Young: PGNS, Inertial - beautiful, Optical - tremendous, Rendezvous Radar - outstanding, Landing Radar - the same way. Computer Subsystem - great; G&N Controls and Displays - beautiful. Procedural Data was the only place where we got hung up procedurally. After Charlie put in the P27, we didnÂ’t have a CSM vector and the thing was trying to find out where it was. I guess it would be a good idea to remember to remind the guys if they have to do that again, to put in a Verb 66. ItÂ’ll save them some wondering maybe.
Duke: The AGS was practically nominal, Modes of the Operation. Initialization and Calibration were outstanding. It took the auto updates and the radar and I think it had an acceptable solution for midcourses and the TPI. We never let it run the engine so I canÂ’t comment on that. We never had any of the problems that were associated with Apollo 14 and 15 of the AGS warning lights, it was just perfect. Burn programs we did not do. The controls and displays were quite adequate. In fact, when we used this pointing, the 507, during P20 lockup on the rendezvous, the AGS needles were centered right on so it knew exactly where the old Command Module was.
Young: Descent system was nominal and we have commented before on the 2 percent difference between the fuel and oxidizer, before touchdown. Ascent, beautiful.
Young: Except for the problem with the Reg [ulator] failures, the performance was like a champ.
Duke: Everything was as advertised. The batteries were all up from Pyros to Battery 6. The DC Monitor was good, the AC Monitor was good.
Young:I think you took Battery 3 off the line there, before descent, ranember that?
Duke: No. That was before descent and I did that to let Bat 6 take a little more of the load and heat up a little bit more before we started descent.
Young: Oh thatÂ’s the reason.
Duke: The battery management scheme that was passed up left me uneasy. I prefer, before I took both batteries off the one bus even though they were tied together, to keep at least one battery on the bus. ThatÂ’s just a feeling I have, I donÂ’t really think itÂ’s necessary. But everything just worked exactly right. All the pyros went off, we could hear most of them when we were not suited. We did not hear the SH tank go at DPS start, but it was working, everything went great. The LM lighting I thought was good. We used the utility lights maybe once or twice in the dark, on the back side passages.
Young: I think the lighting on the LM was great. Sometimes you get in the Lunar Module Simulator and you canÂ’t see any of the switches and gages. We never had that problem in the Lunar Module.
Duke: Okay, one thing for the follow-on crew, itÂ’s really not a gripe, is that at on repress, you ought to warn the CMP before you activate that valve because it really gets your attention, especially when youÂ’re going back to close on the thing.
Young: Yes, that close-out is like somebody fired off a shotgun.
Mattingly: Sounds exactly like a pistol shot.
Duke: The LCG cooling is outstanding. We used that whenever we got hot, and in 30 seconds you would be okay.
Young: IÂ’m not sure that that maybe a factor in keeping your pump running, because any time you can cool without sweating in the system where you are part electrolyte, youÂ’re in pretty good shape. Whereas running air cooling the whole time, youÂ’re going to be cool by sweat.
Duke: The glycol pump probably ran a little louder than IÂ’d expected, and it leaked on activation. I guess thatÂ’s probably because the suit loop wasnÂ’t up. But once youÂ’ get the suit fan going the air noises drown out the glycol pump at that time. One thing I would like to comment on, in the Suit Circuit, is the cabin gas return valve. When that valve was in Auto, our suit gas converter to push cabin, cabin gas returned to Auto, it felt like we were getting a chattering in the suit loop and the flow was pulsing out of the hoses. It just seemed to me that there was something that was opening and closing intermittently in the loop. We went around changing things and figured out what it was. It was the cabin gas return. When we put it to Open, the chattering stopped and the pulsing stopped, and the suit loop sounded nominal to me, like it did in the chamber. Later on, for all our sleep configurations on the surface we had the cabin gas return Open. Before EVA-3 I wanted to check that valve and I went back to Auto on it. It had apparently fixed itself because it did not give us that chattering and pulsing again. So apparently that flapper valve, in Auto, was hanging up. But it then fixed itself. By the end of the mission we could have stayed in Auto and it would have worked okay. In order not to perturb the procedures, we decided to let her go in Open.
Young: I think the ground told us whenever we were on hot mike. We had one case there where we had a stuck mike button on my audio panel. The button on my umbilical was stuck and that gave me a problem or two, but cycling the button fixed it.
Duke: On the VHF, either Ken had a garbled VHF-B transmitter, or we had garbled VHF-B. It wasnÂ’t unreadable, but it was not as clear as VHF-A. I recommend that you go back and check his transmitter to see if that was it. If not that then it was probably our VHF-B receiver. They had done some work on our VHF a couple of weeks before lift-off. They changed out the whole thing, due to some high 'g' relays, or something like that. I donÂ’t remember whether it was VHF-B or not, but it was certainly a garbled reception on VHF-B. I thought Omnis were outstanding. We had clear ground comm; the uplink was clear all the time.