3 is off the line now.
And 13, Houston. We'd like you to turn all your Bravo thrusters OFF, and put all your Delta thrusters on MAIN A, please.
All Delta thrusters on MAIN A and all Bravo thrusters OFF. Roger.
13, Houston. Turn BATTERY A OFF -
Okay, Jack, (unintelligible)
13, Houston. We'd like you to isolate your O₂ surge tank. Over.
Surge tank off now, Jack.
Okay Jack, are you copying O₂ TANK 1 cryo pressure?
That's affirmative, and we're trying to get power to that tank. Standby, we're working on it.
Okay, we had a SERVICE MODULE RCS B light, Jack, due to package temperature.
Let's read you the lights we got on now: CRYO PRESS, FUEL CELL 1, FUEL CELL 3, MAIN BUS B UNDERVOLT, SUIT COMPRESSOR.
Roger, we copy them. And we'd like to build up the pressure in O₂ TANK 1, so turn the heaters on manually. We'll watch the pressure for you.
- Overriding the automated circuit meant the heater wouldn't disengage automatically, which could lead to overheating and damage.
Okay, do you want to see - we're going to get a MAIN BUS A UNDERVOLT, probably.
Roger, we realize that. We feel we can stand 5 more amps on it.
Okay, heater on TANK 1's ON.
13, Houston. We'd like you to additionally bring on the fans in O₂ TANK 1, and we can stand the additional amperage on that.
Okay. Bring up the fans on O₂ TANK 1.
13, Houston. We'd like you to check some circuit breakers on panel 226. CRYO O₂ HEATER number 1, MAIN A. And check the three CRYO FAN MOTORS, TANK 1, three phases.
Okay, Jack. 226 is configured just like it should be. I got three REAC breakers and three RAD breakers open. All the rest are closed.
- The valves that closed the fuel cell reactant valves were electrically actuated. To prevent accidental closing, the circuit breakers to those valves were normally pulled.
- Fuel cell radiator
Jack, looking outside, the number of particles has diminished greatly, almost ceased now, which indicates maybe what was venting has almost stopped.
Roger, Jack, thank you. We copy.
I'm still getting some rates in negative pitch, though.
And 13, we'd like to verify that both BMAGs are OFF, please.
Negative. We just have one BMAG. BMAG number 1 is still ON.
Okay, Jack. Let's take BMAG 1 OFF.
Okay. BMAG number 1 OFF now.
13, this is Houston. We'd like you to give us a survey of your displays on MDCs 1 and 2. Give us gauge readings and talkbacks. Over.
Okay. We'll start with display number 1.
Okay, Jack. On MDC 1, there's nothing abnormal. All the rate indicators are zero. Ball number 2 is frozen, of course: we lost MAIN B.
- You can follow along these readouts on the MDC diagram located here.
I've got - ball number 1 appears to be working normally. Right now I'm sitting at roll 0, pitch 180, and yaw about 13°.
I'm going to try and hold 0, 180, and 0.
Okay, Houston. The center panel - I'm looking at the RCS indicator A. We have a package temperature of 180. Our helium pressure is 3900. I'm looking at fuel pressure of about 180 and percentage of about, I'd say 85%.
B is about the same, except that that package pressure is 190. On Quad C, we're looking about the same, except that the package temperature is 100. On Quad D, we're looking at package temperature of 160. All other indications are about the same.
CM pressure - RCS pressure is looking nominal. Helium pressure's up around 4000. And package temperature is about - a little less than 80 on ring 1 and about the same on ring 2.
And the - talkbacks on the SM RCS, I've got HELIUM 1 now are all grey. HELIUM 2 are all grey. PRIMARY PROPELLANT all grey. SECONDARY PROPELLANT, I've got two barber poles - A is barber pole, B grey, C barber pole, and D grey.
Okay. On the ECS RADIATORS, ?? is grey. On the - on the ECS, PRIMARY INDICATOR.
Okay, Jack. Starting at the top. Okay. The CRYO TANKS: H₂ 1 is reading 230 and the same for 2. Our O₂ CRYO TANK 1 is - looks like it's barely holding its own at 300. And, CRYO TANK 2 is reading zip. Our quantities: H₂ 1 is reading 73, 2, 74.
On the O₂ side, we're reading O₂ 1 at quantity 76. O₂ 2 pegged to full scale high. RAD TEMPs PRIMARY INLET we're reading about 55; RAD OUT is reading about 30, and the SECONDARY OUTLET is reading - reading 52°.
And the EVAP OUT TEMP is 45, STEAM PRESSURE 0.17, and GLYCOL DISCHARGE 48. SUIT COMPRESSOR is reading zip. The ACCUM is reading 30; H₂O WASTE is reading about 34; POTABLE's reading about 98; SECONDARY RAD INLET is reading about 71; and the RAD OUT is about 30; GLYCOL EVAP TEMP is reading 65, STEAM PRESSURE pegged full scale high; DISCHARGE PRESSURE 9 psi.
Excuse me, Fred. I'd like to butt in here a minute. We'd like to have THRUSTER C-1 OFF.
- my last copy is SECONDARY RAD IN.
Okay. Your SECONDARY RAD IN, I gave to you 70 - about 72°; the RAD OUT is about 30; the GLYCOL EVAP TEMP is reading about 65; STEAM PRESSURE full scale high, GLYCOL DISCHARGE PRESSURE about 9 psi. The ACCUM - SECONDARY ACCUMULATOR is about 30 - 34%.
Our temperatures: SUITS showing about 52°; CABIN about 58°; pressures, SUIT reading 4.1, CABIN at 5. PARTIAL PRESSURE CO₂ is up to a little over 1, about 1.1.
On the SPS side of the house, the temperature is 72°, helium's reading 3500; N₂ A is reading 2300; N₂ B about 2450. And our ullage pressures: FUEL is reading about 165; OXIDIZER 170.
Fuel cells: FUEL CELL 1, both CLOSED, they're zip; SKIN TEMP 405°; CONDENSER EXHAUST is lower scale. FUEL CELL 2 - right now we've got an O₂ - an H₂ FLOW reading of 0.13 to 0.14, and the O₂ FLOW is right now pegged full scale high although it has been varying depending on thruster activity which has also given us MAIN BUS A undervolts from a steady reading of about 1.1 up to full scale high.
- As thrusters used power when they fired and each load drops the voltage, the thrusters could trigger undervolt warnings when they engaged.
The T-SKIN is about 445 and the CONDENSOR EXHAUST 17, correction, 180. Let's see if you want it on the DC indicator: FUEL CELL 1 is 0 amps; 2 is reading somewhere between 44 and about - oscillating 44 to 48, again depending on thruster activity.
- is 0 amps. Say again, Jack?
Hello, Houston; Apollo 13. How do you read?
Okay, 13. This is Houston. It appears to us that we're losing O₂ flow through FUEL CELL 3. So, we want you to close the REAC valve on FUEL CELL 3. It looks like FUEL CELL 1 and 2 are trying to hold up okay. You copy?
Are you saying FUEL CELL 1 and 2 - 1 and 2 are trying to hold up but we're leaking O₂ out of FUEL CELL 3? And you want me to shut the REAC valve on FUEL CELL 3? Did I hear you right?
That's affirmative. Close the REAC valve on FUEL CELL 3.
Okay. I'll go to the SSR page. Do you want me to go through that whole smash for fuel cell shutdown? Is that correct?
Okay, 13. We want you to turn the inline heaters OFF on FUEL CELL 1. Then we want you to go through the fuel cell shutdown procedure on FUEL CELL 3. Read back.
Okay. Shut down the inline heater on FUEL CELL 1. We're proceeding with the shutdown, special subroutine, for FUEL CELL 3.
Okay. You got OMNI Bravo and we'd like to have you verify that the tape recorder is OFF please.
Okay, Jack. I'm sitting here with an 06 18 showing and I can't get rid of it. Oh, standby just a -
Okay. FUEL CELL 3 REACs are OFF, Houston.
Okay, Jack. Step 2, special subroutine 1 for the fuel cell procedure has been completed.
Okay, Jack. I'd like to bring on jet A-4. I've got null on negative pitch control, and - negative pitch control, and right now neither DIRECT or AUTO coils.
Okay. You say no pitch in either DIRECT or AUTO? You want to bring on A-4?
Yeah, I've got a positive pitch rate and I can't stop it.
Okay, Jack. Bring A-4 on. Stop the pitch rate.
And 13, we need OMNI Charlie, please.
And Freddo, we would like to have you verify fuel cell reactants talkback is barber pole.
That's affirm. I watched it and it went barber pole as I threw the switch.
Okay. Jack. Let me give you a thruster configuration right now. Able 1, Charlie 1, Able 2 are OFF. Charlie 2, MAIN A, all the thrusters that I call that are ON are on MAIN A. Baker 1 OFF. Dog 1 ON, Baker 2 OFF, Dog 2 ON. Able 3, Charlie 3, Able 4, Charlie 4 on. Baker 3 OFF, Dog 3 ON, Baker 4 OFF, Dog 4 ON.
- The seemingly disjointed order of callouts here is actually the order the switches appeared on panel 8.
Okay, Jack. That thruster configuration looks okay.
Alright. Okay. Do you want some readings from the systems test meter regarding fuel cells?
Standby 1 on that, Jack. Let me ask the EECOM.
We've got some incompatibilities here.
Okay, 13. We'd like to have you give us those systems test readings on FUEL CELL 1 and 3, please.
Okay. 1 and 3 coming up.
Okay Jack, 1-A is reading - lower scale. 0. 1-B is reading 3.45. Okay. You only want FUEL CELLs 1 and 3, okay - ignore that 1-B reading. 1-C is reading 3.4. Now, 1-D is reading 2.4. 2-B is reading 0.25.
Roger, is that 2 Bravo, Fred?
That's 2 Bravo is reading - oh, about 0.25 to 0.3.
Okay. 2-C is reading 4.1.
Roger, 4.0. Say again what it is, please.
And 3-D is reading 1.95.
And Houston, 13. O₂ tank pressure number 1 is less than 300 now.
Roger. We're seeing that. We confirm it.
13, Houston. We're going to have to have you go through the shutdown procedure on fuel cell 1. Our O₂ pressure is going down as you note and the temperature confirms it. Did you copy?
Okay. Well, what bus configuration - what MAIN BUS do you want powered?
Okay, Jack. We want you to leave the bus configuration as it is. FUEL CELL 2 on MAIN A.
Okay, Jack. We're proceeding with the shutdown procedure for FUEL CELL 1.
And 13, Houston. We'd like you to isolate the REPRESS package, please.
Isolate the REPRESS package. Roger.
I can confirm REPRESS package is OFF.
Roger. So now you've got the REPRESS package and the surge tank isolated. Is that affirm?
Okay. Now, this is - we're ready to close the REACs on FUEL CELL 1. Is that right?
Jack, standby on the fuel -
On that last - confirmation. Okay.
Roger. We're - we're giving you one last -
We want to just get one last confirmation.
Okay, Jack. We're getting that last confirmation. Standby, please.
Okay, 13. We verify that we want you to close down - shut down FUEL CELL 1, close REACs valve.
- FUEL CELL 1; close the REACs valve.
REACs valve on FUEL CELL 1 is closed.
Okay, Jack. I can confirm step 2. The FUEL CELL shutdown procedure is complete for FUEL CELL 1.
13, we recommend that you enable B/D ROLL in the DAP. Over.
13, Houston. We're working on the big dish now, so turn the HIGH GAIN POWER switch off, please.
Okay, Jack. When we got the loud bang, we got also a restart. Did you copy that? Is - does GUIDO want anything, a VERB 74 or anything done with the CMC?
13, Houston. We're ready with a VERB 74 now, please.
Okay, Jack. It looks like O₂ tank 1 pressure is just a hair over 200.
We confirm that here and the temperature also confirms it.
Okay. Does it look like it's still going down?
It's slowly going to zero, and we're starting to think about the LM lifeboat.
Yeah, that's what we're thinking about too. You want me to do a quick P52? It kind of looks like - we've been talking it over, and it kind of looks like we'd probably align our plats - LM platform with our platform and then power down the CM, and keep the LM powered up doing a DPS - whatever DPS burns you give us?
13, we're not going to concern ourselves at the moment with a DPS burn; it's going to be some time before we'd get to that. But we're working on other procedures to give you, which will allow us to use the LM systems. Over.
Apollo 13, Houston. We'd like to charge BATTERY A now.
Charge BATTERY A. Roger.
And Jack, in regard to your question about the P52 and LM platform, it's - there's no need to worry about that now. We wouldn't be using the LM platform for - until about 79 hours, so let's go as-is on the platform for now. Over.
And Jack, we've turned off the waste dump heater. If you're going to consider dumping any more waste water, we probably ought to do it while the duct is warm there.
Okay Jack, let's keep the water; no need for a dump right now.
13, Houston. We see the PROP ISOL valve on RCS Quad Charlie closed, so we'd like to also disable AUTO RCS feature in Quad Charlie.
You want us to isolate the AUTO RCS features in Quad Charlie?
Okay Jack, I didn't plan to reset that Quad Charlie PROP ISOL valve. Do you want me to do that?
Okay, we just tried it and Quad Alpha and Charlie barber poles are showing.
Okay, Jack. That's the secondary propellant are barber poles on Alpha and Charlie.
13, Houston. It won't do any good to try to power the propellant valves on A and C, so we want you to disable the AUTO on RCS Charlie. And we have a procedure for getting power from the LM we'd like you to copy down.
That sounds like good news.
Okay, Jack, about how long is it?
It's not a very long procedure, Fred. We figure we've got about 15 minutes' worth of power left in the Command Module, so we want you to start getting over in the LM and getting some power on that. And you ready to copy your procedure?
Okay. In the CSM on panel 5, circuit breakers LM POWER 1 and 2, OPEN. Then LM POWER switch, reset and release. In the LM, on panel 11 and panel 16, XLUNAR BUS TIE, both circuit breakers CLOSE. On panel 16, circuit breaker ASCENT ECA CONTROL, CLOSE. On 16, DESCENT ECA CONTROL, CLOSE. On panel 14, put your BAT 5 NORMAL feed ON. BATs 1, 2, 3, and 4 LOW VOLTAGE taps, ON. BAT 5 NORMAL feed, OFF. ASCENT ECA CONTROL, OPEN. You copy?
Okay. In the CSM, on panel 5, we want CB LM POWER 1 and 2, OPEN. Then the LM POWER switch to reset, release. In the LM, panels 11 and 16, XLUNAR BUS TIE breakers closed. The DECSENT ECA CONTROL closed. On panel 14, BAT 5 NORMAL feed ON, followed by BATS 1, 2, 3, and 4 LOW VOLTAGE taps ON. Then BAT 5 NORMAL feed OFF. Then ASCENT ECA CONTROL breaker OPEN.
That's a good readback, Fred.
And 13, Houston. As a final effort here, we'd like you to turn on the fans in tank 2. Over.
Roger, understand. Turn on the fans in tank 2.
You want the O₂ fans in tank 2, Jack?
That's affirmative, Jim.
O₂ tanks - fans in tank 2 are on.
13, Houston. We'd like you to start making your way over to the LM now.
Fred and Jim are in the LM.
Okay, you still with us, Houston?
Okay, Houston. You read, 13?
Reading you loud and clear, Jack. I've got a procedure for -
I have an activation procedure. I'd like you to copy it down.
