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 a good portion of 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 cryos, 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. Oscillating, 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?
- out input is, here, that we'll have to live out at the LM.
We've got a power up procedure here from TELMU but we've got to start thinking about what you want pow - configured in the ECS and the COMM.
That gets power in the LM, and then we'll get you some COMM and TM here.
Yeah - do we need to send any power to the CSM? For the platform, or anything? Or, can we even do that?
- Sending power back over to the CSM wasn't part of the original design consideration.
I'm not sure we can do that yet.
That was a long time ago.
Okay. When do you want them to start working on this procedure?
Well, tell them they gotta start thinking about the power - going over and powering right now because they're going to have lights problem in a little while in the CSM.
Okay, I'll send it up. And they wanted to know if we wanted them to try to reset the PROPELLANT VALVES in the secondaries.
That won't do any good because we lost MAIN B and those valves are powered off of B.
No - no, CAPCOM. It's off MAIN B.
Does this title - this PG&E (??) page - mean anything more than just power up the LM?
We'd like to go ahead and power down the CSM all we can except leave that battery charger on. Of course, leave a little light because we're going to be there in 15 minutes anyway.
CAPCOM, we're going to out of power in the CSM in 15 minutes in the fuel cells. We want them to start getting the tunnel clear and get ready and get over there and power up the LM as soon as they can, they ought to send somebody over there. EECOM, what ought they do to leave the cockpit?
- At this point, the CSM is clearly a lost cause. But in the 15 minutes of power left, the controllers and crew need to ensure that the spacecraft life support, illumination, communications, and navigation are all ready to go in the LM, or the crew will be flying blind in every possible way: unconscious, in the dark, with no support or instructions from the ground, and with no idea which way the spacecraft is pointing.
EECOM and GNC. What ought we do to leave the CSM cockpit? We're going to lose power on the buses, now what do you want to switch off?
Power it down, FLIGHT. All of it.
The CMC and the IMU, mainly, FLIGHT.
Last ditch stand on O₂ tank 2, let's turn the fans on.
That'll cost about 1 amp.
What are they off? MAIN A?
Okay. Fans in tank 2 ON.
Tell them to try the fans in tank 2. They're off the AC and last ditch stand we'll try the fans in tank 2. Turn the fans on in TANK 2, it only takes 1 amp.
TELMU, GUIDANCE, and CONTROL; FLIGHT.
Do you know status of the CSM platform right now?
Negative, FLIGHT. It's - good as far as we know.
No, no, no. Do you know its orientation? Do you know its orientation?
Yeah. You know what you've got, and so okay.
Did he get it? Fans 2 ON?
He got it, did he, Jack? Number 2 fans?
GUIDANCE, CONTROL, and TELMU. The point is, should we, quick - if you guys can't run out the power steady, run out - align the - your IMU to the CSM while we study the problem? See what we got in the way of power?
Tom Stafford is concerned that they'll have a hell of a time getting the platform aligned in the LM with AOT.
- It was already known that sun glare could cause problems finding star positions with the vehicles docked. On top of that, debris would prove a huge issue once this procedure was actually attempted.
Okay. What's should we tell them to do?
It's going to take about 15, 20 minutes as I understand it to do that procedure, that right GUIDANCE?
How about you give me an Activation page?
Well, how long does it take to -
- how about a coarse align? At least you get - at least you start in -
Okay, that's in the ballpark, FLIGHT; that's correct.
Okay, now. What do you - what do we do to get this done? EECOM, you got all my power in the LM with that procedure? What power have you got on the LM?
- It's possible FLIGHT meant to ring TELMU here.
We ought to go ahead and go a P52 first in the CSM and get -
That's what I'm asking you -
- do you know? Well, do you have one now? We don't have much time! Do you have a good one now? As far as you know?
Yeah, that's what I'm asking! Do you have a good alignment?
I'm not worried about the tenths of a degree, either.
Well, it ought to be that good, FLIGHT.
Yeah, okay. So we don't need to do a P52 -
Okay, we need to open up the surge tank. The manifold pressure is dropping.
Uh - okay. Wouldn't you rather power that from the LM - pump that up from the LM?
Well, we - - we've got to get into the LM first, FLIGHT.
CAPCOM, get them going in the LM. We've got to get the oxygen on in the LM.
