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NATIONAL AERONAUTICS AND SPACE ADMINISTRATION 

SPACE SHUTTLE 

MISSION 

STS-5 

PRESS KIT 

OCTOBER 1982 

FIRST OPERATIONAL FLIGHT 
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STS-5 INSIGNIA 

S82-35627 -- The five points of the star in the STS-5 insignia represent the fifth, and first operational shuttle flight 

following four successful test flights. 

The NASA insignia design for space shuttle flights is reserved for use by the astronauts and for other official use as 

the NASA Administrator may authorize. Public availability has been approved only in the form of illustrations by 

the various news media. When and if there is any change in this policy, which we do not anticipate, it will be 

publicly announced. 

PHOTO CREDIT: NASA or National Aeronautics and Space Administration. 
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RELEASE NO: 82-156 October 1982 

CONTACTS 

Jim Kukowski 

Headquarters, Washington, D.C. 

(Phone: 202/ 755- 3090) 

Dick Young 

Kennedy Space Center, Fla. 

(Phone: 305/867-2468) 

Terry White 

Johnson Space Center, Houston, Texas 

(Phone: 713/483-5111) 

John Taylor 

Marshall Space Flight Center, Ala. 

(Phone: 2115/453- 0034 ) 

Ralph B. Jackson 

Dryden Flight Research Facility, Edwards, Calif. 

(Phone: 805/258-8381 
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CONTENTS 

GENERAL RELEASE 5 

PRESS BRIEFING SCHEDULE 7 

NASA SELECT TELEVISION SCHEDULE 8 

LAUNCH PREPARATIONS, COUNTDOWN AND LIFTOFF 11 

MAJOR COUNTDOWN MILESTONES 13 

LAUNCH WINDOW 14 

FLIGHT SEQUENCE OF EVENTS 14 

FLIGHT PLAN 15 

IF THINGS GO WRONG 27 

CONFIGURATION 28 

EXTRAVEHICULAR ACTIVITY 30 

DEPLOYMENT OF SBS-3 AND ANIK C-3 35 

SBS-3 35 

ANIK C-3 39 

FLIGHT EXPERIMENTS 40 

 Student Involvement Program 40 

 Getaway Special 41 

 Orbiter Experiments Program 42 

 Glow Experiment 44 

 Oxygen Atom Interaction With Materials Test 45 

 Development Flight Instrumentation 

LANDING OPPORTUNITIES FOR NASA DRYDEN 47 

LANDING AND POSTLANDING OPERATIONS 52 

SPACEFLIGHT TRACKING AND DATA NETWORK 54 

NASA TRACKING STATIONS 54 

HUNTSVILLE OPERATIONS SUPPORT CENTER 55 

CREW BIOGRAPHIES 56 

SPACE SHUTTLE PROGRAM MANAGEMENT 61 
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RELEASE NO: 82-156 October 22, 1982 

STS-5 FEATURES LAUNCH OF TWO COMMERCIAL SATELLITES 

AND SPACE WALK 

The fifth flight of the Space Shuttle marks the first operational use of the nation's Space Transportation System. 

Spaceship Columbia's first operational job will be to haul two commercial communications satellites -- Satellite 

Business System's SBS-3 and Telesat Canada's Anik C-3 into orbit. 

Designated STS-5, the fifth Shuttle mission is scheduled for launch on Nov. 11, 1982 from Complex 39's Pad A at 

NASA's Kennedy Space Center, Fla. Launch of STS-5 is set for 7:19 a.m. EST. 

Significant "firsts" for Columbia on STS-5 will include: 

• First Space Shuttle flight to carry and deploy commercial satellites into space. 

• First flight with a crew of four astronauts. 

• First flight of Mission Specialists aboard the Space Shuttle. 

• First planned "space walk" to demonstrate the Extravehicular Mobility Units. 

The flight crew for STS-5 is comprised of Commander Vance Brand, 51, and Robert Overmyer, 46, pilot. Mission 

specialists are Dr. William B. Lenoir, 43, and Dr. Joseph Allen, 45. 

As part of their chores, the mission specialists will perform the first Extravehicular Activity (EVA) ever attempted 

on a Shuttle flight. The two mission specialists will go out together into the Columbia's cargo bay where they will 

spend more than three hours testing their space suits' cooling and communications systems, and practicing 

procedures that may be used to repair an orbiting satellite, conduct a space walk to close balky bay doors or repair 

thermal protection tiles on the orbiter's exterior. 

Columbia will be launched into a 185-statute-mile (160 nautical-mile) circular orbit above the earth with an 

inclination to the equator of 28.5 degrees. Space Shuttle main engines will be run at 100 percent of their rated power 

level. 