It's just four lines. Go to Activation 1, do step 3. Go to Activation 11, omit step 1. Do Activation 12, and then go to Activation 13 and do step 1. Do you copy?
Okay. Is that Activation 1? Do step 3. Is that correct?
Activation 11, omit step 1, do the rest. Is that correct?
Do Activation 12 and Activation 13, step 1.
Okay, Jack, pressure in tank 1 is approaching 100psi. What's going to be the symptoms of this fuel cell starting to drop off?
Standby, Jack, we'll get the word on that.
And Jim, when you get to the end of that procedure, we'd also like to have you put the DEMAND REGs to CABIN.
DEMAND REGs to CABIN. Roger.
Jack, was that Activation 1 step 3 only, or all of Activation 1?
That's correct - go all the way down to step 3, Jim.
Activation 1 to step 3. Roger.
Houston, Apollo 13. Never mind.
Oh, we were curious about Activation 11 on the VHF.
Jack, this is Houston. We want you to keep the IMU up and keep the lights on so you can see in there, and leave battery off - BATTERY A off. And at the appropriate time, we'll put it on MAIN A. And we're going to keep the IMU up so as we can get a coarse align in the LM.
Alright. Real good. Right now, we're charging BATTERY A. Do you want to discontinue that?
Discontinue the charge on BATTERY A, Jack.
Okay, Jack. I discontinued charge on BATTERY A. You give me the call and I'll turn BUS TIE AC on.
Roger. And we want you to keep the lights up and the IMU on.
And Jack, we'd like you to leave the COMM configuration as-is until we get COMM with the LM.
And 13, this is Houston. I've got another procedure for the LM. A short one.
Okay, ready to copy, Jack.
Okay, on panel 11 we'd like you to close the LGC/DSKY circuit breaker. Then we want you to go to Activation 25, do steps 1, 2, and 3. Then go to Activation 30, and that will give us a docked IMU coarse align. Over.
Roger. Panel 11, close LGC circuit breaker. Activation 25, do steps 1, 2, 3, and then do complete Activation 30. Is that correct?
That's affirmative. On panel 11, LGC/DSKY circuit breaker closed.
- A somewhat unnecessary clarification, as the only thing labeled "LGC" on panel 11 is the LGC/DSKY breaker.
And in the LM, let's go to panel 11 and close the SUIT FAN circuit breaker and get SUIT FAN 1 cranked up.
Okay. Panel 11, close SUIT FAN circuit breaker, and we'll get the suit fan cranked up.
And Jack, in the CSM, go to BYPASS on the radiators and turn your GLYCOL PUMP off.
Pull the BYPASS; GLYCOL PUMP going off.
And 13, in the CSM we want to verify that all the FUEL CELL PUMPs are off, and we want to have you turn off the O₂ FANs in TANK 2.
Okay. Tank 2 fans going off.
Okay, that leaves me with TANK 1 FANs on, and TANK 1 HEATERs on.
FUEL CELL 2 PUMP going off now.
And Jack, leave them both on in TANK 1.
13, Houston. We've got AOS on the LM here.
And 13, this is Houston. In the LM we'd like to have you go to Activation 12 step 3, which is get the batteries on high taps. Over.
How you going there? Activation 12, step 3.
- For a while here, Aquarius has their audio mode set to VOX, so you'll hear a lot of their chatter back and forth that they don't realize is being transmitted.
Okay. And Jack, how do you read from Aquarius?
Aquarius, Houston. Say again, please.
Okay, I was just making a COMM check here. I'm on high voltage taps.
Roger. We see them, Fred, and I'm reading you loud and clear.
Okay. Didn't think I'd be back this soon.
Do it right. Take your time.
And Aquarius, Houston. We'd like you to - on your alignment, can you continue right on through the fine align Activation 31? Go right on through step 7. Over.
Okay, you want to go on 31 through step number 7, Jack.
That's affirmative. And Odyssey, we've got another configuration for you. All 16 RCS AUTO SELECT OFF. All RCS heaters off. Over.
- This is likely a continuation of the EECOM power-down list handed earlier to CAPCOM.
Okay. I can verify all heaters off. Jack, I've got to keep a fairly minimum deadband until I get through this coarse align.
Okay, VERB 41, NOUN 20. Okay.
You want plus? Plus or minus? +302.43? Is that right?
Okay, let me enter it. Okay, what's the next one? +347.78. 347.78. Okay. 081.3. Is that right? ENTER. Okay.
Odyssey, Houston, BATTERY A on.
Houston - okay, I want you to double check my arithmetic to make sure we got a good coarse align. The roll CAL angle was -2°. The Command Module angles were 355.57, 167.78, 351.87.
- This the docking angle index from the very beginning of this audio.
Okay, Jim. We copy the roll CAL at -2.0. Command Module is 355.57, 167.78, 351.87.
VERB 41, we've done that. Okay.
Aquarius, Houston. Request HIGH BIT RATE, please.
That's affirmative, Fred. Won't cost us anything.
Odyssey, Houston. We'd like you to, on your COMM configuration, go to PRIMARY POWER AMPL OFF, LOW BIT RATE, and DOWN VOICE BACKUP. Over.
And Aquarius, we need your SUIT GAS DIVERTER to CABIN.
Houston, I've gone to PRIMARY POWER AMPLIFIER OFF, LOW BIT RATE, DOWN VOICE BACKUP.
Okay, Jack, thank you. And Aquarius, your arithmetic looks good on the coarse align there.
Okay. Okay, standby for an ENTER.
Get the GET; we need the GET. What is it? What's that? 58? 58:07?
Here are the gimbal angles. Command Module, 356.69, 163.42, 346.67. Aquarius is 302.26, 345.92, 011.79. Over.
Okay, Jim. I got Command Module 356.69, 163.42, 346.67. Aquarius, 302.26, 345.92, 011.78.
The LM middle gimbal is 011.79.
Odyssey, Houston. We need a COMMAND RESET on your - on your COMM, and then we'd like you to power down the CMC, power down the IMU, heaters off on the IMU, but leave your BATTERY A on.
Houston, this is Odyssey. Go ahead.
Okay, Jim. I think I'm reading Jack, now. But what we want him to do is give us a COMMAND RESET. And then power down the CMC, power down the IMU, turn the IMU heater off, leave BATTERY A on. Over.
That's just about 80 - in fact, 82 hours out of the two primary cartridges. That's two guys. 44 is what LC8 got. That would be 88 hours. We got a secondary, you're right. We're listening.
Yeah, Jack, did you copy down about the CMC and IMU?
Yeah, Jack; I read it back twice to you. COMMAND RESET, which I've done. I'm about to power down the IMU, power down the CMC, turn the IMU heaters off, leave BAT A on.
That's affirm. Thank you.
Okay, I just got a MASTER ALARM and MAIN BUS A UNDERVOLT. And I'm starting to power down, now. We've lost the -
The only advantage to doing it early - if we can power back - the LM back down. The only advantage to doing it early is you can do a big burn now and a midcourse and then power the LM down. Otherwise, we've got to keep the LM powered up clear until we get around the Moon.
Plus, it would be inside on the burn.
I just hope the G&N hangs up on - hangs in on this one - I'd sure hate to do that one manual.
Odyssey, Houston. Couple circuit breakers for you. On panel 276, on your INSTRUMENTATION POWER CONTROL, open CB number 3 and number 4.
Okay, Houston. Panel 276, INSTRUMENTATION out and reset -
- you got a lot of light -
That's affirmative, Odyssey. And also get your SCS electronics package and power off, and your FDAI POWER/GPI off, and your AUTO jet SELECT, all 16 off.
Okay, well wait a second. Let me - let me get the CMC powered down.
Jack, while he's doing that, copy down what you just said again. I want to write it down.
Aquarius, we need to get your sublimator powered up. Activation page 20 and Activation page 21 step 3. Over.
Roger. Activation 20 and Activation page 21, step 3, sublimator.
That's Activation, page 20?
Okay, Jack. Now I have powered down my IMU. I have no control at all. I'm going to turn my 16 jets off. Say again the other things you wanted?
Okay, Jack. We'd like you to turn off your O₂ TANK 2 heaters and fans. Correction - TANK 1. Turn the fans and heaters off.
Okay. And Jack, can we turn on the FDAI circuit breakers so we could have a ball to see if we go to gimbal lock or not?
- Another oversight in the rushed procedure - they are flying blind.
Houston, he's going to give a 16 NOUN 20, Jack. And okay, I've got O₂ heaters and fans off in TANK 1.
And Jack, let me know if we get close to gimbal lock, would you?
Jim, we didn't want you to power down the ball in the LM. We wanted you to power down the ball in the CSM.
Jack, they haven't powered down -
Jack, we don't have the balls powered up in the LM.
I have the CMC and IMU in the command module powered down. The heaters are out.
And the EVAP flow valve, that's open now. And I've undone my suit hoses here and opened up the suit flow valves. So we've got air flowing in the LM now.
OKay, Jack. Will you say again the SCS items you wanted me to power down?
Okay, Houston. Do you read Odyssey?
Hello, Houston. How do you read?
His gimbal lock and ours are different, Jim.
Apollo 13, Houston. Say again, please. You were cut out.
Okay, Jack. Do you want me to proceed by the SCS powerdown checklist? I did not copy the SCS items you wanted me to power down.
Okay, Odyssey. We want you to go SCS ELECTRONICS POWER OFF.
FDAI POWER/GPI OFF. AUTO jet SELECT, 16 -
OFF. And all your ROTATIONAL CONTROL POWER, OFF.
It's done. ROTATION CONTROL POWER, DIRECT, and AUTO closed OFF.
Okay, Jack. Tell me there - we need to know when we're getting close to gimbal lock in the LM. We have no balls right now.
Okay. We want you to power up your eight-ball. We want you to get your RCS heaters on. Pressurize the RCS and open up the MAIN SOVs. Over.
Okay Jack, I've got two commander FDAI breakers in, AC and DC, and the two GASTA breakers in AC and DC. And next you'll want the RCS heaters all on with the - pressurize the RCS and then the MAIN SOVs open. And I think they're already open.
And Freddo, get the TCA breakers in last, please.
Alright, Jim. I'm holding off on those until you give me further word anyway. I'm just going to pressurize right now.
Jack, are you reading LM gimbal angles?
Okay, Aquarius. I have some gyro torquing angles and the Odyssey is powered down, attitude-control-wise, so LM's got attitude control now.
Okay. We want you to know that we've got some gyro torquing angles for you. And we want you to tell us when you've got attitude control in the LM.
Okay. We're still working on the pressurization. I'm getting Jim on the horn here so he can help out there.
We got to get this pressurized.
Standby 1, Aquarius. Odyssey, we'd like you to go DIRECT RCS and hold your present attitude out the window until the LM gets RCS powered up. Go ahead, Jim.
Well, that's my question. We're not - our 16 20 doesn't match our eight-ball here. We went FDAIs ON, but we don't have our balls completely powered up. There may be a bellyband to get our - the angles don't look the same and we don't want to go into gimbal lock.
- Essentially, Lovell is explaining that with the present configuration they don't have a lot of confidence in even being able to monitor where gimbal lock would be.
Roger. How far are you from RCS power up - RCS pressurization?
Okay, Jack. I'm right up to where it's MASTER ARM ON; RCS FIRE; both LOGIC POWERs out, that isn't closing the normal circuit breakers. You didn't have me do that. Do you want A in and then I'll fire them?
Okay 13, you're both talking at once. One at a time, please.
Close LOGIC POWER A and B, Fred, and pressurize RCS.
Okay, I'm going to try to do the best I can. I've got one attitude reference: I'm going to fly according to the lunar terminator.
- He can fly by sight using the shadow on the Moon as a reference.
Roger, Jack. Just maintain attitude.
What am I doing? I can't do that anyway. Let's see - crossfeed. Nope. Now, and - -
Aquarius, Houston. We'll have to get some AC up so you can get a ball reading. Close your BUS TIE INVERTER circuit breakers, all four of them on panel 11. Close your AC BUS VOLT circuit breaker on panel 11. On panel 16, INVERTER 2, CLOSE. Select INVERTER 2. Over.
That's been completed, Jack.
Okay, the RCS is pressurized now.
Okay, Jack. Do you want us to proceed right on down the line with the RCS checkout and Activation 37 now?
Hell, is he still firing up there?
Okay, Fred. Negative on the Activation on page 37. We want your RCS pressurized and then get your TCA breakers in and go to PGNS ATTITUDE HOLD.
Okay, Jack, how do you read?
Okay, this is Houston. We want you to load the DAP with 30120.
Load the DAP with 30120.
Okay, we need to change that CSM weight.
Okay, Aquarius. Your CSM weight is 63400.
And Jack's alive to take control of the LM to stay away from gimbal lock. Over.
Affirmative. Take control of the LM. PGNS ATTITUDE HOLD.
And Odyssey, request you coordinate with Aquarius on attitude control.
Okay, let's see if we can fire these things, or if we have - ATT HOLD?
Are you firing anything?
And Aquarius, check your ATCA (PGNS) breaker on panel 11 IN.
Close, on panel 11, circuit breaker ATCA (PGNS).
ATCA (PGNS). Come on, let's take it easy now.
Okay, we've got ATCA (PGNS) closed.
Okay, Jim. How's the attitude control?
Okay, Jack. We've got attitude control now in the LM. We're going to try to rotate up through the bellyband.
Odyssey, Houston. I've got a procedure for you.
Well, I want to go up this way to get away from that -
Okay, Jack. Odyssey is ready to copy.
Okay, Jack. What we want you to do is close the reactants valve on fuel cell 2. Power down your inverters. Power down your battery relay bus. Battery ties off. And pull your entry circuit breakers - entry battery circuit breakers A, B, and C.
Check the control, and make sure we don't go to gimbal lock, Fred.
Okay, Jack. Understand. Close REAC valve circuit breakers in fuel cell 2. Power down inverters. Power down BAT relay bus. BAT TIES OFF. Power entry and both running circuit breakers A, B, and C. All off.
That's affirmative, Jack, and - close the reactant valve on fuel cell 2, there.
Okay. I can do that, and Jack will do the rest.
Okay, Jack. On fuel cell 2, open-circuit it.
Okay, fuel cell 2 is open-circuited. Do you want me to go through the standard shutdown procedure for the REAC valves and -
Odyssey, Houston. All you have to do is close the REACs valve on fuel cell 2.
Okay. CB REACs and vent REAC valves all closed.
Okay, Odyssey is completely powered down according to the procedure that you read to Jack.
Roger, we copy. That's where we want to be, Jim.
And Jack, have you all got good LM data down there now?
That's affirmative, Fred. We're getting good LM data.
Okay. In that case, I think I'll pull out some display breakers and just let you all keep an eye on things.
He's turning his lights off now, too.
Standby 1 on that, Fred.
We don't want to lose COMM with him.
Aquarius, Houston. Standby on opening your circuit breakers for displays. We're going to let you know what they are, and I have some gyro torquing angles for you.
Okay. What page is that there gyro torquing?
Okay, what page is the, do we write the gyro torquing angles on, Jack?
Okay. We're there now, Jim. Jim's got it. Go ahead with the gyro torquing angles.
Okay. We'd like you to proceed with the fine align and your gyro torquing angles are X +003.30, Y +024.80, Z -015.10. Over.