Okay, we have a procedure here. Probably the easiest thing is to refer them to Activation -
- 11 and Activation 12.
- If you want to follow along these Activation pages, they start around page 6 of this PDF.
What will that do for us?
That gives them the COMM -
And cross out the VHF stuff.
- does that give us ECS also?
That gives us glycol circulation.
Okay, how about ECS? Come on, I need some oxygen.
Disregard the surge tank request.
Do I need some oxygen right now?
Roger - just go to Activation step 1.
- TELMU probably did not mean to say "step" here.
And go how many steps? Activation -
Activation 1, step 3, FLIGHT.
And then what? Activation 11?
I've got Activation 1 step 3; Activation 11, 12, 13 step 1.
Roger, and FLIGHT, in Activation 11, omit step 1.
Okay. That'll give them what, now; glycol flow, COMM, and some ECS? Is that right? That's what we want.
Okay. That's what we want.
One other input: we also need the DEMAND REGs to CABIN.
Do you want them to do Activation 1 down to step 3 - TELMU?
It's down to step 3.
- The silly thing about this miscommunication is that Activation 1 only contains 3 steps to begin with.
And DEMAND REGs to CABIN.
TELMU, when do we do DEMAND REGs to CABIN? That's the end of those three steps?
At the end of the sequence.
At the end of the sequence, DEMAND REGs to CABIN, Jack.
And I - I'm still not satisfied he's got Activation 1 down to step 3.
FLIGHT, EECOM. The voltage is going to begin to drop and we'll need to power down with it.
Okay. What do you want them to do? Turn everything off?
Leave the lights on, and - leave the lights on. As far as they need it.
And where do they power it from, the LM?
That'll be power from the CSM as long as we have anything. We will bring up BAT A when we get down about 25 volts or so.
Until they get into the LM and keep their lights up and whatever they have to have.
We don't want to destroy the IMU alignment in the CSM right now, so we've got to keep that up, I assume, until you get the LM aligned, right?
We'll do that by bringing BAT A on MAIN A.
Well, we'd better quickly do that or we're going to be losing it.
We've got 3 or 4 minutes, FLIGHT.
- FLIGHT appears to laugh at this line.
But the thing is, we want to pass to them - when he does see it go down. Or, start going down. To get BATTERY A On.
Now, you think we really want to spend that to keep the platform on? We're using the entry batteries, too.
What we take out of the battery we won't get back.
No. Down to step 3. Down to step 3. All the way down to step 3.
Yeah. Alright, okay. I just want to be sure we're sure we want to do that. And quick, get a coarse align. CONTROL and TELMU, will the steps I got give me a coarse align?
Will those steps that we've passed so far get me a coarse align?
Negative, that just gets you -
What else I gotta do to get a coarse align?
Can we get those read up to the crew to step the power down? Of course, they can power down everything, but here's a good start.
?? the battery will drain as they power down?
Okay, but we wanted to keep that up for a little while, I thought you just said, with the BATTERY A. To get a coarse align on the LM.
Well, maybe there's a bit of confusion here.
Yeah. You just gave - you don't want to turn the IMU off until we get a coarse align on the LM, right?
That's affirm, FLIGHT. And we'll support a battery until you get that.
Okay. CAPCOM, we want to power on down the CSM only. We want to put BAT A on - about now? EECOM?
Negative, not yet, FLIGHT. We'll let you know.
We're going to put BATTERY A on - can you put it on while it's charging?
No. We'll have to take the charge off.
- From here out, two EECOMs are active on the loop. Maroon EECOM is John Aaron.
We'll have to power down the charger and put it on MAIN A.
The VHF is not required, FLIGHT.
Look, it's unclear enough to me that I'm going to try to get a coarse align in the LM. You know where we are, then, right, Will?
Alright. Now, what do I have to do to get it?
Okay, I'm getting you that step right now, FLIGHT.
When we get a little lower, we're going to have them pull BAT A off, and we'll get him to put it on MAIN BUS A. We are then going to try to hold up the IMU long enough to get a coarse align in the LM, and then we'll see whether we're going to keep that coarse align up or not, but for right now we're running the profiles and we'll have to determine that.
That's the course of action, let Jack know that much.
