CMP: - - It started out Just about as planned. We pitched around, and when we got arocnd facing the S-IVB, we were directly lined up and just exactly right according to the angles on the ball, although we seemed to be a little bit high in pitch. We did - we did some pitchup to get the - the needle, and it looked like we were lined up relative to the COAS. And the vent seemed to be somewhat more than we expected; the S-IVB started closing, and I had about 0.6 of a foot per second in at separation, and when we turned around, I never took any out. And the S-IVB closed the gap, naturally. I guess we were something like 50 feet away when we turned around and were facing it. In the process of try- ing to get lined up with the target, we noticed there was no left translation, and we started drift- ing over some to the right; and I backed off to keep clearance, for the S-IVB to continue to close, and I tried to find the problem. And after a while, it became apparent there definitely was no left translation. And we cycled the switches for RCS AUTO CONTROL and changed A/C ROLL all up to BUS A; all the rest were on BUS B, and nothing seemed to work there. We got no translation in SCS RATE COMM3U_Dor any control mode, for that matter. We Day 1 97 drifted out to our right of the S-IVB, and I yawed left to try and gct back in by translating forward which put us across the front of the S-IVB to the left side. And about that time, figured out the problem and discovered that the quad C primary and secondary propellent isolation valves were talkbac! talkbacks were barber pole, and that the quad B secondary isolation valve talkback was barber pole And another thing we had tried prior to discoverin_ the talkbacks was the DAP, to see if that might be a problem, and it seemed to be working alright ex- cept for the translation to the left. Back to the talkbacks, when Jim closed The isolation valve - or opened the isolation valves and the talkbacks were gray, we definitely knew - got a definite translation capability to the left, and went to CMC HOLD and realigned with the COAS, and on the target on the S-IVB. And about the time we got realigned visually, the needle had preset, with a VERB 62; we were lined up almost exactly, which showed that the preflight-calculated a_.gleswere Just right. And we needed no closing velocity; the S-IVB closed the gap with the venting. And we proceeded on in, and contacted it at approxi- mately 0.3 foot per second, and capture occurred immediately, and there were no postcontact dynamic. to speak of. It drifted up a little bit and yawed left a little bit, which Mould have been an apparel pitchdown, yaw left to get it centered; and we wen' to CMC FREE on contact, and it seemed to damp out : the position, misaligned by a couple of degrees in pitch and about I in yaw. I attempted to align MiNI_4UI4I/4- with the translational thrusters, Just PULSE, snd it didn't seem to do much good. So, I went to SCS MINIMU_ IMPULSE and the rotational controller and that seemed to vork alright, align- ing the COAS to the target. And the one thing tha' was noticeable: with the C0_£ full bright, it was very difficult to see the luminated reticle agains' the bright target background, and by this tine, th, sun was pretty much over our shoulders and there was - the target was very bright. Once ye got aligned with the - the target, the standoff cross, why we initiated retraction, and it took 8 to 10 seconds to retract. The-vehicles vent straight in, and it sounded like we got two sets of latches in almost very - in a very short time in bet_'een, . , [ I .... ; q, latches going, and dynamics was very slight. Fel like a good solid line. I guess that was about the size of it. Jim, you want to go through what you saw?