The launch window will open at 7:19 a.m. and close at 7:59 a.m. EST. The shortness of the window is due to 

daylight landing constraints at Edwards Air Force Base, Calif., as well as contingency landing sites, and to obtain 

the proper sun angle for the two commercial satellites after they are deployed and relying on their solar cells for 

electrical power. 

Mission duration is 5 days, 2 hours and 9 minutes, with landing to occur on Nov. 16 at 9:27 a.m. EST. Columbia 

will again aim for a lakebed landing at Edwards Air Force Base. 

The principal cargo to be carried on STS-5 is two commercial communications satellites. Other items to be carried 

in the cargo bay will be a Getaway Special (GAS) canister and the Development Flight Instrumentation (DFI) 

package. Experiments scheduled to fly in the orbiter's mid-deck include three Shuttle Student Involvement Project 

experiments. The Remote Manipulator Arm has been removed for STS-5. 

Satellite Business Systems' SBS-3 is the third in a series of business communications satellites, while Telesat 

Canada's Anik C-3 is the fifth of a series of satellites that provides domestic communications services for Canada. 

STS-5 will mark the first use of the Shuttle Payload Assist Module, PAM-D, and a new ejection system. A modified 

version of the Payload Assist Module has been used as the third stage of NASA's Delta rocket to propel a variety of 

satellites to geosynchronous altitude. 
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SBS-3 will be the first spacecraft launched out of the cargo bay. It will be deployed on the sixth orbit, about eight 

hours after liftoff, when the orbiter is over the Atlantic Ocean. The Anik C-3 spacecraft will be released on the 

second day of the mission, on about orbit 22, while Columbia is over the Pacific Ocean near Hawaii. 

At the beginning of their fourth day in orbit, Allen and Lenoir will don pressure suits -- Extravehicular Mobility 

Units (EMU) -- and backpacks with portable life support systems to perform the extravehicular activity. 

They will inspect the cargo bay and then move to a stationary tool box and remove a mini work station that will 

tether them at various worksites. 

In view of the payload bay cameras, they will test stationary and portable foot restraints, torque and box wrenches, 

scissors, cutters and ratchet tools to be used on future flights. They will also test two winches mounted on the 

forward and aft bulkheads. 

The Getaway Special experiment will use X-Ray recordings to investigate the behavior of metallic dispersions. It is 

the first in a series of material science experiments conducted by the German Ministry of Research and Technology. 

Columbia will operate in several different attitudes during the 122-hour flight to obtain additional information on 

the thermal characteristics of the spacecraft. 

During the mission, Columbia will spend about 40 hours with its side turned to the sun, and another 20 hours facing 

the sun with its nose propped up about 10 degrees and about 10 hours rolling wing-over-wing in a barbecue fashion 

known as Passive Thermal Control mode. 

This maneuver is performed for short periods of time throughout the mission to even out temperatures over the 

entire spaceship. 

As a result of the STS-4 solid rocket boosters' deceleration system failure, on this mission the parachute disconnectat-water-impact feature has been removed. The feature was intended to prevent the possibility of partially inflated 

parachute canopies dragging the boosters through the water after impact. It was active on STS-1, 2 and 3 but was 

partially removed for STS-4. For that flight the frangible nuts holding one of two risers for each main parachute 

were replaced by regular, solid nuts which would not separate that riser. For STS-5 the remaining frangible nuts will 

be replaced with solid hardware. As a result, both risers on each parachute will now remain attached to the boosters 

until they can be detached by the retrieval crew. 

Entry will follow the same course in returning from orbit as did earlier STS missions: retrofire over the Indian 

Ocean, atmosphere entry over the western Pacific Ocean, transition to aerodynamic controls in the atmosphere and 

the landing as an aircraft. 

Plans call for the first attempt at a fully automated landing of the orbiter on the dry lakebed at Edwards Air Force 

Base. The crew will closely monitor the "hands off" approach and landing and be ready to take over manual control, 

if necessary. The chance for a crosswind landing, a desired landing mode, is not likely due to the calm wind 

conditions expected in the early morning hours. 

(END OF GENERAL RELEASE; BACKGROUND INFORMATION FOLLOWS.) 
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STS-5 PRESS BRIEFING SCHEDULE 

Date Time EDT Time CDT Time PDT Event Origin 

 

T-2 9:00 a.m. 8:00 a.m. 6:00 a.m. STS-5 Countdown Status KSC 

 10:00 a.m. 9:00 a.m. 7:00 a.m. Flight Plan & EVA 

 1:00 p.m. 12:00 p.m. 10:00 a.m. SBS-3/Anik C-3 and Experiments KSC 

T-1 9:00 a.m. 8:00 a.m. 6:00 a.m. Countdown Status KSC 

 10:30 a.m. 9:30 a.m. 7:30 a.m. Prelaunch Press Conference KSC 

T-0 (Approx. 90 mins 

 after launch) 