Okay. And he wants to know what he's going to see and what he should do when he sees it happen to FUEL CELL 2.
We're interested in keeping up the IMU and the lights, for him to see. That's all.
EECOM, GNC: everything else goes off? INCO?
GNC? Anything else goes off?
The only concern we have, FLIGHT, I just -
- is the IMU heater power. And - for the CSM.
Well, if you want to maintain the IMU for re-entry, we've got to have the heater power on.
Standby, we'll take a look.
FLIGHT, EECOM, we can take it off at any time.
Okay, I need some LM IMU align procedures.
We need to go ahead and start that power down any time.
Okay, do you want me to put BATTERY A on yet?
Negative, we'll give you a cue on that.
Okay. Where do you want me to tell them to start, Clint?
Keep your lights up and everything else has got to go.
Everything else except the IMU.
How about the COMM? We don't have COMM yet with the LM.
As soon as you take that POWER AMPL off we're going to lose data.
- The downlinked telemetry feed.
Okay, well let's - yes, let's be clear what we're doing here.
We're discontinuing BATTERY A.
Okay, so far I've got the IMU and the POWER AMPL up. Anything else?
That should do it, FLIGHT.
Leave the PCM up, too. Leave the COMM configuration alone.
Yeah, leave the COMM configuration alone, CAPCOM, until we get COMM with the LM.
Okay, we've got one more - we want to make sure his SUIT FAN 1 is - our SUIT FAN is positioned to 1.
- In both spacecraft, the suit fans were run open-circuit with the entire cabin to scrub the air when the astronauts were not wearing suits. This is the answer to the oxygen request from earlier.
And the - on panel 11 we want ECS SUIT FAN 1 breaker closed.
Okay, you want SUIT FAN number 1 on.
With the breaker. Go ahead, CONTROL.
Okay, FLIGHT, here's what we need.
Alright, standby. CAPCOM, in the LM we need the SUIT FAN number 1 and its circuit breaker on to get flow, and CONTROL's coming to me with the IMU procedure. Go, CONTROL.
Panel 11. LGC/DSKY closed.
That's the circuit breaker?
Okay. Then go to Activation page 25, do steps 1, 2, and 3.
1, 2, and 3? And what will that get us?
Okay, that'll get everything up and running and the platform turned on.
And will that get us a coarse align?
Negative, that'll put you in P00.
Docked IMU coarse align procedure is there for you.
Excuse me - 30. That's Activation 30, FLIGHT.
Okay. I've got LGC/DSKY close, Activation 25 steps 1, 2, and 3, Activation 30.
Okay, TELMU, one more question. Are we bringing up glycol flow here?
We brought up circulation. We have not activated the boiler.
I don't know; we're working on it, FLIGHT.
Okay, when we go through this power down when we bring BAT A up, we want them to go through the fuel cell shutdown procedure for fuel cell 2, just in case the pressure should recover and we would still have a fuel cell later. Which is not likely, but it's not going to cost us anything to do it except a little time.
FUEL CELL 2 shutdown; that closes the reactants?
I'm - I'm sorry. Standby. Standby's the word.
You want me to put fuel cell number 2 on standby when? After we put BATTERY A on?
How close are we to doing that?
Well, we're looking for it any time now.
Have we got anybody over in the LM yet, Jack? Can you tell? Somebody climbed over there? They're both over there?
Yeah, we've got them both over there, and they've just taken the procedure for the activation of the IMU.
Yeah. Okay. I don't know how long we'll be able to keep that up, but at least we'll have something.
Okay, and what other things you've got to go up that I missed while I was talking?
Have we given them the signal on the battery yet?
About another 20 psi, FLIGHT.
GNC, FLIGHT. What do you want on the heater? Circuit breakers?
We're still working on that, FLIGHT. We're trying to get it - find out if we can power them down and bring the platform up later on, whether we've really got a problem there or not.
Alright. Go ahead. We'll have BMAGs.
We can turn the GLYCOL PUMP off anytime.
BYPASS on the primary rads.
- Radiators, which cooled the water/glycol coolant.
Turn the GLYCOL PUMP off.
CAPCOM, he can turn the GLYCOL PUMP off in the CSM.
BYPASS on the rads, and then turn the pump off, huh?
Okay. BYPASS, and then PUMP off.