Okay, I read the gyro torquing angles as +003.30, Y is +023 - I only have four numbers for Y, you'll have to give that one to me again - and Z is -015.10. Read Y again, please.
Okay, Jim. X and Z are correct, and Y is +024.80.
Okay. We read Y as +024.80. We'll proceed on Activation 40 to fine align the platform.
Okay, Aquarius, proceed as on page 40 with the IMU fine align.
Okay, the way to do that -
Aquarius, Houston. Can you see any stars out the LM window?
We'll have to wipe them off, Jack. They're coated with water right now.
Roger. As soon as you get a chance to - or in a position to - take a look, we'd like to know if you can see stars for alignment purposes.
Okay. Jim's going to be in trouble in our present attitude out his side.
What have you got? How much you got left in battery A? Okay. I wish I knew what the hell they were thinking right now -
They're talking about powering down and doing a P51 here?
No, they were just thinking about P52 -
Aquarius, Houston, negative on the P51. We want to stay just like we are, but we'd like to be able to correlate what you're doing with some simulator work we're going to crank up. And so if you can give us information as to what stars you can see out the window, we can make that correlation.
Would you say that one more time? Give me the top tier - the top tier.
Jim, what we want you to do is go with your current fine align and disregard the P51. What we're attempting to do is to crank up some LMS simulations to correlate what we can get out your window with what we can get out the LMS window to see if that will help us any. So when you can see some stars, if you can - you think you can recognize them and recognize constellations, please let us know.
Okay, we'll check. Standby.
Aquarius, Houston. We notice that the O₂ pressure in ASCENT TANK O₂ is a little high, so we want to use some of it. So close DESCENT O₂ and open ASCENT O₂ TANK 2. Over.
Okay, Jack. Switched now on ASCENT number 2 O₂ tank. DESCENT O₂ is closed.
Okay. Houston, Aquarius. How do you read?
Reading you five square, Jim. Go ahead.
Okay. I'm looking out of Fred's window. I see a lot of particles out there, but a lot of that stuff is still drifting away from us; so a lot of it is flashing in the local vicinity, and I don't recognize any constellations right now in this particular attitude.
Okay, Jim. If that status changes, please let us know.
Roger. We're continuing to drift.
Okay, get your TTCAs to roll.
And Aquarius, Houston, I've got some circuit breakers you can open to power down displays. In addition, I have a P30 maneuver PAD. Over.
Roger. Standby, Houston. Get the CS - get the PAD book.
Get the LM data - get the LM - book.
And, say - we're getting the PAD book now, Jack - and say the first power down?
Okay, I have some circuit breakers that you can open up in order to power down displays.
Okay. Standby 1, Jack. I'm going to get my COMM carrier on.
No, no, no, Get the - get the Command Module PAD book - hey, get all the LM stuff. Give me the LM stuff right now. Jack, give me the LM stuff.
Hey, what do you need out of here?
Can you give us the ?? data?
Looks like I'm cross-coupling here. I might as well -
Well, I want to get out of this roll.
Hello Houston, Aquarius.
Aquarius, Houston. You're watching your middle gimbal there, aren't you? Go ahead, Aquarius.
Okay. Go ahead with the breakers first, Jack.
Okay. You watching your middle gimbal there?
Your attitude is just straight pitch down, Jim.
Okay, you're moving away.
Okay, Fred. I've got 6 circuit breakers for you.
Okay, they're all on panel 11. Row 1, under AC BUS B, open HELIUM PQGS for PROPELLANT DISPLAY.
On row 2. FLIGHT DISPLAYS, open THRUST, open MISSION TIMER, open RNG/RNG RT/ALT/ALT RT, and open the AC BUS A RNG/RNG RT/ALT/ALT RT.
Okay. On row 4, PGNS, SIGNAL STRENGTH DISPLAY.
Okay, that concludes the power down of displays. And I have a P30 PAD for you.
Okay, the purpose is a pericynthion plus 2 hours DPS abort. NOUN 33: 079:25:26.48. +1633.0, -0014.5, -0751.5. Apogee not applicable, perigee is +0020.5, 1797.7, 8:35. 268, 264. +1641.0, -0014.5, -0733.8. COAS is N/A.
- NOUN 33: time of burn
- NOUN 81: change in velocity X, Y, Z (∆V in feet/sec)
- NOUN 42: apogee, perigee, total ∆V
- Burn duration
- FDAI roll and pitch
- NOUN 86: change in velocity (∆V in feet/sec) in the AGS coordinate space
And I have two gimbal trim angles for you which will be updated. Right now, however, we want you to go with pitch 5.86, roll 6.75. Over.
Pitch and yaw, maybe, huh?
Okay. What was the last two this you gave me, a pitch and roll angle for what?
That's for your DPS trim.
Those were gimbal angles for - pitch and yaw.
Yeah, that's what I mean. Sorry.
Pericynthion plus 2. Okay, DPS pericynthion plus 2, at 079:25:026.48. +1633.0, -0114.5, -0751.5. HA N/A, HP +0020.5, 1797.7. 8:35. 268, 264. +1641.0, -0014.5, -0733.8 -
Did we lose water in the -
N/A on the COAS, and you gave me GDA angles of: pitch 5.86, and you want roll 6.75.
Yes, lose - get all the little bags you can with water.
Aquarius, Houston. Say again, please.
Okay, we didn't answer back there, Jack.
Check to see if you're on VOX.
Neither am I. Okay.
- Clearly at least one of them is indeed on VOX.
Why the hell are we maneuvering at all now? Are we still venting?
Well, we're ATT HOLD for one thing - I mean, we're at MIN IMPULSE.
No, I mean why can't you null them out somewhere?
Every time I try to - I can't take that doggone roll out. I got to wait until we get a little into the bellyband.
Wait a minute. Do you - you fight roll by using the TTCA left/right. That's what you need to play with.
Okay, we'll try that. Let me get around though. Let's roll. Let it roll all the way.
Yeah, you can't let it roll all the way!
I know. I know. But I mean -
Okay, until it's upside down at least, huh?
Well, should I ask him what the return time on that one is? Or are you interested?
Let's get the first things first.
Oh, you don't want to hear. Let me figure some times out, here. That's at 79, and what are we at now? About - do we - do we - we don't even have computer time, do we?
Hey, Jack? Do you still have a mission timer? You don't? Okay.
Okay, let's ask - let's ask Houston to give us a mission timer - computer time. They can uplink it to us. Yeah, hold it.
You know, we don't have a - I don't think we have a computer clock going, and why don't you uplink that stuff to us?
And Freddo, I got some fast circuit breakers on panel 16 for you.
Okay. On row 1 under FLIGHT DISPLAYS, SYSTEM ENGINEER X-POINTER, OPEN. Under RCS B -
Open the TEMP/PRESS DISPLAY FLAGS and PQGS/DISPLAYS.
Okay. They're both OPEN.
Okay, Fred. On row 3 under COMM, open DISPLAYS and under ECS, open DIPLAYS.
Okay. COMM DISPLAYS, ECS DISPLAYS - both OPEN.
Okay, and two more. In row 4 under HEATERS, open DISPLAYS and under EPS, open DISPLAYS.
Okay. HEADERS DISPLAY, EPS DISPLAY OPEN. And I've long since had all the lights off; floods, etc.
Where are those bags? Where are those bags for weighing water in the PLSS?
We're going to fill up command module water.
Hell, do you need a QD -
- Jim. No way to get ours in there, I don't think.
I wonder if one of our water - jet is - okay, let's control -
What else can we fill up there?
Aquarius, Houston. We're not going to be able to uplink your time because of the IU, and we have a frequency problem there. But what I'd like to do is give you a time to set up on your mission timer and give you a mark and then you can put it into the DSKY from there. Over.
Wait a minute. Why do we need a mission timer right now, anyway? I mean, that bad - they'd tell us.
Well, I'd rather have a timer going so that we - then we can put it in the DSKY. Then we shut down the mission timer.
Oh, is that what you want to do?
Switch them. Okay, let's fire up the mission timer.
- Lovell is a step ahead of mission control here; the antenna gets switched before the request makes it up.
Aquarius, Houston, we need FORWARD OMNI.
Okay, Houston. If that call was an OMNI switch, I'm in FORWARD now.
Okay, Freddo. how do I get the mission timer up? Gotta get the mission timer cranked in.
I got the mission timer circuit breaker in.
Okay, we're going to probably need NUMERICS LIGHTING. There you go, you got it.
Aquarius, Houston. I think we've got a better way of getting your mission time up.
Okay, we can do a VERB 55, ENTER. And then put in R1 -00088. In R2 -00059. R3 -03274.
- This works because Houston knows when the computer was turned on, and therefore the time it is counting up from. All that is needed is to add the mission time elapsed prior to power-on; ENTER may be pressed at any time.
Watch the crappin' attitude.
God damn; I wish you'd get to something I know.
Well, as soon as you get over here, we'll stop it with the TTCA.
And Aquarius, Houston. We've got you both on VOX.
- Perhaps the salty language motivated CAPCOM on this item.
You want us on VOX, Jack?
We have you on VOX. We're reading you loud and clear and the clock took good.
Okay. Looks like we're on the FDA route there, Jack.
Okay, Jack. How do you read me on NORMAL VOICE now?
Hearing you 5 square, Fred.
And Aquarius, we're ready for a VERB 74 when you can give it to us.
Okay. And one other thing we noticed: when you pressurized the RCS, we got an increase in pressure in the ascent tanks, and so we want to have you verify that the ascent feeds are closed. In order to do that, on panel 11, close the ASCENT FEED 1 and 2 circuit breakers - and cycle the Parker valves, and then open the ASCENT FEED circuit breakers on panel 11.
And Jack, Aquarius. What kind of return time does this maneuver give us?
That puts you back in the water at 133 hours.
And that's an Atlantic landing site.
Affirmative. That's the PAD we've given you, but we may change our minds later on. We want you to have this info for now. And that's the minimum -
Aquarius, Houston. We've got to change the REFSMMAT to the one to which you're aligned. So we'd like to have P00 and DATA and we'll ship that up to you.
Aquarius, could you give us DATA, please?
He's got the updata link - the DUA breaker may not be in, Jack.
Okay, Fred, and close the DUA breaker.
Okay, Jim, and it's coming up now. Thank you.
Aquarius, Houston. We're finished with the uplink. The computer's yours. We'd like to power down the DUA, so pull the DUA circuit breaker please.
Okay. Updata link breaker's coming OPEN.
Aquarius, Houston. We'd like to have AFT OMNI, and we're going to lose contact with you for about a minute here while we try to establish tracking. And our latest data shows that your closest approach to the Moon is going to be 60 miles perigee, over.
Okay. Closest approach, 60 miles, and I'm sitting on AFT OMNI now.
Roger, we'll probably be going off the air here for about a minute.
Houston, Aquarius. Over.
Okay, we're thinking of rigging up the urine dump to the side hatch.
We're thinking about rigging up the urine dump to the side hatch to save urine heater power. What do you think?
Better still so we can - won't freeze up our urine dump.
Roger, that sounds like a good plan, Jim. Why don't you go ahead with that one?
Okay, Aquarius. Down here we're getting regrouped, trying to work on your control modes and trying to set up something for PTC and taking a look at consumables as opposed to flight plan, and so forth. And as soon as we get all that information, we'll pass it up to you. We also have the 14 backup crew over in the simulators looking at docked burns and also trying to see what kind of alignment procedures they can come up with for looking at stars out the window. So if you ever are able to see any stars out there and think you can do an alignment out the window, why let us know.
Okay, Jack. Right now we're not able to. The sunlight's reflecting off the thrusters and whatever debris came away at the time of the mishap is still with us, such that the stars are hard to find. And why - what respect do you want us to do the stars out the window - just to check the LMS run, is that correct?
That's affirm. We'd like to correlate what information we get with yours, so that if we can use it to update the platform, we can.
What we're really trying to do, Jim, is see if we can do a COAS align so we can power down the platform.
Houston, Aquarius. We're getting an awful lot of static on the uplink now, and we're not reading you at all.
I have good signal strength and I'm on AFT OMNI.
How do you read now, Aquarius?
Hey, Jim, do you suppose that you could orient the LM so that the Service Module would be between you and the Sun? I believe you could see - recognize constellations out your front windows then.
- This is (yet another NASA legend) John Young passing up advice learned on Apollo 10.
Aquarius, Houston. Radio check.
Okay, Jack. How do you read now?
Okay, hearing you 5 square now, Jim. And the question we have is: is there some way you can orient the spacecraft so that the Service Module is between the LM and the Sun so you can recognize constellations out the window? And secondly, can you see anything out the AOT?
Aquarius, Houston. How do you read?
Aquarius, how are you reading me now?
Aquarius, Houston. How do you read?
Aquarius, request FORWARD OMNI, please.
Aquarius, Houston. Request FORWARD OMNI. How do you read?
Okay, Houston, Aquarius. How do you read?
Hello there, Aquarius. Loud and clear. How do you read me?
There's an awful lot of background -
Okay, we've got a lot of background static, Jack. You're down in the mud. You having a ground problem?
What we tried to do was to get the IU frequency shifted off a little bit so that we'd have less interference. I think it'll come up - what we want you to do is turn on your descent oxygen and turn off your ascent oxygen. Over.
And request FORWARD OMNI.
You're unreadable, Jack. We've got our signal strength meter - right now it keeps wavering up and down. The best I'm getting is about 2.4 AGC.
- Apparently, the crew have popped back in their COMM DISPLAY breaker to resolve the COMM issue, which means -
Roger. Request FORWARD OMNI.
I am on FORWARD OMNI. I've been on FORWARD OMNI.
- - that they already knew to be on FORWARD OMNI. This in turn means that INCO's diagnosis of the problem wasn't quite right.
Okay, how do you read, Jack?
I'm hearing you 5 square, Fred. How me?
Aquarius, Houston. How do you read?
Aquarius, Houston. Radio check.
Okay, every time you try to transmit, Jack, the AGC starts to drop off and the static level cranks up.
Okay, Fred. You're loud and clear.
Hello Houston, Aquarius.
Hello there, Aquarius. How do you read me now?
Hello Houston, Aquarius.
Okay. That's the first clear word we've heard from you, Jack. Do you think it could be my pitch attitude that's breaking up your incoming? I guess you've been hearing us.
We have been hearing you, and the problem is on the ground. I hope we have it corrected now.
We're considering powering down the PGNS but we want to know what capability you have to do a coarse and fine align. And we read your conversation about being unable to see out the window very good. How about out the AOT?
Okay, and the other thing we thought you might try is to put the Service Module between you and the Sun, and then to see if you can see anything out the window in that attitude.
The reason that we think that that would work is that it worked on Apollo 10. It made the constellations all recognizable when we put the Service Module - in our case the LM, between us and the Sun.
- Once again, this is Apollo 10 CMP John Young.
You're down in the mud again, Jack. And it appears that some other circuit is feeding through on there with you.
- Enough so that Fred couldn't even tell that it wasn't Jack speaking.
Okay, you're down in the mud again, Jack. Lots of background static.
Okay. Houston, Aquarius. How do you read?
Aquarius, Houston. How do you read?
Hello Houston, Aquarius. How do you read?
Hello there, Aquarius. Loud and clear. How me, now?
Okay, we're reading you loud and clear, Jack. I hope it stays this time.