 Post Launch Press Conference KSC 

T thru T+5 See TV Schedule Flight Director's Change of Shift 

Briefings 

JSC 

T+6 (Approx 2 hours 

 after landing) 

 Post Landing Briefing DFRF 

T+7 2:00 p.m. 1:00 p.m. 11:00 a.m. Orbiter Status Briefing DFRF 
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******************************************************************************************* 

JSC NASA SELECT TELEVISION SCHEDULE for STS-5 

REVISED- 10/18/82 

**********************************PRE-LAUNCH ACTIVITIES********************************* 

T MINUS 2 DAYS - Countdown Status Briefing from KSC 9:00 AM EST 

 -Flight Plan/EVA Briefing 10:00 AM EST 

 - SBS/Anik/Experiments Briefing 1:00 PM EST 

 

T MINUS 1 DAY - Countdown Status Briefing from KSC 9:00 AM EST 

 - Pre-Launch Press Conference from KSC 10:30 AM EST 

---------------------------- Thursday, November 11 -------------------------- 

ORBIT SUBJECT 

 MET 

(DD/HH:MM) EST 

 LAUNCH 7:19 AM 

 OTV LAUNCH VIDEO from KSC 00/00:45-01:00 7:04 AM 

2 GROUND CONTROLLED PAYLOAD BAY TV (MIL) 00/01:36-01:45 8:55 AM 

 T = 9:04 

2 PLAYBACK of GROUND CONTROLLED PAYLOAD 

BAY TV 

 00/01:56 9:15 AM 

4 SHIFT BRIEFING-ASCENT/ENTRY 00/05:00 12:20 PM 

 TOMMY HOLLOWAY-FLIGHT DIRECTOR 

6 TV01 SBS PRE-DEPLOY ACTIVITIES (HAW) 00/07:41-07:49 3:00 PM 

 T = 8: O 8 

6 PLAYBACK of TV01 SBS PRE-DEPLOY ACTIVITIES 00/08:01 3:20 PM 

7 TV01 VTR DUMP of SBS DEPLOY (HAW) 00/09:17 4:36 PM 

 T=7:41 

7 PLAYBACK of SBS DEPLOY 00/09:36 4:55 PM 

9 SHIFT BRIEFING-ORBIT 00/12:30 7:50 PM 

 JOHN COX-FLIGHT DIRECTOR 

----------------------------- Friday, November 12 --------------------------- 

14 SHIFT BRIEFING-PLANNING 00/20:30 3:50 AM 

 GARY COEN-FLIGHT DIRECTOR 

19 SHIFT BRIEFING-ASCENT/ENTRY 01/03:30 10:50 AM 

 TOMMY HOLLOWAY-FLIGHT DIRECTOR 

22 TVO2 ANIK PRE-DEPLOY ACTIVITIES (HAW) 01/07:50 3:09 PM 

 T=8: 12 

22 PLAYBACK of ANIK PRE-DEPLOY ACTIVITIES 01/08:11 3:30 PM 

24 SHIFT BRIEFING-ORBIT 01/11:30 6:50 PM 

 JOHN COX-FLIGHT DIRECTOR 
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---------------------------- Saturday, November 13 -------------------------- 

ORBIT SUBJECT MET 

(DD/HH:MM) EST 

30 SHIFT BRIEFING-PLANNING 01/19:30 2:50 AM 

 GARY COEN-FLIGHT DIRECTOR 

 

32 TVO2 VTR DUMP of ANIK DEPLOY (GDS) 01/22:38 5:57 AM 

 (MIL) 01/22:42 

 T=2 :49/6:33 

32 PLAYBACK of ANIK DEPLOY 01/23:01 6:20 AM 

34 SHIFT BRIEFING-ASCENT/ENTRY 02/02:30 9:50 AM 

 TOMMY HOLLOWAY- FLIGHT DIRECTOR 

38 WATER DUMP/AIRLOCK EQUIPMENT PREP (HAW) 02/08:00 3:19 PM 

 T=7: 56 

38 PLAYBACK of AIRLOCK EQUIPMENT PREPARATION 02/08:21 3:40 PM 

39 SHIFT BRIEFING-ORBIT 02/10:00 5:20 PM 

 JOHN COX-FLIGHT DIRECTOR 

----------------------------- Sunday, November 14 --------------------------- 

46 SHIFT BRIEFING-PLANNING 02/20:30 3:50 AM 

 GARY COEN-FLIGHT DIRECTOR 

 