Okay, we should be okay thermally in the LM vehicle until we get telemetry, and we'll watch it until we tell you to turn on the boiler.
Okay, fair enough. You can look at TM before you tell me about the sublimators. Thank you.
BYPASS and the GLYCOL PUMP coming off.
Okay, FLIGHT. Anything else I missed while I was talking to them there?
Uh, I don't know, Jack. I haven't been following everything you've said, you did tell them that we're going to be putting BATTERY A on to keep the IMU up. I don't know how much time we've got here; another 20psi was the last I heard.
Yeah, and I'm standing by for a mark on that.
Yeah. How much power have we got left on in the CSM, EECOM? We haven't got a lot on -
We've got about 40 amps.
Okay. What else can we take off right now?
We passed the list to CAPCOM while we had the IMU heaters - IMU on it. Everything on that list but the IMU.
Yeah. Got it, Jack? You want them to start powering that stuff down, right Clint?
Okay, Jack. Everything but that IMU.
You're giving up there, huh?
O₂ TANK 2 FANS can go off. There's nothing happening there.
That's confirmed. All FUEL CELL PUMPs off, FLIGHT. That's 1, 2, 3.
You want to shut 2 down, now?
Just the pumps. Just turn the pumps off.
Oh. Okay. All FUEL CELL PUMPs off, CAPCOM. That may be a verify.
Okay, verify all FUEL CELL PUMPs off, and -
FLIGHT, INCO, we have the LM downlink coming in.
- Good news; the beginning of communications with the Lunar Module.
We don't want them fans and heaters in TANK 1, do we?
EECOM, you don't want anything on in TANK 1, do you? Or do you?
Roger, we want them all on.
Leave them all on in TANK 1, CAPCOM.
I'm still seeing 40 amps. What all have we got on there, EECOM? CMC? IMU?
IMU and CMC still up right now.
Look, I'm worried about shutting this thing down so that it's safe when we want to repower it from the entry batteries.
Roger. We don't - we're going to ask you to bring up BAT A whenever we see the voltage begin to drop off.
I understand that, I still want some kind of closeout configuration. Okay?
GNC, same with you. And I haven't heard from you on the heaters yet, on the IMU.
Roger, FLIGHT. Preliminary look at it, looks like we can pull all the circuit breakers - power on the heaters. But we're still trying to get a handle on it.
We may well have no choice.
I don't know - how many amps do they take?
I got - I'm looking at a hundred and - I'm looking at - fif, sixt, 80 hours!
- Given the LM had a total battery capacity of around 2,250 amp-hours, running the heaters at 10 amps for 80 hours (10 amps × 80 hours = 800 amp-hours) was too much to even consider.
Okay, I've got a procedure for COMM activation; 28 on the panel here. It came from somewhere, is this something you want to go up?
INCO, is that the COMM activation in the LM?
Negative, FLIGHT, the COMM activation is the same as you've got over there, except we want to change to normal VOICE when he gets squared away. I gave him some steerable angles in case we want to activate it. So I have it - and that's the procedure.
- Angles to point the steerable S-Band antenna at.
Can we go on the OMNI right now?
Roger. As we come up on the Goldstone with the 210 we'll be alright.
- The Goldstone MSFN site in Southen California.
We have AOS with the 210 now, FLIGHT.
- For the last 10 seconds or so noise has been creeping into the audio. This is the link with the LM coming in. The cause of that noise will become a critical question and problem in the coming hours.
We'll stick with the OMNI, yeah, Jack. So don't do anything with that.
FLIGHT, we have OMNI data on the LM right now.
We've got a better number on that heater power; it only draws about 0.8 amps. So we'd like to leave that up.
The temp looks good. 129.9.
Okay. 0.8 amps for the rest of the mission is going to cost me 64 amp-hours. GNC, FLIGHT.
It's going to cost me 64 amp-hours.
I can't afford that! Can't I bring it back up without them? Is that absolutely known?
Yeah, I think you can, FLIGHT, but the platform's way off -
Turn around here a minute. He's talking about the IMU heater, it's going to cost me 0.8 amps, I'm - 142 hours at landing - I'm 80 hours away. That's 64 amp-hours.
Can you hack that out of the entry batteries?