Okay. We'd like to brief you on what our plan is. We're, at this time, water critical in the LM. So we'd like to use as little as possible. To do this, we're going to plan to make a free-return maneuver of 16 feet per second at 61 hours, which is 37 minutes from now. Then we're going to power down the PGNS, and then we'll - at 79 hours, we'll go ahead and make another abort maneuver to kick what we've got. But we'd like to get that PGNS powered down as soon as possible.
That would be after the midcourse and - so, how do you feel about making a 16 foot-per-second burn in 37 minutes?
Well we'll give it a try, Jack, if that's all we've got. That's a 16 foot-per-second DPS burn in 37 minutes?
Roger. We're working up a PAD for it, but we want to know what you think about doing it at that time.
Well, we'll do it. Could you give us a little bit more time?
Okay, Jim. We'd like to get a suggested time from you. We can figure out a free-return maneuver for any time you want to give us, so if you'll give us the time you'd like to shoot for, we'll figure out a PAD.
Okay, that sounds good. I think if we have a little bit more time - we want to do it right. Standby 1.
Let's shoot for an hour if we can, Jack. How's that?
- Prepping for a midcourse burn was normally scheduled for around 75 minutes, and that's with the ready-to-go SM SPS. The LM DPS normally took 2 hours to activate, so even an hour is rather compressed.
Okay, Jim. How about 61 hours and 30 minutes? That's an hour and 5 from now.
Okay. We'll do it and we want to be sure we talk back and forth, now, to make sure we get this burn off right.
Okay. In the interim, Jack, I looked around again and I saw that we have a radar and a landing radar heater breaker in. Can I pull those out?
- CONTROL noticed these around 58:02 and 58:11, but the instruction never made it up to pull them.
Affirmative. Pull them both out.
And now we want to ask you a question about alignments and so forth: we wanted to know if you can see any stars out of the AOT. We also wanted to know if you could use the Service Module to cast a shadow on the LM windows and then look out the windows to see stars for a P51 COAS alignment.
Okay, in this attitude, Jack, that we're pitching around, I cannot use the AOT to see stars. We - we're just not able to see them at all. Now, we may be able to maneuver off in yaw or - and/or roll, and see stars. Right now, we haven't been able to. The AOT is useless. The Command Module structure is just radiating too much light into the - into the telescope.
Okay. And how about using the Service Module to cast a shadow on the Commander's window? If you do that, can you see stars for a COAS alignment?
We could give that a try, Jack, although I don't know how successful it will be. We tried to do it; the light shines off our quads which makes it difficult to see stars. We do have the Earth and Moon, if that can be of assistance.
Another problem: right now, Jack, I'm looking out the right window and it's pretty dark out that window but there are about a thousand or so false stars out here from - left over from some of the debris. It's hard to discern what's real and not real.
Okay. That's good information. And during the time that we see you're continuing to pitch, if you ever get in a position where you think the AOT might be of some use, we'd like you to periodically look out of it and see if you can see some stars that would enable us to get a P52.
Okay, will do. And also, let me ask you a question: in this configuration, docked, we have to use the TTCA to control pitch and roll. And just how much can we use that without really changing our trajectory? We only have 60 miles to play with.
- Lovell is concerned, because with the weight of the CSM attached to the LM the controls normally used to rotate the spacecraft don't do much (imaging twiddling a long stick between two fingers at its middle as opposed to at its ends), so he has to use the controls normally used to shift the spacecraft in space. But this has the potential to alter the trajectory of the spacecraft, and this close to the Moon very small adjustments can turn into miles of difference at the very far point.
Roger. We'll put that to them.
Okay, Jack. Are you ready to go to work with me on the 2-hour DPS activation and contingency book, page 1?
- If anybody has this activation checklist, please send it our way!
Roger. We're ready to go.
Okay, item 1 we can - 1 through 5 we can scratch off as done. Is that correct?
Okay, Fred. Let's go ahead. Step 1, page 1. Everybody's listening.
Okay. I've looked around, and I've essentially done steps 1 through 5 with the exception of floodlights and utility lights, and I think we'll just do without those.
Okay. On EPS activation, we're through step - we're through that - bottom of that page. That's all done.
Okay, in essence, we've circumvented step 4, and we're not sitting with all 4 acs - descent BATs on high voltage taps, so I'll scratch off step 4.
Roger, and in step 5 we want to leave INVERTER 1 circuit breaker OPEN.
Roger. In step 5, we'll leave INVERTER 1 CB OPEN.
Okay. For the time being, our mission timer is the computer. So mission timer activation - scratch off.
Okay. We've done the primary glycol loop activation.
Aquarius, we recommend you leave the caution and warning off on page 3.
Okay, I was going to say that next. Page 3 we'll just scratch item 1. And item 2, I've already got the RCS heaters on. And I don't know if I gave you the time or you got the time on the PRIMARY EVAP FLOW number 1 OPEN.
Okay. Let's go to the CB pages now.
Freddo, did you close the ENGINE CONTROL breaker on panel 11?
What control was that, Jack?
Did you close the S/C ENGINE CONTROL breaker on panel 11? As we got step 1 there on page 3.
- STAB/CONT; stabilization and control.
Okay, yes. The EPS DESCENT ECA CONTROL breaker is CLOSED on 11.
Roger, and how about the - on panel 11, S/C ENGINE CONTROL, CLOSED?
We're AFT OMNI, and we have the S/C ENGINE CONTROL breaker CLOSED.
Roger. Let's go on with the circuit breaker panel checkout.
Okay. I'll just give you - I think it'll be easier, here, to give you what I got in.
Okay, in the top row on 11, we have the four AC BUS TIE breakers IN and the AC BUS VOLTS breaker IN, and that's it.
Second row, we have the four TCA breakers IN. We have the GASTA under FLIGHT DISPLAYS and COMMANDER's FDAI. And likewise under AC BUS A, we have a GASTA and a COMMANDER FDAI breaker IN. That's it.
On row 3, we have a SIGNAL CONDITIONER 1. We have the ATCA (PGNS). We have the ENGINE CONTROL breaker, ATTITUDE DIRECT CONTROL breaker, and the - under LIGHTING, ANUN/DOCK/COMPONENT breaker IN. And one other: ED LOGIC POWER A - ED LOGIC POWER A is also IN.
Okay, under the fourth - fourth row, we got all the QUAD HEATER breakers IN. SUIT FAN 1. Under ECS, GLYCOL 1 and 2.
And under COMM we have COMMANDER AUDIO IN. And PGNS LGC/DSKY, IMU STANDBY, IMU OPERATE, and that's it.
Okay. In the bottom row: EPS, we have the BAT FEED TIE both IN, and we have the CROSS TIE BALANCE LOADS IN, the X-LUNAR BUS TIE, DESCENT ECA CONTROL, DESCENT ECA, and the DC BUS VOLTs breaker.
That completes it for panel 11.
As I see it, some of the checklist are - we need the DECA GIMBAL IN sooner or later -
That's affirm. Close the DECA GIMBAL.
- and probably - okay, DECA GIMBAL - and sooner or later, we're going to need DECA POWER, I guess also.
Alright, DECA POWER will come up later in the procedure, Freddo.
Aquarius, Houston. On your circuit breaker checklist, on panel 11 and 16, we want you to configure the panels as outlined in the checklist.
Okay. You want us to configure as per checklist. Okay, we'll do that.
That's right. Close the black ones and open the white ones.
Yeah, I think we can manage that.
With the Activation power-up, we're starting right now.
Houston, we might as well leave our RCS TCAs IN, right?
Affirmative, Jim. Leave your RCS TCAs in on panel 11.
Yeah, I used my Pentel pen and made those white ones black ones.
Roger. Same on 16, Fred.
And you might look there, Houston, to see what circuit breakers aren't required, like the tape recorder.
Okay, Jim. On panel 11 over there, you can also leave open the RENDEZVOUS RADAR HEATER breaker and the LANDING RADAR HEATER breaker, in addition to the tape recorder.
I'm leaving a few in, Jack, too, like the SUIT FAN 1 is still IN, RCS SYSTEM is still IN, the TCAs.
ATTITUDE DIRECT CONTROL is IN.
How about if I leave the VHF A and B OFF?
I switched to FORWARD OMNI.
Okay, we can leave the VHF powered down too.
And do you want the SECONDARY S-BAND?
Negative on SECONDARY S-BAND. Leave them open.
UP DATA LINK is IN. Do you want that in or out?
Leave the UP DATA LINK OPEN. We'll call for it when you want to put it in.
Okay, Jack. On panel 11 on the top row, do you really want the PROPULSION PQGS and ASCENT HELIUM REGs IN?
And also the SYSTEM ENGINEER X-POINTER breaker.
Roger. Negative on the PQGS. Negative on the ASCENT HELIUM REG. And negative on the X-POINTER.
Okay. On the second row, I'm going to leave the FLOODLIGHT breaker open.
And we're again up to - do you want the CWEA enabled?
Okay, since we're - are we going to power up the AGS or should I concern myself with the ATCA breaker?
However, Fred, we need the ATCA breaker IN.
Okay, ATCA breaker's IN.
Yeah - I guess for the backup power supply.
Hey, how about ATCA AGS?
And I'm leaving the SUIT FLOW CONTROL breaker OPEN.
Let's close the SUIT FLOW CONTROL, Freddo -
And Jack, OMNIs going now -
- it doesn't take any current.
Okay. Without suits it doesn't do us much good either, though.
Okay, and are we going to continue to be able to operate off the OMNIs, Jack? So can I leave the S-BAND antenna powered down?
Okay, Freddo, we don't plan to use the steerable antenna, although we want to leave the heaters on. So it looks like you ought to open up COMM S-BAND ANTENNA, but leave S-BAND ANTENNA HEATERS closed.
Roger. COMM S-BAND is OPEN, and S-BAND HEATER breaker is still CLOSED.
And on the bottom row, Jack, I'm going to leave the HEATER DISPLAY breaker out, which we had pulled before, and EPS DISPLAY. But I question: do we want the ASCENT ECA breaker in, as prescribed?
That's a negative on the ASCENT ECA breaker, leave it OPEN.
And Aquarius, we need P00 and DATA -
- and we'll give you a state vector and target load.
Okay. We need the UP LINK breaker in, then, now.
Okay. And Jack, will you give us that - how about the ORDEAL breaker? Can I pull that? We don't need that, do we?
Negative on the ORDEAL. Leave it OPEN.
And how about the ASCENT ECA breaker on panel 11? Jim has it in over there.
And on panel 11, ASCENT ECA can be OPEN.
Okay, Aquarius. We're GO on the circuit breaker configuration as you have it now.
And Aquarius, tests in the simulator just showed that if you want to let the PGNS DAP hold your attitude for you, it will.
And Jack, because it will take quite a while to get back to the attitude, I think we ought to think about going there very shortly.
Roger. I have a PAD for you.
I have a P30 maneuver PAD.
Okay, they want you to hold your maneuver until we finish making the LOAD. We haven't completed it yet. Are you ready to copy P30 maneuver PAD?
Okay, here we go. The purpose is midcourse correction for free-return. NOUN 33: 061:29:42.84. -0021.3, +0004.1, -0031.2. HA and HP are N/A, ∆V 0038.0. 0:31. 120, 298. -0021.3, +0004.1, -0031.2. COAS N/A. And I have your LM GDA angles: pitch 5.86, roll 6.75. Your DPS throttling: 5 seconds at 10%, burn the rest at 40%. Your ullage will be 2 jets for 10 seconds.
- NOUN 33: time of burn
- NOUN 81: change in velocity (∆V in fps)
- NOUN 42: apogee, perigee, total ∆V
- Burn duration
- FDAI roll and pitch
- NOUN 86: change in velocity (∆V in fps) in the AGS coordinate space
Okay, Jack. We have a P30 maneuver PAD, a midcourse for free-return. NOUN 33: 061:29:42.84. -0021.3, +004.1, -0031.2. HA and HP N/A, ∆VR 0038.0. 0:31. 120, 298. -0021.3, +0004.1, -0031.2. COAS N/A. GDA angles, pitch 5.86, roll 6.75. DPS throttle 5 seconds at 10%, burn the rest at 40%. And we need a 2-jet, 10 second ullage.
That's a good readback, Fred. I'd like to verify, however, in NOUN 81 in VY, it's plus three balls 41.
Okay. NOUN 81, VY is +0004.1.
Good readback. Let's press on with the checklist.
Okay. And Jack, find out about using TTCA to maneuver with.
Okay. We're finished with the computer, it's yours. And we recommend using the TTCA to maneuver with.
Okay, I'm back on the checklist, page 6, Jack. Under PGNS turn-on and self-test, we've done everything except the self-test here on this page. Do you want to do that at this time?
Okay, Aquarius. Negative on the PGNS self-test. Page 7.
Okay. I'll scratch page 6. And on page 7, we're not going to activate the - or rather, we've had the S-BAND activated, ECS Activation I have all done. And at the bottom of the page, the docked IMU coarse align is done.
We've - okay, we've also completed, I guess in essence, all of page 8.
That's affirmative, and page 9 to boot. Scratch VHF; we've done the T-ephems.
Okay, you've updated it, that's right. We cranked in the time.
And Houston, let's go to Activation - or get into page 10 and see what we do there.
Okay. The only item on page 10 is to deploy the landing gear.
Okay. We'll do that now.
Okay. The landing gear are down and locked, Jack, and looking ahead now at page 11, we've done all of that.
We verify that. Page 12.
Okay, and I assume in amongst all those numbers you pumped up, we got a REFSMMAT and STATE VECTOR, is that correct?
That's affirmative. You've got that, so you can delete page 12.
Hey, on 13, you've read us up the fine align angles and we've cranked those in.
Okay, so now we're up to - we've got to do the DAP set, the gimbal/throttle test.
Okay, Aquarius. We recommend omitting the DAP set, gimbal/throttle test. Just make sure the gimbal - DECA POWER and DECA GIMBAL circuit breakers are closed.
Okay. We're going to proceed now with the DAP set, gimbal/throttle test, is that correct? Or did you say delete it?
Aquarius, delete the DAP set, gimbal/throttle test. Just ensure that the DECA POWER and the DECA GIMBAL are closed.
Okay, Houston. DECA POWER is OPEN at this time. Do you want me to close it?
Affirmative, Jim. Close the DECA POWER.
It's CLOSED. We deleted that.
Okay. Also out of that list, Jack, we need the COMMANDER'S THROTTLE set to THROTTLE and MIN.
if I recall the launch set of the gimbals, the GDAs are not correct here, and where are we going to get those set for the burn?
Okay, here's the word on the DAP set, gimbal/throttle test. Let's do step 1 and step 2, and that'll get our gimbal set.
Okay, Jack. We're going to have to back up on this if we're going to follow the procedure here, which has us go MODE CONTROL PGNS AUTO. We're going to have to pull the TCA breakers to keep from firing jets.
Standby on step 1, Fred. We're getting the word for you.
How do you like this sim?
- Though many emergency scenarios were rigorously simulated and trained for by a simulation team that prided themselves on putting everybody through the wringer, many of the failure modes on Apollo 13 were never simulated or planned for as it was assumed the vehicle would simply be an immediate catastrophic loss.
Okay, Aquarius, we recommend you do the DAP set and gimbal/throttle test as per the checklist. Go PGNS AUTO and proceed.
Well, we're going to fire our thrusters as soon as we go to AUTO because we've got those thrusters in - the thruster circuit breakers. Do you want us to do that and stop?