49 TV05 EVA (GDS) 03/00:20 7:39 AM 

 SCHEDULED TIME of EGRESS (MIL) 03/00:27 

 T=6:19/8:41 

49 PLAYBACK of EVA from ORBIT 49 03/00:46 8:05 AM 

50 TV05 EVA (HAW) 03/01:44 9:03 AM 

 (GDS) 03/01:55 

 (MIL) 03 /02:04 

 T=8:04/5:56/6:04 

50 PLAYBACK of TV05 EVA 03/02:21 9:40 AM 

51 TV05 EVA (HAW) 03/03:20 10:39 AM 

 (GDS) 03 /03:31 

 T=7:34/3:49 

51 PLAYBACK of TV05 EVA 03/03:46 11:05 AM 

53 SHIFT BRIEFING-ASCENT/ENTRY 03/05:45 1:05 PM 

 TOMMY HOLLOWAY-FLIGHT DIRECTOR 

57 SHIFT BRIEFING-ORBIT 03/11:30 6:50 PM 

 JOHN COX-FLIGHT DIRECTOR 
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---------------------------- Monday, November 15 ---------------------------- 

ORBIT SUBJECT 

 MET 

(DD/HH:MM) EST 

62 SHIFT BRIEFING-PLANNING 03/19:00 2:20 AM 

 GARY COEN-FLIGHT DIRECTOR 

65 TV06 STUDENT EXPERIMENTS 

 FLUID CONVECTION in ZERO G (HAW) 04/00:08 7:27 AM 

 CRYSTAL GROWTH (GDS) 04 /00:19 7:38 AM 

 PORIFERA INTERCELLULAR 

 COMMUNICATIONS (MIL) 04 /00:26 7:45 AM 

 T=7:49/5:48/8:11 

65 PLAYBACK of TV06 STUDENT EXPERIMENTS 04/00:46 8:05 AM 

66 SHIFT BRIEFING-ASCENT/ENTRY 04/01:30 8:50 AM 

 TOMMY HOLLOWAY-FLIGHT DIRECTOR 

72 SHIFT BRIEFING-ORBIT 04/10:00 5:20 PM 

 JOHN COX - FLIGHT DIRECTOR 

---------------------------- Tuesday, November 16 --------------------------- 

79 SHIFT BRIEFING-PLANNING 04/19:30 2:50 AM 

 GARY COEN-FLIGHT DIRECTOR 

 

82 LANDING 05/02:09 9:28 AM 

 ----------------------- POST LANDING ACTIVITIES ----------------------** ** 

LANDING plus APPROX. 2 Hours - Post Landing Briefing from DFRF 

 

LANDING plus ONE Day - Orbiter Status Briefing from DFRF 2:00 PM 

Definition of Terms 

MET: Mission Elapsed Time. The time which begins at the moment of launch. Read the clock by Days/Hours: Minutes. 

CST: Central Standard Time. 

ORBIT: The number of revolutions made by the spacecraft over a specific point on the Earth. 

T=: Total time. In this case it will refer to the total time of the television pass. 

EVA: Extravehicular Activity 

Tracking Stations

GDS: Goldstone, California 

HAW: Hawaii 

MIL: Merritt Island Launch Area, Fla. 

Payloads

SBS: Satellite Business Systems. 

ANIK: A Telesat Ltd. of Canada owned satellite. 
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LAUNCH PREPARATIONS, COUNTDOWN AND LIFTOFF 

The Shuttle Orbiter Columbia arrived at Kennedy Space Center from California atop its 747 jumbo carrier aircraft 

on July 15, the same day that stacking began on the twin solid rocket boosters that will help launch Columbia on its 

fifth flight. 

The Satellite Business Systems' SBS-3 and Telesat Canada's Anik C-3 spacecraft both arrived by aircraft at the Skid 

Strip on Cape Canaveral Air Force Station on July 20. 

Stacking of the twin solid rocket boosters on the deck of Mobile Launcher Platform-1 was completed on Aug. 16 

and the massive 47-meter (154-foot) tall external tank was mated with the booster rockets on Aug. 20. 

Modifications to Columbia in the processing hangar were primarily to support the first four-man crew and 

commercial satellites. The Remote Manipulator Arm and the Induced Environmental Contamination Monitor were 

taken out of the payload bay and the ejection seats were deactivated. 

Columbia was moved to the Vehicle Assembly Building on Sept. 9 and was attached to its external tank and booster 

rockets on Sept. 10. 

Another milestone achieved Sept. 10 was the transfer of the Anik C-3 satellite from Area 60 to the Vertical 

Processing Facility where the individual satellites are integrated into a single Shuttle cargo. 

A Shuttle Interface Test was conducted from Sept. 13-16 to verify the mechanical, fluid and electrical connections 

between the orbiter and its external tank and booster rockets. The test ended on Sept. 16 with a successful mock 

launch and reentry of the Shuttle with two of the four STS-5 crewmen - Commander Vance Brand and Pilot Robert 

Overmyer -- at the controls of the spaceship. 

