Spacelog Apollo 13

13, Houston. At your convenience, we'd like the LM/CM DELTA-P reading.

That reading is 0.65 psi.

Apollo 13, Houston.

Houston, Apol … Roger. We're thinking together. And we're here waiting for your call.

Okay, you were a little broken up there, Jim, but I think it's getting better. We are ready for the launch-vehicle-systems debriefing whenever you are.

Okay, Houston; Apollo 13. You were cut out again; say again, please.

Okay, Jim. I guess the significant point there is that you didn't notice the vibration before you saw the engine light.

That's right. We—we noticed the vibration but it wasn't such that we thought something catastrophic was going to happen; it just started vibration and then the EN light came on, and then the vibration went away and the stage itself was smooth.

Okay, copy that.

Yes, and that—it was all pretty—pretty short in span—just a second or so before and like a second afterwards, Joe.

Oh. Roger.

And on the S-IVB, the vibration of the vehicle itself wasn't what … second … powered flight—a very-high-frequency vibration.

That was—was that during—just during TLI, or did you notice that at insertion?

Well, it was a high-frequency viola—vibration but more noticeable during the TLI burn than it was during the … flight.

Okay, I—understand.

I guess the S-IVB vibration during TLI was there all the time although it seemed to—to grow to us as the burn progressed, although that may have been just due to the boost weight decrease.

Okay, you called this about 3-1/2 minutes, but I guess the thing was slowly building up throughout the whole burn. Right?

That's right.

Okay, was it uncomfortable or did it cause your vision to degrade or anything like that?

No, it—it was not uncomfortable at all but I was recalling the ride on 8, and the S-IVB was more—much more smooth than even it was on 13.

Copy that.

Okay, now, in answer to number 3, we did not experience any unexpected transients except that all of us noticed the PU shift. We thought it was more pronounced than we had expected it to be.

Okay. Understand.

Joe, on that. I guess most of every time that PU shift occurred we all—almost all of us glanced at the engine light. We could feel definite acceleration change.

Roger. Understand, Jack.

And, during the high-Q portion of the flight, the Alfa meter, to my knowledge, nearly went above 25 percent.

Okay.

In answer to number 4, we got a pretty good look at the thermal shroud and the IU after taking the LM away, and from our viewpoint, the shroud was completely intact. I saw no loose particles or parts of it floating at all.

Okay, Jim. Understand.

And, I guess we answered number 5. I don't think at any time did we have any communication problem during powered flight.

Roger.

In answer to number 6, the answer is essentially no. We saw no venting or suspected leak on the LM or the CSM …

Okay, Jim. I guess you described to us the non-propulsive venting on the S-IVB after the APS maneuver and we copied that at the time.

Okay. Fred saw the S-IVB venting.

Yes, we had already talked about that, Joe. And that was also visible when it—of course, when it did its evasive maneuver when we were looking at it right close up.

Roger.

Okay, Joe. The last time we saw the S-IVB positively was when Fred saw it venting at about—at about 5 hours. We think we might have picked it up later on. We saw a particle or something out there that was tumbling which might have been the booster or one of the SLA panels.

And when was that, Jim?

We're—we're debating. It was somewhere between—say 7:30 and 9 hours.

Okay.