Okay, Aquarius, we're recommending you go to AUTO, let the thrusters fire and settle down, and proceed with the test.
Roger. Your DAP is set, you're in wide deadband; that ought to do the trick.
Okay, we're looking at it, Aquarius; we're ready to proceed with the test.
Okay, and Houston, you -
- you're looking at the weights now. Those are still good, right?
You're GO on the weights.
Aquarius, Houston. We'd like you to recycle on the DAP load and change your DAP to 32021. Over.
Okay, Aquarius. We're looking at your gimbal and we notice that we've got a 4-jet ullage loaded in the DAP and we gave you 2 jets on the PAD. But let's go with what we've got loaded. It'll be a 4-jet ullage.
Okay, Houston. How does the GDAs look now?
The GDAs are GO as they are. Press on.
Okay, Houston. We're going to do the DPS pressurization and checkout.
Okay, your gimbals are within 0.3 and we're ready for the DPS pressurization and checkout.
Okay, Houston. Do you want to follow up on page 15 with RCS checkout? In essence, we've kind of already done that.
You're right, Aquarius. Let's delete the RCS checkout.
Houston, we're going to do a PGNS AUTO maneuver to the attitude.
Aquarius, we recommend driving it around there manually with a TTCA.
Okay, we have to use the TTCA. Roger.
We're going to AUTO now, Houston, to try to damp the rates. We're at the attitude.
Roger, Jim. We verify the attitude.
And Houston, we'd like to confirm: do you want the VERB 65 ENTER in there?
Affirmative on the VERB 65.
Okay, Jack. I've got another question on page 18. At 1 minute, I concur with MASTER ARM ON, but I wonder why I have to have the ABORT STAGE breaker in.
We sure don't want any staging now.
- This would drop the descent stage of the LM, which they need for getting home, as in addition to the better engine it contained consumables.
Aquarius, delete the ABORT STAGE circuit breaker CLOSE. Leave it OPEN.
Okay. Also, Jack, since we have 4-jet ullage versus 2, do you want - still want 10 seconds ullage or do you want 5 now?
Okay, Aquarius, we'll use automatic ullage.
Okay. We'll just let the 7.5 second AUTO ullage do it.
Roger, and we'd like to do this in manual throttle, so on page 17 about two-thirds of the way down, THROTTLE CONTROL, MANUAL - vice AUTO.
Okay. We're set to MANUAL.
We've got 203 on the DSKY now and it looks as though it requires work. Can we pass it?
Aquarius, ENTER on the 203.
Aquarius, we'd like to verify that your throttle is in the MIN position.
And in the event that you have to do a manual takeover, turn the ENGINE GIMBAL OFF, MODE CONTROL to ATTITUDE HOLD, and use the hand contr - use the TTCA.
Okay. MASTER ARM's ON. 1 minute.
Roger, Aquarius. You're GO for the burn.
Okay, Aquarius. You're looking good.
Okay, you're looking at 16 85 now, Jack.
Okay, you're GO on the residuals; proceed.
Okay, when you say GO on the residuals, you mean don't trim them. Is that right?
That's affirmative. No trim required.
Aquarius, check your MASTER ARM OFF, please.
Okay, Houston. Burn's complete. Now we have to talk about powerdown, and what you want us to do with the PGNS.
Roger. We're looking at that right now, and you'll be the first one to get the word.
And Houston, it's doubtful right now whether we'll be able to see the stars in this configuration. The only way we could possibly get alignment is with the Earth and the terminator or the Moon and its terminator and I'd sure like to have you look at a powerdown - keeping the PGNS if at all possible.
Roger, Jim. We'll get the word for you.
And Houston, we're in an ATT HOLD mode. Can we turn off the thrusters?
Standby on that one, Jim.
Okay, Aquarius. We're working on what's going to happen next. In the meantime, we'd like to take some high-power items off the line; so on panel 11, open DECA POWER and open DECA GIMBAL. On 16, open the ATCA breaker.
Okay. On 11, we've got DECA POWER, DECA GIMBAL OPEN. On 16, we've got the ATCA breaker OPEN.
And Houston, while you're thinking, see if you can come up with a procedure of perhaps using the Command Module optics with manual drive, if I have to look for stars.
And Jack, Aquarius. While you're thinking - before we had our COMM problems, we were wanting to know what to - whether we should hook up the side hatch urine dump system. So we wouldn't freeze up the normal urine dump feed.
Roger. We gave you a GO on that earlier. Sorry, you must have missed it. Use the side hatch for urine dump.
And how are the stars out the window now?
Well, I'll look again, Jack, but at this attitude the Sun is reflecting off of - off of Quad 4 so bright that it's ruining any night vision. And we've still got particles floating around us. I'll have to take a long look and see if I can see any star patterns.
And Aquarius, we're going to have to hand you over to a different site now, and we think maybe things will work better if this time we turn off the S-BAND TRANSMITTER/RECEIVER, and bring it back up in 5 minutes. You copy?
Okay, I understand you want us to turn off the S-BAND TRANSMITTER/RECEIVER and bring it up in 5 minutes. Is that correct?
And you want us to maintain attitude control?
Affirmative on the attitude control.
That's AUTO attitude control. Okay. We'll maintain AUTO attitude control.
Okay, Jack. I'm back on the line now. On the S-BAND, you want me to turn off the TRANSMITTER/RECEIVER and the POWER AMPL to off for 5 minutes. Is that - when you give me the word - is that what you want?
Aquarius, leave the POWER AMPLIFIER the way it is. Turn the TRANSMITTER/RECEIVER OFF for 5 minutes.
Okay, you tell me - you tell me when.
Okay, turn it off now. See you in 5 minutes.
Okay, it's gone off. It's gone off for 5 minutes.
Aquarius, Houston. How do you read?
Okay, you're loud and clear there, Jack.
Roger, same here. We're all - we're still discussing the next move.
I figured it. Let's just make it a good one.
We're looking real close at water usage profiles, and right now things are kind of swinging toward leaving the IMU powered up and powering down the LGC. But we'll have more word for you shortly. And we recommend for sleeping that you leave one guy on watch. We recommend you don't make any urine dumps if you can help it, because it'll make the debris problem worse than it is now. And we have some items that you might want to transfer to the LM: some towels, some penlights, fecal bags, UTS. And do you have any more items that we can help you out with at the moment?
Okay. Stand by on your latter list there, Jack. I understand no urine dumps; I guess we'll work through the UCD and all the bags we got. And real quick there, can you give a DAP load that we want in here now to conserve the RCS?
Okay. For attitude control, we're recommending manual control VERB 76 and watch your middle gimbal angle. Your DAP load that you have now looks good.
Okay, it's ATT HOLD VERB 76 for the guy on watch. And the DAP load we've got right now is okay.
Aquarius, our decision for this time is to leave the IMU powered up, power down the LGC, and power down other nonessential items. We'll be coming up with a more precise checklist as soon as we can get it. Over.
Okay. The decision is to keep the platform, power down the computer, and we'll be standing by for further word on the powerdown, Jack.
And Aquarius, for your information, we now have a 136 mile perigee.
Okay, 136 mile perigee now. That's very nice.
Oh. Wait a minute, Jack. Did you say pericynthion or perigee?
- Closest approach to Moon.
- Closest approach to Earth.
- You can see why he'd be concerned about this.
Okay FLIGHT, you read his pitch and yaw and his high-gain meter.
And now you want roll right to 060?
Might as well do that. And we'll try and get Comet Bennett, I'd still like the verification on the docking angle because that's what we'll be using for computation for alignments and everything else. Let's see if there's anything else.
Okay, let's terminate the battery B charge at 55 +50.
And at the same time, I'd sure like to have a cryo stir, all 4 tanks.
Let's wait until they get settled down a little more.
I would still like to enable the other two quads for the maneuver.
Okay. When rolling to 060 you want them to enable C and D, right?
Do you want them to disable A and B?
They have coupled jet maneuvers -
I'd like to confirm their configuration on their high-gain now.
I'd like to know what track mode they're in and what SERVO electronics they're in.
Okay, let's just standby 1 there. Now we'll C and D for roll to 060, terminate battery B charge.
Okay, the third thing we want up there, CAPCOM, is to verify their high-gain configuration. And I assume what you want from there is you want to know their tracking, position of track - BEAM WIDTH you don't need, do you? Do you want the whole works?
CAPCOM, we want the configuration of the CSM high-gain.
Can we verify that they reenabled C-4 thruster?
Okay. Verify that they re- - you're showing that disabled, yes?
CAPCOM, restore CM C-4 thruster; disabled.
You've got 40 amp-hours back in battery B now.
You got it, FLIGHT.
- Possibly in response to seeing BAT B charge disabled.
Okay, all flight controllers. I want to go around the horn and pick up anything you need configuration-wise. TELMU -
- you still worried about any configuration items?
Negative. The LM heater current indicates that the LM was properly closed out. They apparently have not closed the LM hatch yet.
Okay. So you're happy that you don't need them to verify that - what was it, activation 2-3, those pages we were on?
That's right. That was TLC 2, and we're happy.
Can we ask about the docking index again?
CAPCOM will get that for me.
Okay. Got your answer, GUIDANCE?
Okay. GNC, you got any configuration items here?
CAPCOM, looks like the last item we need here is a stir on H₂ and O₂ at their convenience.
- The fateful but inevitable request.
We finally got a ∆H update. Do you want to just read it up to the crew or uplink it?
Let's see, now. Can we collapse deadbands and do all that good stuff if we uplink here?
Uh. Yeah. That - why don't we just read it up to them?
If they enter it through the DSKY are they gonna do it?
Now, we haven't stabled out at that attitude yet, so I don't think we're gonna have any problems.
FLIGHT, I don't think there's any problem, they haven't opened up deadbands yet.
Yeah, that's just what I'm saying. The time to do it is now, GUIDANCE.
As long as he's in P00 and don't reselect it, he can uplink it - enter it himself or we can do it easier. Doesn't matter.
Okay. Why don't - you gotta pass the data for the crew checklist anyway on-board, don't you?
Don't you got a page update? Well, why don't we read it up to them and that'll serve both purposes.
Both have them enter it as well as why don't you tell them what page you want it in the checklist?
We show the LM overhead hatch is closed, and the heater current looks normal.
We've had a hardware restart. I don't know what it was.
Okay. GNC, you want to look at it? See if you see any problems?
Roger. We're copying it, CAPCOM. We see a hardware restart.
You see an AC BUS UNDERVOLT there, GUIDANCE? Err - EECOM?
I believe the crew reported it.
We've got a MAIN B UNDERVOLT.
Okay, FLIGHT, we've got some instrumentation funnies, let me add them up.
- Having missed the pre-explosion pressure spike on tank 2, all EECOM has to work with now is a Christmas tree of bad data readout. So many numbers were off whack all of a sudden that EECOM assumes it has to be instrumentation. Lengthy discussion ensues on the EECOM loop.
- Poor Sy had a "two-handed deathgrip" on his console by now.
We may have had an instrumentation problem, FLIGHT.
We switched to WIDE BEAM width about the time we had the problem.
- A red herring, but a believable one if the problem were instrumentation or telemetry.
INCO, you say you went to WIDE BEAM width there?
Let's see if we can correlate those times. Get the time when you went WIDE BEAM, INCO.
Do we have the floodlights off right now?
That's affirmative, FLIGHT.
Yeah, we can determine that from the LM current.
Roger, we copy that also.
EECOM, you see any AC problems? Looks like -
- we have a lot of instrumentation problems here. Go ahead.
That's affirm. He's flipping the fuel cells around, FLIGHT.
- This ended up being a problem for the flight controllers. The astronauts were doing their own problem solving and configuration changes, so every time the controllers on the ground had a recommendation for them something would get changed and they'd have to start over.
Well, let's get some recommendation here, Sy, if you've got any better ideas.
Sy, what do you want to do? Hold your own, and -
- Sy, have you got a SIG SENSOR type problem there, or what?
He's got fuel cells 1 and 3 are offline. We've got MAIN A volts, we have no MAIN B volts. Have them attempt to reconnect the fuel cells. FUEL CELL 1 to MAIN A, FUEL CELL 3 to MAIN B.
- back to MAIN A, FUEL CELL 3 back to MAIN B.
Okay, now is there - do we have instrumentation problems?
Well, we've lost - it does appear we've lost AC BUS 2 VOLTAGE. MAIN B is reading - 4 volts. And that effectively takes AC 2 away from us -
- the - yeah and he reported barber poles on the -
- on the fuel cell on-board, too, FLIGHT.
Let's see if we can get our DC back.
Verify that the Quad Delta HELIUM VALVES are open.
You seeing an attitude problem or you seeing some BI-levels that are giving you problems?
No, it's some low pressures in the fuel and oxidizer which would be symptomatic of the HELIUM VALVE closing and firing some jets.
- Here he means these two things both happening, not that the valve closing would cause jet firing. Helium is used as an inert gas to maintain pressure in many propellant tanks even today. If the helium isn't coming in, propellant gas exits the tank without anything re-entering to keep the pressure up.
- Kranz notes that this was a moment of realization for him; the reported bang must have been pretty strong to have jarred shut the valve. He'd seen something similar on Apollo 9 during CSM/S-IVB separation.
Quad number 2 HELIUM VALVE open?
Quad Delta - HELIUM VALVE open, right?
CAPCOM, do you want to verify the Quad Delta HELIUM VALVE is open, please.
Are there other problems in the RCS, Buck?
Okay, is that all we've come up with for them; have we got any other recommendations?
Yeah, we wanted to get FUEL CELL 1 configured to MAIN A, FUEL CELL 3 to MAIN B. Did you pass that up?
Let's attempt that, FLIGHT.
INCO, this seems to be an AC type problem, it may be tied into that high-gain thing you got.
We went to WIDE BEAM with - FLIGHT - at 55:55:04, best we can tell.
Let me commiserate on that.
Is there any kind of leads we can give them? Are we looking at instrumentation or have we got a real problem, or what?
- The lack of answer here is telling. At some point here, steely-eyed missile man and NASA legend EECOM John Aaron had gotten called at home. He asked for some numbers to be read out, and while bolting out the door warned them that whatever it was, it wasn't instrumentation.
Let's reverse the configuration request -
Okay, but wait a minute. We've got a good MAIN A BUS, let's make sure that whatever we do doesn't screw up MAIN A. MAIN A -
FUEL CELL 2 is on MAIN A, FLIGHT -
- and I'm not going to ask to change that.
Okay, what do you want to do?
Let's try to put FUEL CELL 1 on MAIN B, FUEL CELL 3 on MAIN A. We'll use the other sensing circuitry.
FUEL CELL number 1 on MAIN B -
- FUEL CELL 3 on MAIN A.
We're not going to touch FUEL CELL 2, FLIGHT.
Okay, but if we got any problems in the system I want to make sure that we don't blow the voltage off MAIN A, then we're not going to be able to see anything.
Can we review our status here, Sy, and see what we've got from a standpoint of status. What do you think we've got in the spacecraft that's good?
MAIN BUS A is reading 25 volts.
And that's reflected by the fact - FUEL CELL 2 is putting out 53 amps, which is just about the most it can and keep our voltage up.
So that's bona fide. AC BUS 2 is 0, which is reflected by the fact that we lost MAIN B.
Okay. If we want to keep - - standby, he's changed configuration, we've got BATTERY A on MAIN A.
That's what I was going to ask you for, to put the battery on, FLIGHT.