The Space Shuttle was moved to Pad A of Complex 39 on Sept. 21 to undergo final checkout and propellant 

servicing for launch. Pad to vehicle connections were completed on Sept. 22. 

SBS-3 satellite was delivered to the Vertical Processing Facility Sept. 22. 

A Terminal Countdown Demonstration Test with the STS-5 flight crew was conducted Sept. 24 to establish a 

timeline for activities involving the flight crew. 

Integrated testing of the STS-5 cargo began Sept. 27 using special test equipment, called Cargo Integration Test 

Equipment, or CITE. 

A series of CITE tests, lasting more than a week, was conducted to check orbiter-to-cargo interface points, simulate 

the deployment sequence and verify the communications link between the cargo and the Payload Operations 

Control Center in Houston. 

An Integrated Cryogenic Loading Test was conducted on Sept. 28 to check the integrity of the external tank's outer 

insulation, verify the loading sequence and test the ability of Shuttle components to function properly in the supercold environment. The No. 3 Auxiliary Power Unit that was replaced in the Orbiter Processing Facility was 

successfully test fired at the conclusion of the propellant loading test. 

Preflight servicing of Columbia with hypergolic propellants was conducted from Oct. 5-8. 

The STS-5 cargo was placed in an environmentally-controlled transport canister and taken to Pad A on Oct. 12. 

Functional checks were run of each spacecraft in the Payload Changeout Room before the cargo was put inside 

Columbia's payload bay on Oct. 18. Electrical tests were conducted to make sure the cargo was properly connected 

to the orbiter, followed by interface checks with Mission Control and the Payload Operations Control Center. 
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Countdown preparations were scheduled to begin Oct. 29, leading to a pick up of the 100-hour Shuttle Launch 

Countdown on Nov. 7. 

The launch countdown for STS-5 will be conducted from Firing Room 1 of the Launch Control Center by a 

government/industry team of about 200 persons. 

The STS-5 launch countdown contains 80 hours of actual count time and 20 hours, 19 minutes of planned hold 

time. 

The major change in the STS-5 countdown will be the later retraction of the protective Rotating Service Structure at 

the end of a planned 10 hour and 59 minute hold, or approximately 10 and one-half hours before liftoff. 

The terminal portion of the countdown will start at the T-6 hour mark with the loading of cryogenic propellants into 

the external tank 

At T-9 minutes, the automatic ground launch sequencer will take command of the countdown, issuing critical 

commands and maintaining a cutoff capability until liftoff. 
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MAJOR COUNTDOWN MILESTONES 

Count Time Event 

T-80 hrs Call to stations. 

T-68 hrs Pressurize maneuvering and reaction control system propellant tanks. 

T-40 hrs Load cryogenics into orbiter fuel cell supply tanks and pressurize. 

T-34 hrs Eight hour built-in hold. 

T-24 hrs Start external tank loading preparations. 

T-17 hrs Perform interface check with Mission Control. 

T-9 hrs, 15 mins Ten-hour 59-minute built-in hold. 

T-9 hrs, 15 mins 

(counting) 

Retract Rotating Service Structure. 

T-6 hrs Start cryogenic propellant chilldown and load. Activate fuel cells and begin load sharing. 

T-3 hrs 1 hour built-in hold. 

T-3 hrs (holding) Wake flight crew (Launch -4 hours, 10 minutes). 

T-2 hrs, 40 mins Suit flight crew (Launch -3 hours). 

T-2 hrs, 30 mins Crew departs for pad (Launch -2 hours, 50 minutes). 

T-1 hour, 55 mins Start crew entry (Launch -2 hours, 15 minutes). 

T-61 mins Inertial Measurement Unit begins preflight alignment. 

T-20 mins 10-minute built-in hold. 

T-20 mins (holding) Orbiter computers configure for launch. 

T-20 mins Orbiter computers transition to launch configuration. 

T-9 mins 10-minute built-in hold. Status check and Launch Director “go”. 

T-9 mins (counting). Start ground launch sequencer 

T-7 mins Retract orbiter access arm. 

T-5 mins Start orbiter auxiliary power units and arm external tank and solid rocket booster 

ignition and range safety systems. 

T-3 mins, 30 secs Orbiter goes on internal power. 

T-2 mins, 55 secs Pressurize liquid oxygen tank and retract gaseous oxygen vent hood. 

T-1 min, 57 secs Pressurize liquid hydrogen tank. 

T-28 secs Orbiter computers start launch sequence. Start solid rocket booster hydraulic units. 

T-6 .8 secs Go for main engine start. 