We might hack it transferring power back from the LM to the CSM, but we can't hack it on the batteries.
FLIGHT, EECOM. Since it's only 0.8 amps let's hack it for a little while here. Then we -
Okay, FLIGHT. It looks like they are still on low-volt taps. We need to get the Activation step 12 substep 3 and go to high taps on the LM batteries, 1 through 4.
You want the high taps on the batteries, 1 through 4?
Roger, that's Activation 12 step 3. Looks like they're still on low taps.
CAPCOM, did you give them that about the high taps?
I gave them that about the high taps and they're going through it -
FLIGHT, looks like we're going to high taps.
INCO. We'd like to get normal voice on the LM on panel 12. FUNCTION switch to VOICE.
Okay. Everybody in the room, how about sitting down a minute, and just keeping it a little bit quiet?
All our systems look real good on LOW BIT RATE.
- Not that low bitrate is good, but that with the limited data they have on low bitrate things look healthy.
FLIGHT, we look good. TELMU's good.
We need SUIT GAS diverted to CABIN.
SUIT GAS diverted to CABIN in the LM, CAPCOM.
Okay, they're doing the coarse align now. CONTROL, can you see your platform?
Negative. We're on LOW BIT RATE.
We don't have resolvers.
Okay, we want them to go all the way through to the fine align, past the angles test so we can get a good alignment with the CSM because that CSM is continuing to move.
Which step do you want to get to?
We want to go all the way through to step 7 in the LM Activation.
All the way through that, Jack, that's what he means.
Okay, we expect to put the battery on any time now. We're still going to give you a cue on it.
While they're working the problem, do you want me to leave BATTERY A on MAIN BUS A?
When we give you the cue, we'll put -
Is that what your plan is?
Until we get - until we get through to the LM, that's right.
Okay. Now, doesn't - GNC, I wanted to hear from both you guys whether you want to leave that on the whole time, but we can stand 0.8 for now on the entry bat.
Roger, FLIGHT. We're - we feel like we'd probably be able to power it down.
We indicate he still has the LDG RDR HEATERS on; he can open those up if he desires - panel 11 row 3.
They're in the middle of the align.
But remind me again in a minute, CONTROL.
Are we still awaiting the mark on BAT A?
I don't know. EECOM, how far away from BAT A?
FLIGHT, any time now, but the voltage is still up. We'll cue you.
Okay, well, I'm afraid it'll go fast, aren't you?
Well, we - it'll go pretty fast when it gets there.
CAPCOM, you primed Jack about BAT A, haven't you?
I told him we'd give him a mark on BAT A. He wanted to know what to watch for. He'll see the voltage drop but we'll give him the mark.
O₂ to N₂ ∆P is dropping; let's turn BATTERY A on.
- The drop in nitrogen pressure, which was used to regulate differential pressures in the fuel cell, indicates the oxygen supply pressure is failing.
GUIDANCE, copy the numbers.
GUIDANCE, copy those numbers.
You got BATTERY A on there, EECOM? 11 amps.
That's affirmative, FLIGHT. It's on.
Let me know when they're all done and you've got what you want in the LM, because I want to get that CSM powered down.
Okay. We can't watch the LM, FLIGHT, we don't have the HIGH BIT RATE.
Okay, but from the voice.
We can get HIGH BIT RATE from the LM.
Does it cost me any power?
No. We'd like for him to go to panel 12; we'd like to go FUNCTION switch to VOICE, and HIGH BIT RATE on PCM.
INCO, EECOM. Meet me on number 1.
They want to go to HIGH BIT RATE in the LM. Won't cost us any power. And they can tell a little more.
And, FLIGHT, we checking his arithmetic? On the -
Standby, we'll check it.
If we can get LOW BIT RATE with the POWER AMPL off, let's turn the PRIMARY POWER AMPL off on the COMM system. There's no sense in -
LOW BIT RATE. DOWN VOICE BACKUP.
You need him to do that?
Okay, CAPCOM. LOW BIT RATE. DOWN VOICE BACKUP, and POWER AMPL OFF in the CSM.
INCO, EECOM. Meet me on number 1.
We need to get the SUIT GAS DIVERTER to CABIN.
CAPCOM, LM: SUIT GAS DIVERTER to CABIN.