We need OMNI Bravo. Our high-gain won't drive without AC 2.
- The steerable antenna needed AC BUS 2 to power its servos.
Okay. You want OMNI Bravo?
You don't think we're going to be able to get HIGH BIT RATE data here, do you? On the OMNIs.
We may be. We've got the 210s.
Okay, that'll save a bit of power. CAPCOM, recommend selection of OMNI Bravo, please -
Okay, FLIGHT, we've got OMNI Charlie and HIGH BIT RATE.
Okay. You have HIGH BIT RATE now off the 210s, right? OMNI -
Okay. Let's get a readout on a couple of fuel cell pressures here -
- FUEL CELL 1 N₂ pressure. FUEL CELL 3 O₂ pressure. We're reading 0 N₂ pressure on FUEL CELL 1 and 13psi on FUEL CELL 3 O₂ pressure.
- Nitrogen was used to pressurize the electrolytes in the fuel cell through a diaphragm, as well as the reactant feed systems. Feedback loops are set up with the cryogenic oxygen to regulate the relative pressures.
Okay, you want FUEL CELL 1 -
- N₂ pressure. FUEL CELL 3, what do you want there?
O₂ pressure. CAPCOM, let's get those as a start.
When his hardware restart he was doing a clearly fine maneuver, and that should have killed it, but we're still moving. We ought to stop it.
Are we using RCS now, Buck?
Did you see any problems in Quad D HELIUM VALVE? Does that look like that's cleared up?
Roger, that's cleared up, FLIGHT, we're in good shape.
Okay. Now, are we using RCS now?
That's affirmative, we're going to have to switch some thrusters to MAIN A to hold attitude here.
- Because the thrusters required electrical power to operate and MAIN B was dead, a lot of them had to be switched around to the other bus to maintain operation.
Okay. How much RCS are we using?
Oh, we've used - our guess 25 pounds.
Okay. Give me minimum fuel usage configuration that'll keep me attitude.
The LM heater current's become essentially static.
Roger. Let's solve one problem at a time. Come back to me later on on it.
We confirming those numbers?
Buck, I need that RCS stuff as soon as you can get it.
Roger, FLIGHT. He's turned off all jets now.
Okay, we came up with those numbers, FLIGHT.
Okay, Sy. Give me your next best thing to try.
Why don't we try - leave FUEL CELL 2 alone, and just make sure that 1 and 3 are disconnected from both buses. And make sure that there's abs - that there won't be any load on them at all. And let's see what happens to those cells.
- n.b. this is shutting off the output electrical circuit of the fuel cells, not the fuel cells themselves, which remain on.
- Since the fuel cell electricity was produced via a chemical reaction, reducing the electrical output load would reduce the reaction rate, which could have an impact on the problem.
Okay, what do you want to do? Open-circuit FUEL CELL 1 and 3?
Okay. CAPCOM, let's recommend we open-circuit FUEL CELL number 1 and number 3 and leave FUEL CELL number 2 as-is.
Okay, 1 and 3 open-circuit, 2 as-is. And earlier we got a report from them that 1 and 3 were reading grey but zero flow.
- Connected to the circuit. An open circuit would yield a barber pole.
Yeah - CAPCOM, let's amend that. EECOM, from FLIGHT.
Why don't we just open-circuit 1 and make sure we don't have any problems getting that back onto the bus -
- and just watch it for a while before we make any further moves with 3.
- FLIGHT's caution is probably well-advised here, but the last-minute change is dropped by EECOM; later he still thinks both 1 and 3 have been open-circuited.
Okay, CAPCOM. Let's just open-circuit one of those right now.
That's roger, FLIGHT. That's the AC problem.
Crew thinks they're venting something.
Copy that, FLIGHT?
- Pretty much as worked-up as the room gets.
Okay, let's everybody think of the kinds of things that we'd be venting. GNC, you got anything that looks abnormal in your system?
How about you, EECOM? You see anything that - with the instrumentation you've got that could be venting?
- One can imagine EECOM here staring at his readouts and thinking "yes, FLIGHT, everything!"
Let me look at the system, FLIGHT, as far as the venting is concerned.
Okay. Let's start scanning. I assume you've called in your backup EECOMs?
Have you called in your backup EECOMS now? See if we can get some more brain power on this thing?
He's - he's - never mind, he's straightening up a little bit.
Okay, now, let's everybody keep cool. We've got the LM still attached, the LM spacecraft is good, so if we need to get back home we've got a LM to do it with. Okay? Let's make sure we don't do anything that's going to blow our CSM electrical power with the batteries, or that will cause us to lose the MAIN - the FUEL CELL number 2. We want to keep the O₂ and that kind of stuff working, we'd like to have RCS. But we've got the Command Module system, so we're in good shape if we need to get home. Let's solve the problem, but let's not make it any worse by guessin'.
- Note the repeated use of "if" here. The severity of the problem was not yet fully understood.
- As noted elsewhere, FLIGHT likely meant LM here.
I have some jet configurations for you whenever you need them.
Okay. Charlie 3, Charlie 4 to MAIN A. Bravo 3 and Bravo 4 to MAIN A. Charlie 1 and Charlie 2 to MAIN A -
Yeah; it's all of quad Charlie on MAIN A.
Plus Bravo 3 and Bravo 4.
Now, what are we going to be doing with these, GNC?
That'll give us one jet in each direction on each axis.
He's getting close to gimbal lock.
CAPCOM - okay, CAPCOM, recommend he bring up C-3, C-4, B-3, B-4, C-1, C-2 on MAIN A and advise him he's getting close to gimbal lock.
Could we go to a coarse align on the platform here, so we don't have to use any gas if we need to? We could reorient if necessary.
Roger. I was going to recommend a P52 in a little bit anyway -
Well, it's going to take a while before we get to the point we're even thinking about a P52.
Yeah, it'll coarse align itself there, won't it?
Okay, EECOM. I'm coming back to you.
- I think the best thing we can do right now is start a power down.
Let's go down the emergency 1-5.
You want to power down, let us look at the TM and all that good stuff, and then come back up.
FLIGHT, INCO. OMNI Bravo.
You want OMNI Bravo again?
CAPCOM, recommend OMNI Bravo.
Okay. What - you want to go to - power down - give me the page.
Emergency 1-5, FLIGHT, we'll go down - try to get a delta of 10 amps reduction.
Okay, we've got OMNI Bravo, FLIGHT.
EECOM, do you want to go through that again? What do you want to power down to?
I want to power down a total of 10 amps, FLIGHT.
A total of 10 amps.
- You can hear someone (FLIGHT, perhaps?) whistle in amazement at this.
CAPCOM, we'd recommend emergency power down checklist 1-5, we want to power down a total - a delta of 10 amps from where we are now.
Can we afford to do a PTC first, and then we can shut off all of that stuff with no problems.
- As FLIGHT notes later, this is not a possible request.
Why? You think you're going to have a thermal problem here?
Well, we could have - if we stay there too long, or we -
Okay, we'll run into that one later, Buck -
- I want to get our major problems sorted out now.
You want - you still want 1-5 down to 10 amps?
1-5 power down a delta of 10 amps, CAPCOM.
You don't want to get fuel cell pumps off, do you?
Optics power is already off, I believe.
We can do that on FUEL CELL number 1, FLIGHT.
Okay, well let's make sure we don't blow the whole mission.
- Kranz himself writes that he realized within fifteen minutes that an oxygen tank had exploded and therefore the "mission" referred to here was now survival, not a lunar landing. But it is not clear if the entire room was on this page quite yet.
Would you not want to consider going to PTC?
- Echoing GUIDO's suggestion earlier. Still not possible, as FLIGHT points out later.
Well, why don't we get this problem here resolved, right now -
This will aid our power down, I think -
- this should aid our power down, I'd hope - wouldn't it?
Well, do you expect that we're going to be in a thermal problem for the next many hours? EECOM?
Well, don't know where to say the sun is right now, FLIGHT.
Well, it's pretty close to quad A right now. Are we -
I don't know exactly where. It's between A and B, mostly on A.
- He's likely deducing this from temperature sensors in the RCS thruster packages.
Buck, I'd prefer not making any unnecessary maneuvers now, or try to use any of the equipment's on board the spacecraft, such things as CMC, that type of stuff until we nail down what our problem is.
Well, that's why I was recommending PTC because we don't need any of that stuff then; heaters or anything else.
- The RCS system involved warming heaters to ensure everything fired as expected.
Yeah, but you gotta get the CMC on, and keep it online. And you need a rather precise period of time for redamping there.
In the order of about 20 minutes to damp out and spin up and then we don't need any of that.
If we get a good spinup going then we're stable -
Okay, that might be a good idea. That would buy us some time from a standpoint of reviewing the data. And it would get us back into the - as close to the normal flight plan as we could. How far are we out of attitude right now?
He's a fair ways out right now, FLIGHT. He'd do another VERB 49 and fly back and then stabilize there.
Okay, I need one thing right now. He's powering down, he's down to 41 amps, total spacecraft. I'd like to get my AC 2 BUS back so I can look at O₂ TANK 2 PRESSURE. I have no insight into that.
Let's get - I guess we can put INVERTER 3 to MAIN A. AC 2.
Let's just do it temporarily -
Now, let me ask you a question - before you do that would you like to make sure you've got all AC load you don't need isolated from the bus?
Nah, it - let's not do that right now, FLIGHT. I think we're in good shape that way. The MAIN A is up high enough where it can handle the inverter.
Well, the thing that concerns me is starting - is throwing equipment - we had a problem, we don't know the cause of the problem, and -
FLIGHT, I've got a feeling we've lost two fuel cells. I hate to put it that way, but - I don't know why we've lost them. It doesn't all tag up. And it's not an instrumentation problem, the best I can tell right now.
- The other shoe drops. 27 minutes past the accident, and the picture is becoming clearer. The situation is dire. Only one fuel cell remains, and the gas for it is leaking slowly out to space.
Okay, I'll tell you what. Let's discuss this for just a little bit longer there, Sy. CAPCOM, start them moving back towards a PTC attitude, let's start him going into his rate damping. I feel it's going to be a relatively long period of time to try and nail down the problem. Go ahead.
- What Sy is saying is highly consequential. This is dramatized in the film for the sake of informing the audience. But the decision hasn't been made to irreversibly close the reactant valves and thus shut down the fuel cells yet.
He's asking how do we like his amperage setup right now?
Are you happy with his power level right now, EECOM?
I'd like to firmly secure the high-gain before he starts getting into PTC.
That's affirmative, FLIGHT.
GNC? What's firing now? You got something firing?
Well, we've seen quite a bit of thruster activity.
Okay, I guess this kills the PTC, too, because we're not going to get into PTC as long as we've got something venting.
Roger, FLIGHT. That agrees with what we're seeing here.
I've got a little correction. Let's put INVERTER 1 on both AC buses, please.
- Earlier he asks for INVERTER 3. Only 1 and 3 could pull power off of MAIN A, and MAIN B is dead.
That's affirm, so I can get some AC BUS power back so I can have some insight into my AC BUS 2 telemetry, especially my cyros, maybe - the venting may be coming from that. And also, I think that the FUEL CELL 2 pumps are on AC 2, and this will take care of it without switching the pumps yet.
- Presumably, he needed the pumps back on.
Say that again. You think your fuel cell pumps -
Yeah. FUEL CELL 2 pumps I think are on AC 2.
Okay, but according to the checklist, he should have powered - he should have turned those off, right? Now, he said he was down through BMAG number 2 is in WARM UP, so he's already gone through the fuel cell pump stuff.
Okay, so you want to configure INVERTER 1 on both AC buses.
FLIGHT, I didn't - I was listening to the spacecraft and I didn't pass up INVERTER 3 to MAIN A to AC 2, did you delete that?
You want to put INVERTER 1 on both AC BUSES. EECOM and CAPCOM, let's do it.
Monitor this bear when we switch again -
TELMU and CONTROL, from FLIGHT.
Will you take a look at the prelaunch data and go through your systems and see if there's anything you've got that may have started venting here?
Okay. And I want a report on that in about the next fifteen minutes. Quick look type stuff.
We're definitely seeing a vent in the data.
Roger. We copy that, CAPCOM.
Fuel cell - FLIGHT, EECOM.
FUEL CELL 2 PUMPS to AC 1.
You want FUEL CELL 2 PUMP to AC 1.
CAPCOM, FUEL CELL 2 PUMP to AC 1.
Have you got anybody getting a delog on this thing downstairs?
- The beginnings of an effort to trace back the data through the accident and piece together what actually happened.
Bring me up another computer in the RTCC, will you?
We got one machine on the RTCC and we got dual CPs downstairs.
Okay, I want another machine up in the RTCC and I want a bunch of guys capable of running delogs down there.
FLIGHT, did you hear them say he's getting some rates? We want to know if he's firing any thrusters?
Roger. GNC, watch those thrusters, will you?
Have you got any thrusters firing?
We're looking at that C-3 thruster, FLIGHT. It looks like it stays on most of the time.
Well, can we turn them all off and see if we've still got the rates or any build-up in rates?
Well, the rates that we're seeing is opposite to the direction of that thruster, so if anything it's just trying to hold and not quite up to it.
- In other words, the venting is pushing in the opposite direction to C-3's firing so they're fighting, but the venting is stronger and winning.
He's been trying to counteract the rates with DIRECT. He's been getting a negative pitch and a negative roll.
But he asked if we were getting some thruster firings that were not being made by him.
I'll tell you what, GNC can you get somebody in the back room to try to figure out what the equivalent ∆V is we're getting? So that we can see if we can backtrack to see if we can figure out what's venting.
- An elegant physics solution, albeit one that would take some time to pull off. In space, absent any external forces and by basic three-laws Newtonian physics, locating single sources of acceleration is a simple matter of running the numbers through basic physics equations.
In other words, do - it would seem that we could equate that to effective thrust and an axis and then deduce what's venting.
- A vector, in other words, like you remember from grade school.
Roger, we'll give that a try, FLIGHT.
Okay. And that might be of interest to the LM guys.
He also said it was coming past window number 1.
FLIGHT, INCO. Need OMNI Charlie.
EECOM, from FLIGHT. What did - okay, we've got two good AC buses. What did all that tell you, now?
It tells me that - well, just give me about 2 more minutes, FLIGHT.
Two machines in the RTCC.
We would like to turn thruster Alpha 3 on MAIN A and see that'll help control that pitch and at the same time we can turn off Charlie 3 because -
Okay. Get me some real-time plotting on how we're using RCS here, will you?
Roger, FLIGHT. And in the pitch axis we really don't seem to be using any. And that's why we'd like to go to Alpha and see if that changes it any.
Okay, now what do you want again?
Thruster Alpha 3 to MAIN A.
CAPCOM, do you want to pass that up to the crew, please?
Give me a gross amount of RCS propellant consumed so far, GNC.
Roger, FLIGHT. It'll take 30 seconds.
That's affirmative, FLIGHT. We're still below the limits.
We've really got to get that battery off the line and power down some more. And we've got to get some MAIN B power back so we can build our pressure back up in O₂ TANK 1. It's down to 318psi.
- Nominal O₂ pressure is around 900psi. Normally, an automated pressure sensing switch would activate a heater as the tank depleted to heat the O₂ and keep the pressure around that number. 100psi is a bit of a redline mark, at which point even at minimal load only about 2 hours of useful power could be expected.
With MAIN B down, we have no heaters in O₂ tanks.