T-3 secs Main engines at 90 percent thrust. 

T-0 Solid rocket booster ignition, holddown post release and liftoff. 

T+7 secs Tower clear, control switches to Mission Control. 
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LAUNCH WINDOW 

STS-5 will be launched from Complex 39's Pad A at Kennedy Space Center no earlier than Nov. 11, 1982. The 

launch window on that date extends from 7:19 a.m. to 7:59 a.m. EST, for a launch opportunity of 40 minutes in 

duration. 

The shortness of this launch window, compared to previous launch windows, is due to a daylight landing constraint 

at Edwards, as well as the contingency landing sites, and to obtain the proper orbital positioning for deploying the 

two commercial satellites on the first and second days of the mission. 

The window assumes a nominal landing on a dry lake bed at Edwards Air Force Base. Calif. 

STS-5 will be launched into a 160 nautical mile (185 statute mile) circular orbit with an inclination to the equator of 

28.5 degrees. 

STS-5 FLIGHT SEQUENCE OF EVENTS 

Event 

Mission Elapsed 

Time 

(d:h:m:s) Comments 

 

SRB ignition/liftoff 0/00:00:00 

Pitchover 0/00:00:08 

Max Q 0/00:01:07 675 lbs/ft2 

SRB separation 0/00:02:07 158,077 ft alt, 28 nm downrange 

MECO 0/00:08:35 57 nm alt, 763 nm downrange 

ET separation 0/00:08:56 

OMS-1 burn 0/00:10:38 241 fps, 51.5x160 nm orbit 

OMS-2 burn 0/00:44:48 194 fps, 160x160 nm orbit 

SBS separation burn 1/00:13:25 16 fps, 169x160 nm orbit 

Recircularization 1 1/00:47:00 1.8 fps, 167x160 nm orbit 

Recircularization 2 1/00:51:00 12.3 fps, 160x160 nm orbit 

Telesat separation burn 1/08:21:20 16 fps, 160x169 nm orbit 

RCS orbit adjust 2/20:58:00 32 fps, 145x164 nm orbit 

RCS orbit adjust (Five 30-second 

 burns 30 minutes apart) 3/05:26:27 55 fps, 139x152 nm orbit 

Deorbit ignition 5/01:12:00 261 fps, -2x151 nm entry orbit 

Entry interface (400 K ft) 5/01:39:00 

Landing 5/02:09:00 
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GUIDE TO USING THE FLIGHT PLAN 

Summary Level Timeline (12-hour time span) 

a. Timescales: Two time references are presented in this section. The two time references used are Central 

Daylight Time (CDT) (or TIG minus) and Mission Elapsed Time (MET). MET is referenced to liftoff 

beginning at 00/00:00:00 (days, hours, minutes and seconds). 

b. Crewmen (CDR, PLT, MS-1, MS-2): This is the column where titles of scheduled activities are shown for 

the commander (CDR), pilot (PLT), and mission specialist (MS-1, MSA-2) at the appropriate times. 

c. Day/Night and orbit: 

1) Day/Night - The orbital day/night intervals are shown by black bars when the orbiter is in darkness. 

2) Orbit - Indicates which orbit the spacecraft is in by numerical sequence. The beginning of an orbit 

occurs when the orbiter crosses the Earth's equator going from the southern to the northern hemisphere 

(ascending node). The succession of orbits is numbered in this column starting with orbit 1 for launch. 

d. Earth Trace W/SAA: This is a display of the groundtrack of the orbiter and when it passes over the South 

Atlantic Anomaly (SAA) (indicated by a ' ---- '). 

e. GSTDN Coverage: The GSTDN communication coverage periods are indicated in this area with a 

horizontal line indicating when communication is available; the GSTDN site is identified to the right of the 

line. 

f. Deorbit OPT: Times are identified in this area when deorbit burn opportunities exist for Edwards AFB 

(EDW) and Kennedy Space Center (KSC). 

g. Attitudes and Maneuvers: 

1) Attitude - The current attitude of the vehicle is identified in this area, i.e., PTC, Nose to Sun. 

2) Maneuvers - An ` ‘ is placed at the time an attitude maneuver occurs if the duration in attitude is to be 

greater than 15 minutes. 

h. VTR: Indicates periods when the video tape recorder is running (indicated by a ‘----’). TV - TV is 

indicated in this area with a ‘----’. 

i. Payload operating periods. 
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IF THINGS GO WRONG 

All methods of aborting the Space Shuttle launch are aimed toward safe and intact recovery of the orbiter and its 

payloads. Flight crews and Mission Control Center-Houston flight controller teams train extensively for an abort 

situation everyone hopes will never happen. 