GUIDANCE, how's that arithmetic?
It looks good, FLIGHT.
- Not nearly the snappy slide rule action seen in the film.
CAPCOM, the arithmetic's good.
Does that mean we've got an alignment now?
We've got a coarse align, FLIGHT.
As soon as we've got the alignment and we're finished with it we're going CMC OFF, IMU OFF, we'll leave the heater circuit breakers on powered from - BATTERY A. Until you tell me whether we need to keep them up or not.
How come we're getting so much noise on the COMM?
- Again, an important question.
We'd like them to do a COMMAND RESET on the CSM so we can get the LOW BIT RATE.
- An answer to a completely different question.
I thought we just told them that.
We did, but the way the commands work and everything -
Alright. They're in the middle of it, I'll give it to them in a minute.
We're turning off some more of the instrumentation, gentlemen.
GUIDANCE, have they got the fine align down to where you want it, yet?
FLIGHT, we need him to read the angles to us. We've lost CSM data; we don't know what the CSM got on the 06 20.
Okay, you really need that, huh?
CAPCOM, they need a VERB 06 NOUN 20 on the CSM. We lost it.
Here they are.
- Turns out, Jim is already on it.
You got everything you need, GUIDANCE?
We're ready to go ahead and power down the CMC now.
Wait a minute. I want to be sure the guidance is alright.
GUIDANCE, can one of you tell me if you've got everything you need?
FLIGHT, GUIDANCE, we got everything.
We're working on it now, FLIGHT.
Now - my question really is: when can I turn the CMC off? Are we that far enough through the procedure that we can turn it off? Yes or no, that's all I'm -
Roger, FLIGHT. We are, FLIGHT.
If you get us that COMMAND RESET we'll get some data; we're blank here.
Okay. Well - in the CSM, you mean?
We're turning it down anyway, right now, Ed.
CONTROL and GUIDANCE, one more time. You've got everything you need through to fine align and we can proceed to power down the IMU in the CSM, correct?
That's affirmative, FLIGHT.
That's affirmative, FLIGHT.
Okay, and we'll leave the heaters on. Heater power circuit breaker on in the CSM.
Check LM LDG RDR heater breaker also.
Yeah. CAPCOM, for the CSM. We've got the fine align data and everything is set up so therefore we can start powering down the CMC and the IMU. For now leave the heater circuit breaker on, and the BATTERY A on the bus like it is. We're running that IMU heater to ground to see whether we need to leave that on or not. And here's the - paper -
We got the go ahead to turn the heater power off.
IMU HEATER power to OFF.
And we'll still have it?
That's right. We feel that we have a real good chance of bringing the platform up in good shape.
Now, do you want more time to debate it? I'm willing to give you 0.8 of an amp.
I don't really know how much debate really needs to be done on that.
FLIGHT, EECOM. We need some data. We need to get the LOW BIT RATE - I think we need COMMAND RESET.
CS - CAPCOM, CSM COMMAND RESET, and then give them those instructions. We've got enough, we might as well save what we can on the battery now, and power down.
You want the CMC and IMU powered down?
And heater circuit breaker - heaters off. Off on the -
And all the heaters, etc.
And COMMAND RESET before they -
And you want BAT A, huh?
Okay, we've been watching glycol temps and I guess we'd better go ahead and crank up the water boiler. This is Activation 20 - - Activation -
And Activation 21 step 3.
Do you want to leave BATTERY A on? EECOM? Is that still the story? For how long?
That's affirmative, FLIGHT.
How long will you want to do that?
Until we get squared away with the LM.
All RCS AUTOs OFF, the 16 plus the 2 FDAIs OFF.
- Overlooked is that between turning the CMC, IMU, and RCS all off, the spacecraft loses all attitude maintenance as the LM systems are not yet fully activated.
Yeah. Before we turn his thrusters off in the CSM, CAPCOM, you'd better verify they've got some control in the LM.
Plus, they need to bring up the water boiler. Go ahead, calling, FLIGHT.
This is CONTROL. You mentioned them powering up the RCS; is that right?
We're going to have to do that.
CSM data - CSM data, FLIGHT
Heaters, fans, O₂ TANK 1 off.
Yeah, have him go and get that stuff off.
AUTO - all the AUTO RCS and the heaters in TANK 1.