- Heaters could be used to increase the pressure even with less gas (good old
PV=nRT). But EECOM thinks they are on the dead DC MAIN B bus.
Okay, what do you want to power down?
Well, where'd he say he got down to? BMAG 2 OFF? Not inclusive?
That's affirmative. BMAG 2 is in WARM UP.
I think we'll go ahead and turn that down - we still have the LM with us, right?
So - if we shut down the SCS we ought to be a little better off, perhaps. I think we ought to press on and go down through BMAG 2 OFF, and get those lights minimum.
Okay. How much you want to power down? Another 10 amps?
Let's get the BMAG off and get the lights down to a minimum. Let's go down two more steps.
Okay. CAPCOM, we want to power down a little bit more. Want to get the BMAG off and the lights minimum there.
Okay, Sy. Now, how long do you want to leave this battery online?
I want to try and get it off as quick as I can -
- but I need to get the power down.
- The spacecraft is currently drawing too much power for the one healthy fuel cell to supply, so the battery is currently required.
The crew did report they removed FUEL CELL 3 - they open-circuited it also, didn't they?
- Here's that last-minute change FLIGHT requested earlier that EECOM missed.
FUEL CELL 1 and FUEL CELL 3 should be open-circuited.
We just had our last call for FUEL CELL 1 open-circuit, and we left FUEL CELL 3 as it was.
Let's take this open-circuit, FUEL CELL 3.
Open-circuit FUEL CELL 3.
Calling, FLIGHT. Say again?
Yeah, we've used a total of about 70 pounds RCS. We'd like to change the jet configurations, see if that'll help us out any.
Okay, what do you want to try now?
We'd like to turn the Bravo jets all to be OFF, and all Delta to MAIN A.
Turn all Bravo OFF, and Delta to MAIN A, right?
Roger. That will verify that it isn't a Bravo thruster that's causing the problem with attitudes.
Okay. CAPCOM, we'd like to turn all Bravo jets OFF and all Delta jets to MAIN A.
Let's take BATTERY A off the MAIN.
- MAIN now on the one fuel cell even with the cryo O₂ going down?
Okay. What's your worry level on cryo O₂?
I want to save the battery, FLIGHT.
Okay. Let's see, what battery have we got online, Sy?
What battery have we got online?
And next step, of course, we'll then think - we've got to worry about getting some power on MAIN B to get the pressure back up in O₂ TANK 1.
Roger. Turn BATTERY A OFF, CAPCOM.
Let's have them isolate the surge tank also, and save it. We'll use the cryo as much as we can.
- The surge tank provided additional O₂, and was located in the Command Module, so it stayed with the crew for the whole flight.
Let's isolate the surge tanks -
I don't understand that, Sy.
I don't want to - I want to use the cryo as much as possible.
But that would seem to be the opposite, if you want to keep the fuel cell going.
The fuel cells are fed off the tanks in the Service Module, FLIGHT. The surge tank is in the Command Module. We want to save the surge tank and use it for re-entry.
- You can find a detailed diagram of the O₂ system, including the Surge Tank, here.
Okay, I'm with you. I'm with you.
CAPCOM, let's also isolate the surge tank.
Okay, you want to isolate the surge tank.
Yeah. What we're really doing is securing our entry systems right now.
Yeah, we're trying to figure out some way to get power on BUS B.
- Recall that the tank heaters, which are needed to raise the pressure, are thought to be on BUS B, which is currently dead.
Did you consider putting a battery on BUS B long enough to get the pressure up?
Well, I'm trying - I want to determine whether or not the - the 5 amps is going to hurt us any. That's going to be on MAIN A, incidentally. I made a mistake. O₂ TANK 1 HEATERS are on MAIN A.
- Good news, since MAIN B appears to be shot.
Well, we've got MAIN A with us, haven't we?
Okay. Since O₂ TANK 1 HEATERS are on MAIN A, and we've got them off now, we'll be able to stand the 5 amps temporarily for manual pressurization. Let's have them turn the heaters on manually in O₂ TANK 1.
- As noted previously, the heaters are normally controlled automatically off a pressure sensor. That automated switching highlights the simplicity of the spacecraft's systems; no computers needed to monitor and react to the sensor: it just plugged right into the activation circuit.
And we'll watch the pressure.
That's CRYOGENIC O₂ HEATER 1, FLIGHT.
FLIGHT, we copy that. No problem.
CAPCOM, we want to get CRYO O₂ TANK number 1 HEATER ON.
You can stand the 5 amps on MAIN A?
That's affirm. We think so, FLIGHT.
Did you see your 5 amp increase in current there, EECOM?
26.7 volts, looks good -
- we'll watch the pressure.
FLIGHT, to be consistent we ought to isolate the REPRESS package also.
- The repressurization package, like the O₂ surge tank, was a reserve of pressurized oxygen gas in the Command Module.
Okay, you want to isolate REPRESS pack.
Get one of your guys full-time in the back room keeping track of the spacecraft configuration as we pass it up to the crew. You might use Larry. Why don't you stay on, get Larry in the back room to keep track of configuration stuff we give to the crew?
And we've got the voice recorder and we're starting to transcribe that.
Okay, now has anybody started the delog of the initial problem? You've got a delog going? Have you got people that are going to be in a position to evaluate it?
TELMU and CONTROL, from FLIGHT.
Roger. I want LM manning around the clock.
I want the fans on in O₂ tank 1, we're not seeing a pressure increase. We can stand it.
Fans on in TANK 1, right?
CAPCOM, do you want to bring the fans on in TANK 1?
It's just 1 amp, FLIGHT.
Okay, he's got an MC&W for - varied reasons.
It looks like the vehicle has stabilized considerably over the last few minutes.
Okay. That could mean one of two things. Either whatever was venting has stopped venting, it's empty; or do you feel it could also be associated with the thruster Quad Bravo we just isolated?
It's possible, FLIGHT. We really don't know yet, though.
Okay. Are we essentially in a - can you figure out what orientation we are from a standpoint of thermal control? Assume - what's our rate right now?
- He's referring to the heat and shadow of the Sun.
Right now he has a -0.10 of a degree in pitch. And yaw and roll are very close to 0.
The pressure in O₂ TANK 1 is all the way down to 297, we'd better think about getting in the LM, or using the LM systems. I'm going to have to power way down; I don't know if I'm going to be able to save the O₂ for the third fuel cell - for FUEL CELL 2, rather.
- PSI. At 56:32:37 it was reported at 312psi.
The heaters aren't working, now let's start thinking circuit breakers. You got any circuit breakers you want to check, there?
- In other words, FLIGHT is wondering if the heater circuit breaker popped, so despite flipping the switch on, the heaters weren't actually running.
We saw the current, FLIGHT.
- EECOM doesn't think the circuit breaker theory is likely, since he saw the load on MAIN A increase by the expected amount for a heater to be running.
You saw the current - okay, look -
Let's check it anyway, FLIGHT, you're right.
- But that could be a coincidence or something else could be wrong, so he comes around.
It looks like it's cycling up a PCM count from 297 to 302. Give me some circuit breakers to check.
- The telemetry refreshed and the pressure increased - by a hair.
Okay, panel 226. CRYOGENIC O₂ HEATER 1, MAIN A circuit breaker.
I'm sorry, I didn't catch you there. CRYO O₂ TANK 1? Panel 226?
CYRO O₂ HEATER 1, MAIN A, panel 226.
Also, FLIGHT, let's check the FAN MOTOR circuit breakers TANK 1, on panel 226 also.
CRYO FAN MOTORS TANK 1. There are three circuit breakers - three phase.
- Three-phase alternating current. Motors are easier built on three-phase AC. Unlike the two-phase AC your house gets, three-phase AC works with three wires.
I've got the 226 CRYO O₂ HEATER 1 MAIN A, and CRYO FAN MOTORS TANK 1, three of them on -
That's right. All three phases.
EECOM, I don't think we're going to come to any solution here until we get back to the initial set of conditions, so I hope you got a set of guys looking at the delog pretty soon.
I want you to get some guys figuring out minimum power in the LM to sustain life.
- The first mention of this critical problem and need on the loop, but it's nearly certain that the back rooms were working on this already.
We got the circuit breakers. All in, FLIGHT.
- The circuit breakers popped out when broken and pushed in when the circuit was closed.
Roger. Copy, all circuit breakers in.
Don't we have both BMAGs OFF?
CAPCOM, would you verify that both BMAGs are OFF, please?
You want to bring it off, right EECOM?
CAPCOM, let's get it off.
Will you get a cockpit panel 1, 2 layout and have the crew - just get the thing and have the crew read across all instruments, all gauges, and write down exactly what they read in those things?
- Panel 3 contained fuel cell readings, which were already being closely monitored, and propellant readings for the SPS, which FLIGHT did not want to use. So there was no need for a survey.
Okay. You want a survey of panels 1 and 2 on gauges?
Okay. And talkbacks, huh?
That's affirmative. Figure out some code that you can use and - I think that's something we should have gotten started a while ago.
See that juice is still going down there, EECOM. You got any more suggestions?
Any more suggestions in trying to pump up O₂ TANK 1 pressure?
No. FLIGHT, we're gonna hit 100psi in 1 hour and 54 minutes. That's the end, right there.
Whatever planning you do, I want to do assuming that we're going around the Moon and we're using the LM for performing maneuvers, because in the present configuration, unless we get a heckuva lot smarter I think we're wasting our time planning and using the SPS.
So I think all of our return-to-Earth type planning should be assuming the use of the LM DPS and/or RCS. And I think third priority down the line should be CSM RCS.
Okay, and I'm assuming that you want fast-as-possible return.
Yeah, I think that's the case.
Okay. We'll work on it from that sideline, FLIGHT -
Okay, listen. There is a possibility that we blew a O₂ line in one of the fuel cells, and it's effectively manifolded there, of course. Now, I'm - I want to shut off one of the reactant valves to one of the fuel cells. And that would be FUEL CELL 3, since its O₂ pressure is gone. Now, FUEL CELL 1's O₂ pressure is trying to stay up there, at 45psi. Maybe the problem is in FUEL CELL 3.
- In other words, both tanks run into this line.
That sounds like a good assumption, right there.
Yeah. FUEL CELL 3 is lost anyways, FLIGHT.
Turn Charlie 1 thruster OFF.
You want to turn Charlie 1 OFF? Why?
Well, looks like we're getting a lot of firing out for no reason.
Okay, CAPCOM, recommend THRUSTER C-1 to OFF.
No. C-1. OFF. I added a word in there. Turn THRUSTER C-1 OFF.
Why don't you show me where you think that problem is?
Okay. Clint's coming up.
Go ahead, EECOM.
- This is actually Glynn Lunney responding, who was preparing for his shift. He spent some time before his team came on circulating the consoles and issuing a single critical question to each that had to be answered in the following half hour.
We need to get the - make sure the inline heaters for FUEL CELLS 1 and 3 are OFF.
You want to shut off both reactant valves to FUEL CELL number 3?
It's dead anyway, FLIGHT.
And the inline heaters OFF in FUEL CELLS 1 and 3, please.
What we're proposing here - supposing here, CAPCOM, is we may have a - had some problem in FUEL CELL number 3 since that's the one that's reading no O₂ right now. And we may be losing our O₂ through FUEL CELL number 3, the O₂ manifold - inasmuch as they're manifolded together commonly. Looks like the O₂ in FUEL CELL 1 and 2 seem to be trying to stay up there. And FUEL CELL 3 looks like it's the oddball here.
CAPCOM, let's close the REACTANT VALVE to FUEL CELL number 3.
Okay, close REACTANT VALVE to FUEL CELL number 3.
And you're saying that 1 and 2 look okay?
Well, what it looks like - looks like the pressure's trying to stay up there and this is the best guess we've got right now because we've got to stop this O₂ flow.
Some more jet reconfigurations to see if we can hold the attitude.
We'd like to turn Charlie 2 OFF -
Wait, why are we interested in holding attitude? If we're not venting why not drift for a while? That would probably be better from a standpoint of thermal control anyway, wouldn't it?
I'd think we'd like to get into a controlled drift rather than just some random thing, FLIGHT.
Do you want them to go through that whole smash for fuel cell shutdown, Sy? I assume you do - heaters and all?
That's affirm, FLIGHT. He's gone through much of it already, got the pumps off.
Okay. You want them to go through the whole fuel cell shutdown. Heaters and all.
Heaters, reactant valves, and the pumps of course he's already done.
Okay. Have them go ahead, CAPCOM.
And get the inline heaters OFF on FUEL CELL 1 also, FLIGHT.
Inline heaters OFF on FUEL CELL 1.
Roger, it'll cut the current requirement down, anyway.
The COMM holding up? Sounds like he's going out.
How you doing there, INCO? From a standpoint of OMNI-switching?
We might be a little better on Bravo.
Okay. Can you figure me out some way to keep communications and yet cut down a bit on the load? You might talk to EECOM on it.
Okay. We can turn the tape recorder OFF.
You don't need the tape recorder, do you?
It may be already off, but that's one thing we don't need.
Let's go down the list as much of that INCO stuff as we can get, FLIGHT. I think that's about the one biggie right there.
Is that the only thing we can give up? We turn the POWER AMPL OFF, we won't get HIGH BIT RATE.
Let's also verify tape recorders OFF, please.
I don't think we got down that far on the list, did we? We went through the BMAGs and that was lights - BMAGs and lights, and I think we stopped right there.
Yeah, that's affirm, FLIGHT. Tape record - we'll skip a step and go tape recorder OFF.
AFD, meet RECOVERY. RECOVERY loop.
What was that, GUIDANCE?
He had an 06 18 he couldn't get rid of; he's got rid of it now.
Okay, FLIGHT. I had them reading off a lot of gauge readings, and we got over to FUEL CELL 3. And I hope your people were copying all this down.
Did you get some kind of master? We got it on tape, I'm sure we can get it off the tape.
Alright. That's affirm. I'd say I have 95% of the ones he read.
When the systems men can stand it, I need two minutes for a checkpoint to save all this data.
I don't see why we couldn't - EECOM, GNC, can you stand a checkpoint right now?
It only takes a minute, I guess I'll have to if we need it, FLIGHT.
Yeah, I think it'd be good to get a checkpoint. Go ahead.
EECOM, have you deduced anything - have you seen your REACTANT VALVES go off? You seen flow cease?
They were open-circuited, and the pressure - still appears to be going down.
We'd better confirm that the FUEL CELL 3 REACTANT VALVE circuit breaker on panel 226 was closed when he shut those.
FUEL CELL 3 REACTANT circuit breaker on what panel?
They're normally open.
- To avoid accidental shutoff of the reactant valves, the electrically activated shutoff valves were normally open-circuited and had to be closed in order for the shutoff switch to actually do anything.
You want them - close the circuit breaker -
- on the valve, and then -
Yeah, FLIGHT; he should have gotten a barber pole on that.
Yeah, wouldn't he get a barber pole when he turned the reactants off? EECOM?
Even with the circuit breaker open?
No. Okay, so he ought to know that. We can just verify that he got a -
- The rest of the sentence here would have been "barber pole."
Okay, FLIGHT. We have our checkpoint.
Okay. All flight controllers, I'd suggest you start handing over, because I think a fresh team's probably going to be thinking clearer. I think the rest of us can continue working in some other function in support of the new team coming on.
Go on thruster A-4, FLIGHT.