The abort-to-orbit (ATO) is the preferred type of abort. This would follow loss of one main engine near the end of 

mainstage flight in which the orbital maneuvering engines (OMS) could provide enough additional boost to reach a 

minimal 194-km (105 nm) orbit and still leave enough OMS fuel for the deorbit burn. 

Earlier shutdown of one main engine or a major orbiter systems failure after orbital insertion calls for an abort-oncearound (AOA) in which Columbia would land at White Sands Missile Range, N.M., at the end of one orbit. Loss of 

two engines midway through powered flight forces a trans-Atlantic abort landing (TAL) into Dakar, Senegal. Dakar 

is the first landfall for orbiters launched into 28.5-degree inclination orbits, as are STS-4 through STS-8 and STS-11 

through STS-15. The transatlantic abort landing site for STS-1, 2 and 3 was Rota, Spain. 

Early shutdown of one or more engines calls for a return-to-launch-site abort (RTLS). After an abort decision, 

Columbia would be flown in a pitch-around maneuver to heads-up and pointed back along the ground track to 

Kennedy Space Center. Whatever main engine thrust still available would then be used to kill off eastward velocity, 

until westward motion would get Columbia within gliding distance of the Kennedy runway. 

STS-5 contingency landing sites are Kennedy; Edwards Air Force Base, Calif.; White Sands Missile Range, N.M.; 

Hickam Air Force Base/Honolulu International Airport, Hawaii; Kadena Air Base. Okinawa; Dakar, Senegal, and 

Rota, Spain. 
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CONFIGURATION 

READYING COLUMBIA FOR ITS FIRST COMMERCIAL CARGO FLIGHT 

For STS-5, pyrotechnics have been removed from the two flight deck ejection seats and two mission specialist seats 

have been installed -- one on the aft flight deck and one on the middeck. The ejection seats and their rails will 

eventually be removed from Columbia along with other major modifications at Palmdale, Calif., after STS9/Spacelab 1. Currently it is planned to modify Columbia to carry the European Space Agency (ESA) Spacelab on 

STS-9. Challenger will fly STS-6, 7 and 8. 

The payload deployment and retrieval system, or remote manipulator arm, has been removed for STS-5 for a weight 

savings of 447 kilograms (985 pounds). 

The remote arm will be installed only on flights calling for its use. In addition to the SBS-3 and Anik C-3 

communications satellites and their cradle fixtures, the developmental flight instrumentation (DFI) package and the 

Getaway Special canister occupy the payload bay. 

The STS-5 vehicle will weigh 2,035,976 kg (4,488,559 lb.) at solid rocket booster ignition. 
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EXTRAVEHICULAR ACTIVITY 

FIRST SHUTTLE SPACEWALK TESTS SPACE REPAIR TECHNIQUES 

STS-5 mission specialists Dr. William Lenoir and Dr. Joseph Allen will don the new-generation Shuttle spacesuits 

early on Nov. 14 and go through the airlock into Columbia's payload bay. For approximately three and a half hours, 

Lenoir and Allen will evaluate the spacesuit on its first outing in space and also test prototype space tool and repair 

devices. Some of the tools will be used to work on a simulated black box on the work station. The box is similar to a 

panel box on the ailing Solar Maximum Mission satellite. A repair mission to the satellite, including a satellite 

capture and extravehicular activity, is tentatively scheduled for STS-13. 

Lenoir and Allen will be the first American astronauts to go outside their spacecraft since Feb. 3, 1974, when 

Skylab 4 commander Jerry Carr and science pilot Dr. Ed Gibson spent five hours 19 minutes retrieving film 

canisters from the space station’s solar observatory. 

Spacesuits have been stowed aboard Columbia on all four orbital test flights for possible emergency closing of the 

payload bay doors, but the STS-5 extravehicular activity or spacewalk is the first planned on the Shuttle program. 

Earlier it was planned to depressurize Columbia's cabin from 14.7 pounds per square inch (psi) to 10.2 psi for some 

12 hours prior to an EVA to allow denitrogenization of crewmen's bloodstreams. 

For STS-5, Lenoir and Allen will prebreathe 100 percent oxygen in the spacesuits for three and a half hours in the 

airlock to wash nitrogen from their bloodstreams. The airlock will then be depressurized to 5 psi for spacesuit leak 

checks before going all the way to space vacuum. After the airlock hatch is opened, both men will attach themselves 

to safety tethers clipped to slidewires running aft along the payload bay door hingelines. 

Lenoir will move toward the aft bulkhead along the starboard (right) slidewire while Allen monitors his motion. 

Allen then moves along the port slidewire to join Lenoir at the aft bulkhead. Enroute, both men evaluate translation 

rates, handholds and safety tethers, spacesuit communications and television, floodlighting in the payload bay and 

potential work sites for contingency extravehicular activities. 

