Spacelog Apollo 13

Okay, Fred. We still don't have a final answer on whether or not it'll leak. If you need it, I'd go ahead and use it; and standing by for your completion of the hose-insertion procedure.

Okay. The hose-insertion procedure … the second cartridge is complete.

Okay. That's complete. The next step is to switch to the primary CO₂ canister and remove the secondary canister and stow it. Over.

Okay. I'm going to have to get off COMM here; I'll let Jack get the headset.

Okay.

Hey, Joe. I'm on the headset now.

Is that secondary? … secondary?

Both cartridges are out.

Okay, Joe. Fred has the secondary cartridge out. We're back on primary now.

Okay, Jack. The next step is to place the command module canisters with the hoses attached in a suitable location to permit the bottom of the canister to be exposed to free airflow and tape them in place. Ideally, well, it doesn't matter. Just—just pick out your own spot.

Okay. I'm going to tell you where they are. They're both situated, as you say, with the bottom of the canister exposed to free air, and one is sitting right by the—the LMP's is sitting right by the EPS panel, and the CDR's is up in the tunnel.

Jack, Houston. The COMM got real noisy there, and I didn't copy that. Stand by a moment.

Okay, Joe. How do you read now?

Okay. That's real good, Jack; go ahead.

Okay. The canisters are situated as you—as you would like with the bottom of the canister exposed to free air.

Okay.

The position of the LMP's canister—The LMP's canister is sitting on the EPS panel now, and the CDR's canister is positioned up in the tunnel.

Okay. Real fine, Jack. The next step is to physically separate both blue hoses a good distance away from the canister so that we don't short circuit the flow, and tape them in place; and the ideal location for them would be up in the tunnel so as to get some flow into the command module. Over.

Both hoses in the—up into the command module?

Oh, you can use your judgment on that, Jack. We'd like at least one, and the recommendation that I got was to put them both up in the tunnel.

Okay. We have the LMP's blue hose up by the LMP's window and the—Of course, the red hose is separated by some 4 feet. And the—Okay. We're going to—and the other hose—the—has the extension on it—The CDR's blue hose, of course, has the extension on it, and it's blowing way up in the command module. And the red hose is about—Oh, it's right at the docking ring where the blue latches are, so there's about 4 or 5 feet difference from there, too. Is this satisfactory?

Okay, Jack. That sounds satisfactory. The next steps are—are suit-loop configuration steps, and the first one is to —

Okay. SUIT DIV —

— is to place the SUIT DIVERTER valve to the PULL EGRESS position.

Okay. SUIT DIVERTER valve to PULL EGRESS.

That's affirmative —

That's done —

Okay. The next step is CABIN GAS RETURN to EGRESS. Over.

…

Okay, Jack. Did you copy CABIN GAS RETURN to EGRESS? Over.

No, I didn't get that, Joe. CABIN GAS RETURN to EGRESS.

That's correct.

Okay. That's done.

Okay. Next, SUIT CIRCUIT RELIEF to CLOSE. Over.

SUIT CIRCUIT RELIEF to CLOSE.

Roger.

Okay. I got that done.

Okay. And the last step is select secondary CO₂ canister. We'll let it flow through the empty hole, and let's see how we do.

Select secondary CO₂ canister.

Roger, Jack. That completes that procedure, and the next thing I've got for you is a procedure for going back into the command module and powering up the main buses temporarily using the BUS TIE switches. We want to do this for two reasons: first of all, we want it absolutely verified that there are no loads on the main buses, that we've got everything off and that the buses look good; and the second thing we want to do is to power the bus—the main buses, with the BUS TIE motor switches, and then depower them by pulling the circuit breakers, leaving the MAIN BUS TIE switches in the on position, just to assure that they'll be there when we need them, whether the batteries get cold or not. Over.

Okay, Joe. How you read?

Better now, Jack. Satisfactory. Did you copy my rationale for the main bus powerup?

Yes, I did. You want to remove—You want to power up both buses, with the BUS TIE motor switches; first of all, to see that there are no loads on the buses, and second, and then depower the buses by pulling the circuit breakers to insure that the motor switches don't—that the BUS TIES stay on so that they're there when we need them.

That's correct, Jack. Are you ready to copy the procedure?

Okay. Go ahead.

Okay. As the first step, I have one change to the basic configuration that we gave you, and it's two more circuit breakers that we want open. On panel 225—Are you ready to write that down? Over.

Yes. I'm all ready, Joe. Go ahead.

Joe, I'm all ready. Go ahead.

Okay. On panel 225, we want the RENDEZVOUS TRANSPONDER FLIGHT BUS circuit breaker open, and the S-BAND FM TRANSMITTER/DSE FLIGHT BUS circuit breaker open. Over.

Roger.

Aquarius, Houston.

Go ahead.

Okay, Fred. Our procedure-generating mill has generated another very short one for you here. It's a procedure for getting an onboard read-out —

Stand by 1, Joe.

Okay.

Okay, Joe. Go ahead.

Okay, Fred. This is a procedure for getting a read-out of the descent propellant tank temps. It's no big problem, but our LM people say that the bottom of the descent stage is probably cooling off, and we just want to verify that the descent water tank will be okay. Right now, it looks as though it won't freeze until several hours after it's empty, but we want to have you read these temperatures out to us so we can see how good our predictions are. The procedure is, on panel 16, close the PROPELLANT DISPLAY/ENGINE OVERRIDE LOGIC circuit breaker. Over.

Okay. The PROPELLANT DISPLAY OVERRIDE circuit breakers are closed. … the propellant.

Right, Fred. The next step is simply to turn the PROPELLANT TEMP PRESS MONITOR switch to DESCENT 1, read the fuel and OX temps, turn it to DESCENT 2, read the fuel and OX temps; tell us what they are.

Okay. On DESCENT 1, I get a fuel temp of 66.5 degrees, OX … on DESCENT 2, I get …

Okay, Fred. We're in noisy COMM here; I got DESCENT 1 fuel 66.5; stand by a second.

Okay. How do you read, now …?

That's better. Go ahead.

Okay. You got 66.5 on DESCENT 1 fuel temp, oxidizer temp is 66 degrees.

Okay. Copy —

On DESCENT TANK 2, fuel is reading 60—Okay. DESCENT 2 fuel is reading 68 degrees; oxidizer, 65 degrees.

Okay. Copy that, Fred. Thank you. We'd like you to pull the circuit breaker, and we'll probably come to you again in 5 or 6 hours for another check.

Okay. The panel 16 … … ENGINE … OVERRIDE is open.

Aquarius, Houston. Over.

Aquarius, Houston. Over.

Go ahead.

Okay. We're chasing a small glitch that we saw a while ago in the O₂ flow rate which is now normal again, but what we'd like you to do is, first of all, to tell us whether, during that canister procedure, you moved O₂ DEMAND REG A to any position other than CABIN, and then we'd like you to move it to OFF momentarily and back to CABIN for us.

Okay. To answer your question, Joe, it's no. I checked the CABIN all the time. Qualitatively, when we switched to this configuration, it didn't seem like the frequency or the suit fan noise … decreased … logged down a little bit, but I'll follow your procedure. You want me to take REG A, go to close and back to CABIN; is that correct?

That's correct, Fred.

Okay. We're in close.

Okay.

Now, I'm back to CABIN.

Okay. Thank you very much, Fred. I'll get back to you if we see anything.

(Music—The Age of Aquarius)

… Thank you.

Hey, have you guys got a woman on board?

No way I could handle that.