Okay. Go on thruster A-4, CAPCOM.
Roger. And OMNI Charlie.
Okay. All flight controllers, I'm handing over to Glynn. I assume the majority of all the team guys are pretty much briefed and up to speed as best we can. Now what I'd suggest is the white team do two things: they go over the delogs - okay - let me go back over this again. We're handing over to Glynn. I'd suggest the white team goes back and starts going through the delog of the data. In other words, let's see if we can go back to the initial conditions and work on that problem to see if we can find out what happened and we may find some better clues as to what to do and let the fresh guys come on and try to figure out where do we go from here.
- Kranz's team was the white team. Glynn headed up black team.
And the delog is in way now. Roger.
Okay, EECOM. Tell me about the latch. Do you think you've got the reactants latched?
- FLIGHT is following up on the possibility that the reactant valve didn't close. There was, in addition to the breaker, a latch that could wedge it open to prevent it from closing in case of heavy vibration, as could happen during a burn.
The crew reported he got barber pole whenever he threw the reactant switch, so that implies that he did all the right things and he really got it shut off. And it looks like that didn't help us any - the pressure's not improving any.
Okay, now the next question is: are you willing to do that on FUEL CELL number 1?
That's the question we're pondering, FLIGHT. We've got to come up with an answer on that one.
Soon. FUEL CELL 2 is working okay.
Unless we do something to get that oxygen, it's not going to do us any good to save fuel cells.
- In other words, there's no reason to be reluctant to shut off another fuel cell if there won't be any oxygen to feed into the working one anyway. You can already see how much more Lunney opines on debates.
Okay - okay. GNC, FLIGHT.
You stabilized now? - standby.
Here comes configuration, I think it's yours.
I didn't copy all those; did you, GNC?
Roger, FLIGHT. We concur.
Is that good? How are the rates?
It's holding down around a tenth of a degree per second, FLIGHT. Isolating, he's in ACCEL CMD, so -
FLIGHT, did you copy all those thrusters?
Go ahead. Who's calling?
CAPCOM. Did you copy all those -
I didn't copy them all, Jack. GNC, did you copy them all?
That's affirmative, FLIGHT.
Do you like that configuration for right now?
As best you can tell - best you can tell, the rates are okay. And he's flying ACCEL CMD.
No rate damping, then, right?
Are both BMAG packages off?
Standby. EECOM, you need anything?
Roger, FLIGHT. We'll take those.
Get him to go through the meters -
Okay. Just FUEL CELL 1 and 3, Jack.
EECOM, I don't like the way that O₂ pressure's going down. If you want to do something about these other reactant valves, let's make up our mind.
Let me get that for you in a minute, FLIGHT. Let's standby on these readouts.
Yeah, okay. Anybody can copy the readouts. Be sure you're discussing these reactants.
Hey, FLIGHT. CAPCOM. Long time ago I heard someone mention something about closing the REPRESS package and then we never made a decision on that. Do you want to do that, too?
Do you want to close out the REPRESS pack? I think that came on for them before.
We indicated earlier that we'd like to get it closed off -
Okay, on the reactants for FUEL CELL 1. Seems to me we have no choice but to go ahead and do it. The pressure continues to drop. We're not going to have anything left soon anyway. So, looks like the next best thing to try is to go ahead and turn the reactants OFF on FUEL CELL 1.
Yeah. What is this pounds on your display, Clint?
That's - that's invalid.
And of course, you'll want to make sure that his circuit breaker is closed for FUEL CELL 1 when he starts to close the reactant valves.
Which circuit breaker is that? The one on 226?
That's FUEL CELL number 1.
That's right, FUEL CELL reactants number 1.
Is he done with that readout yet?
I didn't copy the last part of it there, FLIGHT -
Is there any chance that I'm just looking at a bad pressure reading here? I'm going to shut off the second fuel cell now, is there any data you can correlate that says that yeah, that pressure is going down?
You understand my question?
I understand your question. The temperatures are also dropping. Let me get a verification on that - standby just a minute.
- The ideal gas law
PV=nRT can help verify the two readings against each other.
Yeah, we copy that. Tell them we're debating shutting off the reactants on 1.
The temperature is the only thing we have.
You're saying that I'm looking at a valid pressure in that tank, and it's still going down.
That's the way it looks, FLIGHT.
Therefore we need to go to FUEL CELL 1 and turn off the reactants.
CAPCOM, FUEL CELL 1 reactants. Circuit breaker and a switch.
Okay - you want them to go through the fuel cell shutdown procedure on 1?
Do you want them to go through the fuel cell shutdown procedure on 1?
Because the tank 1 is still going down. Pressure and temp - pressure going down, temperature confirms it.
Of course, you want to ask yourself if you want to open 3.
- Open-circuit FUEL CELL 3, perhaps?
Yeah. You don't want to do that?
Negative, let's leave 3 like it is.
What MAIN BUS do you want up?
Just like it is. FUEL CELL 2's on MAIN A.
How long can I leave that stuff off and still turn it back on? Any time at all?
Negative, FLIGHT. It's like it wipes it out.
- As dramatized in the film, once the fuel cells are shut off they're done for good.
I don't know. That's what I'm asking, but we've got that shut off now.
You're ready for that now. Sure, absolutely, huh EECOM?
It's still going down and it's not possible that thing is sort of bottoming out, is it?
Well, the rate is slower but we have a little less pressure too, so we would expect it to be a little bit slower.
You are sure, then; you want to close it.
Seems to me we have no choice, FLIGHT.
Standby one minute; I'll poll my back room.
It went down again. One more.
We're go on that, FLIGHT.
Okay. That's your best judgement; we think we ought to close that off, huh?
It's dropping down to 234. Yeah. Okay. FUEL CELL number 1 REACTANTS coming OFF.
I think we can help the CMP a bit if we can tell them to enable B/D ROLL in the DAP. He's got A/C turned OFF and he's got A/C selected in the DAP. Can we tell him to -
- To instruct the DAP that it was allowed to use RCS packages B and D for roll control.
- The A/C ROLL thrusters were disabled entirely, but the DAP was being asked to use them for roll control.
Is he under DAP control?
Well, he goes to it occasionally -
- he's in - RATE CMD right - ACCEL CMD right now, but -
Okay. Okay. He's got A/C off, huh?
CAPCOM, when you get a spare minute there, Jack needs to enable B/D ROLL in the DAP if he wants to use it.
If he wants to use the DAP, that is.
Jeez, it's really going down.
Okay, is the - LM gotten all set up for using LM systems for supporting the CSM?
Okay. We'll get you time as to what it looks like we'll have for power here, shortly.
TELMU and CONTROL, FLIGHT.
Keep reminding me of that heater; now I don't want to let that thing go too long.
Okay. We're still trying to get some data - substantiating data on that, FLIGHT. My own personal opinion is the sooner we can take care of that, the better off I'm going to feel about it.
Yeah, okay, Hal. Go get 'em.
Okay; and FLIGHT, TELMU. We're working on a procedure right now that powers the LM internally from its own power.
Save you a little more power to turn the HIGH GAIN antenna switch to OFF.
POWER switch. You're doing okay on the OMNIs, huh?
Yes. We've got the 210s.
Okay. CAPCOM, he can turn the HIGH GAIN antenna POWER switch OFF; we're doing fine on the OMNIs. We've got the big dish.
Yeah, I was wondering about that. Do you - let me get the HIGH GAIN POWER off first, okay? Clint?
How much - how many amps will that give us, EECOM?
About 1.3, 1.4 amps - - amp-hours per hour. The cost is about 4.5 amps.
- The rate of battery charge.
So it's no big deal on the amps.
That's right. And we'd like to use whatever time we have to put energy back into the battery.
Yeah, and I see O₂ tank 1 pressure is 217.
That's affirmative. It's still coming down.
GUIDANCE, you want anything done with the CMC right now?
FLIGHT, we would like a VERB 74 before they power it down.
Standby, FLIGHT, let me the flight - site configured.
Does the temperature in tank 2 correspond with the pressure reading?
Let me see how close it is, FLIGHT.
Temperature and pressure correspond - they verify that the pressure reading's right.
That's right, FLIGHT. Tank 2.
Okay. Now, is it possible that we still have that tank and it's good? And we could somehow get power on B and use it?
It's not likely, FLIGHT.
What's not likely, Clint?
Not likely to be able to - actually have anything left in the tank.
I don't think so, but let's - we'll pulse (??) that one to you.
Let me get you a time it looks like we've got on tank 1 here.
Is there anything simple that we can refer the crew to to get them thinking about using the LM here? Have you got anything - checklist, paperwork that'll describe to them what your intentions are?
Negative, there's nothing documented in contingency. We're thinking about using the LM as a lifeboat, we have some procedures here. On the ground, though.
I'm sure you do. What do they amount to? Flying with the tunnel open?
Roger. Just a LM, low power - low - supplying power to the CSM.
Supplying power to the CSM?
To their MAIN BUS B.
- Which hasn't actually functioned since the accident.
Okay. Where did - well, MAIN B is in bad shape. We don't have anything on MAIN B right now. What's that power for? TELMU?
Just anything they might need it for.
What power do you need from the LM?
FLIGHT, EECOM. Looks like we've got about 40 minutes left in that tank.
Like to get battery A on charge, FLIGHT.
CAPCOM, just for his information we're not going to do a DPS burn until we hook around the Moon. Let them know that. And that's at about 79 +30.
- This later turns out to be incorrect. FLIGHT is thinking of the PC+2 burn to send the spacecraft home from the far side of the Moon, but one correction burn ends up happening before then to get the spacecraft back on a return trajectory as early as possible.
We didn't get a good recording on that VERB 74, we'll need them to do it again.
We'd like to get BATTERY A on charge, and we'd like to go ahead and get some more power off if we can. I'm not sure what the situation is on getting the computer up -
Clint, let me ask you now, is there anything you want to do - trying to pump up the other tank? Anything? Are you satisfied that both of these tanks are going down and we're past helping them? Even with batteries? That's what I'm getting at.
I'm trying to be sure that you're satisfied that there's nothing else we can do.
About all we can do is power down and let heat leak help us some - which is probably going to be trivial.
Okay. There's nothing else you want to try.
That's the only reason I'm delaying on this BATTERY A charge, Clint; to be sure you've gone through everything and you don't have any other tricks up your sleeve.
Okay, what are other power do you want to take off before we start the charge?
Well, looks like we're going to get into the control area. Whatever they can give up we'll have to come up with, here.
Okay, are you ready to go ahead and charge BATTERY A?
CAPCOM, why don't they get all they can in BATTERY A?
Okay, and Jack also asked me if we wanted to get a P52 and get the LM platform up with the -
What do you think of that? GUIDANCE?
CONTROL. Question is, do you want to do a quick P52 on the CSM so that we can do an align to the LM? I don't know if we want to keep that LM platform up all that time anyway.
That's too much power in my mind, FLIGHT, to keep that thing running for all that time.
Okay, therefore you don't -
My vote is not to do that.
Okay, CAPCOM, we don't see any need in doing that, because we wouldn't be using the LM platform until about 79 hours.
Okay, you don't want to worry about the LM platform. We'll align it later with the AOT, huh?
Did you say BATTERY A charge?
Okay. EECOM, we charging A? Watch it, there, okay?
I'm watching; it's fine.
Go one more time around that room. We're letting this thing go down, although I realize we don't have any more thoughts to do, but I want to be sure that if there's anything we can do here, that we're doing it. To keep your -
Just power down, FLIGHT. All we can power down will put us in that much better configuration.
Okay, I got that part but are there any other things that you can do besides that, is what I'm getting at?
Okay. GNC, can you help EECOM there as to what else you might power down, if anything? I don't know whether you can or not.
Roger, FLIGHT. We'll work on that, although we're in an ATTITUDE HOLD situation here, and I'd hate to give up the CMC and the IMU right now.
Yeah, well the CMC doesn't matter.
- The SCS can perform an ATT HOLD without input from the CMC.
Okay, we'll work on it, FLIGHT.
FLIGHT, we're not going to have anything in about 40 minutes here.
Okay, we've got an update on the time. Looks like we've got about 18 minutes until we get down to 100psi, and that's the cutoff point.
Alright. But we're charging BATTERY A.
Well, that doesn't mean much in 18 minutes, though. But we're doing all we can do.
Alright. CONTROL and GUIDANCE, one more time.
Will it do any good at all to - TELMU, FLIGHT -
- join in here. The question is, should we try to do a quick align with the CSM and do an alignment in the LM? Can we keep an alignment in the LM up until 79 hours? Can you keep that kind of power on?
The pilots are reporting it's difficult to do that alignment from scratch in the LM docked.
- Astronauts were in the MOCR providing advice; in this case the docked configuration occludes vision and reflects light in a way that makes the alignment telescope hard to use.
And we get a tradeoff here as to whether we can stand that kind of power.
FLIGHT, GNC. We'd save a little power if we turn all the jets off in QUAD C. We're pulsing those jets and we suspect that we've - closed the PROP ISOL VALVES in QUAD C so it's doing us no good right now, so we need to turn off all the jets in the quad.
- The implication is not that they have chosen to close the valves, but that they have jarred shut. And in this case, to reopen them would require the dead DC MAIN BUS B.
- Even with the propellant feed lines closed, with the thruster still on power would still be spent powering the solenoids in an attempt to fire.
EECOM? Any need to dump water?
Negative on that, FLIGHT.
No sweat there, Jack.
- CAPCOM Jack Lousma, still on shift since before the accident.
They get the POWER AMPL off? I heard them talking about it a while ago. I don't know.
We can eliminate that central in the 85 foot gainway.
That's not exactly true -
We're looking at it to see how far down we can go.
I believe GNC has got some things we can turn down here.
Yeah, he just - AUTO RCS in Quad Charlie can go off; we've got that Quad PROP ISOL'd. Which I didn't know, but.
Quad Charlie AUTO RCS - GNC, FLIGHT.
Confirm: Quad Charlie is PROP ISOL'd off, right?
Well, we haven't confirmed that, FLIGHT, but it appears that that's the situation we're in. The shock of the O₂ thing, it probably closed those valves -
- and we haven't been able to open them because those are powered off of MAIN B.
But A appears to be working okay.
Okay. We think Quad Charlie's PROP ISOL'd off, Jack, so in that case we ought to turn off the AUTO RCS SELECT; that'll save a little power. Probably not much.
Yeah - you want AUTO RCS OFF on Charlie?
How about antennas? How are we doing? Did I hear them give me some bad COMM there?
We're in pretty good shape right now, FLIGHT.
Let me try one more time. Is it possible that if we got power to MAIN B that we could get TANK 2 powered up and up the pressure?
We don't feel like that's a possibility, FLIGHT. We might conceivably get power to B but we don't feel like we can get anything out of TANK 2.
Okay, now why is that? Tell me why.
It's because the numbers we're looking at indicate that it's essentially ambient.
GNC, watch we don't pick up any rates now, will you please?
How long have we got now in the cell?
Last account we had 18 minutes, let me get an update.
Okay. TELMU, what have we got to do to power up to get some COMM on the LM?
Okay FLIGHT, we've got a procedure here that gets power up first on the LM.
Yeah, that gets us power but what do you want up? Just the COMM?
We'll have to have an environment for the crew, the way this can be -
That's what I'm asking you, EECOM and TELMU. We've got to figure out how - we're just about out of CSM talkin'.
What do you want them to power up in the LM?