They've got to get the power off when they can.
Yeah. Well, we just handed it to CAPCOM.
Okay, did you copy we need to crank up the glycol loop?
On the glycol loop activation. And Activation 21 step 3.
Down to step 3 or step 3 only?
Activation 20 and Activation 21 step 3 only.
CAPCOM, FLIGHT. For the LM, he needs to get his sublimator up -
Jack, the LM needs to get the sublimator up. Activation 20, and 21. For 21, step 3 only. Go ahead, EECOM.
You can go ahead and get those O₂ TANK 1 heaters off soon. That's a big chunk.
- Of the 20 amps still being drawn.
You want O₂ TANK heaters off -
Okay. And Activation 20 and 21 step 3.
Yup. Get the sublimator up.
We need to get our RCS heaters on. Start those warming up. And get the RCS system pressurized, if we're going to be going out of CSM control here very shortly.
That needs to be taken care of before she goes.
O₂ TANK 1 heaters and fans.
Go ahead - that was to the - that was for the CSM, that FDAI.
- FLIGHT (incorrectly) thinks the crew misinterpreted the circuit breaker pull request as an instruction for the LM. In fact, the given abbreviated procedures never power up the LM FDAI in the first place.
And for the LM, CAPCOM, we need RCS heaters on, they need to pressurize the RCS to have control. And for the water sublimator, Activation 20 and 21 step 3.
Okay. I gave them 20 and 21 step 3 already -
- and you want RCS heaters on in -
Yeah, RCS pressurize - we didn't tell him to pull the FDAI in the LM.
Yeah. Does he understand that? Does that - Jim, does - has he -
CONTROL, do you want them to power the balls up and RCS?
Definitely the RCS, FLIGHT.
Well, they need the ball to tell where they are.
CAPCOM, yeah, get a ball up in - one ball up and RCS heaters. And press.
And they need to have all of the circuit breakers in for the ISOL VALVES and the main SOVs, FLIGHT. On panels 11 and 16.
Okay, in an orderly fashion, please. Ready. What you want, FLIGHT?
Okay, how's the CSM? Anything for the CSM?
I think we're ready to power the main buses down. If everybody's ready.
They don't have attitude control in the LM, FLIGHT.
Let's be sure we have control in the LM. Although he's probably out of jets right now. GNC, you got anything for the CSM?
Okay, CAPCOM. For the LM, we think he ought to have an eight-ball, and we ought to get his RCS heaters on, his RCS pressurized, and he needs to get all his circuit breakers on 11 and 16 closed for control.
Yeah, and Jack, what we're talking about is the QUAD HEATER breakers, the MAIN SOVs, and ISOL VALVE breakers on panels 11 and 16.
Don't you have an Activation page I can just tell them to turn to?
Yeah, if you want to close all those dadgum breakers. On that page. And then he can go back and open them all up later, the ones he doesn't need. That's Activation 22 and 23.
EECOM, GNC, copy his question?
Jack wants to know how we wanted to proceed with the SCS. Go ahead, John.
CONTROL, FLIGHT, you giving us something for getting your RCS up?
Hurry up, will you please?
We've just got a lot of traffic for the CAPCOM.
Okay, FLIGHT, GNC. The CMC and the IMU are completely powered down at this time.
FLIGHT, put the TCA breakers in last. The TCA breakers in last.
Okay. TCA breakers in last.
Okay. CONTROL, do you understand the configuration we're getting into?
Do you understand the configuration we're getting into?
Right now, as I understand it, we're getting into a PGNS attitude control mode -
- it'll be ATTITUDE HOLD.
Okay. My point is - let's be careful with what we're telling the CAPCOM to do here; try to give him as clear instructions by switches or Activation pages as we can, okay? Now -
Okay, but the circuit breakers -
- are all botched together on these charts, FLIGHT -
I know. Okay, you're ready to power down the inverters, the BATTERY RELAY BUS, and you're ready to pull the entry battery off.
That's right. Now, that's not all completely configured to do it, but I think we've got to get off entry battery and then do it with voice, FLIGHT. Through the LM. COMM. That's going to kill COMM and everything.
Yeah. You're ready to do that. Is everybody ready to kill COMM in the CSM? GNC?
You ready to kill COMM in the CSM?
We're going to turn down the CSM.
Yeah; I want to be sure we've got control somewhere. I'm not satisfied we do yet. Attitude control.
Okay. We haven't got ourselves into a position here where we have no attitude control in either vehicle, have we?
I'm waiting to see when we get attitude control in the LM. Would they - would you ask them to call us when they have attitude control in the LM, and then we'll power the inverters, et cetera down in the CSM?
Okay, once they get control established, we're going to do some setup work as far as loading the DAP to get his -
I just want to get attitude control first.
Roger. He's had to put his PGNS MODE control switch to ATT HOLD.
Hey FLIGHT, they don't have attitude control in the - we don't have CM/SM -
Yeah. Okay. Well, they're trying to get it up, right?
Okay. I just - what you want to know - pardon -
We're getting pretty close into gimbal lock, as I understand it. We need to get that RCS pressurized and on the line -
Yeah, well, they're on the way of doing it.
He didn't have a ball to do it with.
He's got the DSKY, FLIGHT.
No - who he? CSM or the LM?
Go ahead - wait a minute, GNC. Yeah, we're having a control problem. What's the best way to get it; are you saying the LM, CAPCOM?
He can go DIRECT RCS, FLIGHT.
CAPCOM, have him go DIRECT RCS and hold attitude in the CSM.
We're going to have to have AC here, for this.
Both of them go in, FLIGHT.
Roger, his LOGIC POWER breakers should be in. A and B.
A and B LOGIC should be in.
Okay, FLIGHT, we've got a procedure here for the AC coming at you.
CAP - he needs AC for the eight-ball - CAPCOM. We need to get AC powered up in the LM. I'm sure they know the procedure, but there it is.
What's our current level in the LM?
We show him still armed. We'd ask him to go MASTER ARM off.
Okay, we've got AC, FLIGHT. Looks good.
We see the pyros are disarmed now, FLIGHT.
Do you want him to do that?
The checkout? There's no need for it, FLIGHT. All we need to do is -
He wants to know if you want him to go down Activation 37.
Is he - has he got control now?
Negative, he does not. I don't think he has his TCA breakers in yet.
Okay. But what do you want him to do?
I want to get his TCA breakers in after he's got everything else configured, and then he can be in - he'll be in PGNCS ATTITUDE HOLD.
Anything needs to be done in the DAP?
Yeah, we're going to have to load the DAP, FLIGHT.
- This trickle of piecemeal this-then-that is why FLIGHT indicated a preference for the prewritten procedures.
Well, do we want to be in PGNCS ATTITUDE HOLD? Before we load it? Come on, now -
We've got the TCAs in now, and everything looks real good right now, FLIGHT. We can load the DAP with no problem.
Okay, what numbers you want them to put to get it?
DAP data load is for - this configuration is for 30120.
Right. And we'll have to give you some weights; we don't have those yet.
Do we need a weight to go in there?
What do we have on weight?
Okay, are we ready to go to PGNCS ATTITUDE HOLD now?
You ready for PGNCS attitude control now?
He's in P00 now, he - he's in ATTITUDE HOLD right now, FLIGHT.
Tell - be sure he tells Jack that.
Couldn't really copy - he may be having a problem firing his jets?
I don't know. I didn't hear.
He's asking if he's firing.
Need to - make sure his ATCA (PGNS) circuit breaker is in.
Okay, what other control circuit breakers do you want in?
If he's having trouble, check his ATCA (PGNS) circuit breaker.
ATCA (PGNS) breaker on panel 11, row 3.
ATCA (PGNS) and what else?
And the ATTITUDE DIRECT control breaker - he's got that if he's got DIRECT right now.
Okay. That must have been what it was.
Okay, can we check the switch configuration circuit breakers and the black boxes to make sure everything's configured correctly for attitude control?
Yeah. I'd like to be sure the LM is okay while we power the CSM down, now.
Okay - yeah, I heard him holler up the tunnel.
Yeah. CONTROL, are you okay?
Yeah, we've got one TCP switch firing -
Well, we look okay now, and we'll need another DSKY entry here very shortly to inhibit our upward-firing jets.
Alright. TELMU, are you okay?
Roger, FLIGHT, we're doing pretty good. I've got to get with you in a little while on -