A miniature black-and-white television camera atop Allen's space helmet will also be evaluated as an aid. 

Both crewmen are back at the forward bulkhead an hour and 20 minutes after extravehicular start to conduct a series 

of tests with tools and devices at the work station mounted on the starboard side of the payload bay. For an hour, the 

two will make torque measurements on fixed and torsion-adjustable bolts with a wrench that measures torque from 

zero to 600 inch-pounds. 

Measurements will be voiced to Brand and Overmyer in the aft deck for recording. These measurements are aimed 

at correlating actual inflight torque forces for ground simulations in one gravity and in the Johnson Weightless 

Environment Test Facility (WETF). 

For what will be the most complex task in the space walk, Lenoir will overhaul a mockup Solar Maximum Mission 

satellite coronagraph main electronics box (MEB) on the work station while Allen hands him tools. With 

pressurized spacesuit gloves, he will remove a thermal blanket, back out mounting bolts, demate cable connectors, 

cut a grounding strap and remate the connectors -- all hardware not designed for inflight space maintenance or 

repair. Among the tools used by Lenoir will be one designed for possible use in Space Telescope extravehicular 

activity operations. 

Allen will next operate the winch on the forward bulkhead that is intended for contingency payload bay door 

closing. The winch line will wind through a series of pulleys to a "Sky-Genie" variable-friction device adjusted to 

about 45 kg (100 lb.) tension. Allen will crank the winch both with and without foot restraints to measure a 

crewman's capability to apply manual loads to such devices. The winch tasks, to which 30 minutes have been 

allotted, also demonstrate handling rope in zero-gravity. 
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The final extravehicular activity task before crawling back into the airlock will be a 15-minute "translation with a 

large mass" in which Allen carries a 27-kg (60-lb.) bag of latch tools across the forward bulkhead and part-way 

down the hingeline slidewire. 

Allen and Lenoir have a shopping list of additional extravehicular activity tasks if time permits, including 

evaluation of tape, Velcro and thermal gloves from the toolbox, installing a payload retention device between a 

bulkhead handrail and the work station, removing from the work station an "extravehicular activity bolt", similar to 

those in the payload bay door drive mechanism and installing a bulkhead latch tool at the work station. 

After stowing tools and equipment in the payload bay, the two men will enter the airlock, repressurize to 5 psi, and 

switch the spacesuit life support and communications back to orbiter internal power before equalizing airlock 

pressure with cabin pressure. The life support backpacks are then recharged after Allen and Lenoir doff the 

spacesuits. 
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DEPLOYMENT OF SBS-3 AND ANIK C-3 

SBS-3 and Anik C-3 -- in telescoped configuration -- will be carried into orbit in special cradles bolted to the deck 

and bulkheads of the orbiter payload bay. Each truss-like aluminum structure contains an ejection system, a 

turntable mechanism and lightweight sun shield. 

Deployment procedures will be essentially identical for both spacecraft. SBS-3 will be deployed from the Columbia 

about 3:30 p.m. EST, Nov. 11 and Anik C-3 about 24 hours later (3:25 p.m. EST, Nov. 12). 

Predeployment activities begin about six hours before the spacecraft is ejected from the bay. Updated computations 

on Columbia's orbit -- altitude, velocity, inclination -- are fed to the spacecraft control center which in turn provides 

the mission control center in Houston with refined payload injection information. Then this is passed on to the 

mission specialist aboard Columbia in charge of the deployment. 

Shortly before ejection, Pilot Overmyer will orient the Columbia to the prescribed deployment attitude (close to 

perpendicular to earth) with the cargo bay doors facing in the opposite direction of Columbia's direction of travel. 

When the orbiter is properly pointed a series of events will take place under the watchful eyes of the mission 

specialist -- Lenoir for SBS-3, Allen for Anik C-3. 

The sun shield canopy will be drawn back to expose the satellite. A 50 rpm spin will be imparted to the cradle's 

turntable giving the satellite and attached Payload Assist Module a rotating action to stabilize their path. At the 

prescribed time explosive bolts will fire to release a Marman clamp holding the spring-loaded spacecraft down. It 

will separate from the orbiter moving away from the Columbia at about three feet per second, while continuing to 

orbit the earth at an altitude of 185 mi. (160 nm), a velocity of about 28,164 km/hr (17,500 mph) and an inclination 

of 28.5 degrees. 

Once deployment occurs the responsibility for the spacecraft shifts from NASA to the satellite's control center -- 

SBS control center in Washington, D.C., and Telesat Canada's control facility in Ottawa. 

The orbiter will then move away to a position about 26 km (16 mi.) from the satellite. The Columbia will change to 

an attitude so that the belly of the orbiter will face the satellite at the moment of the Payload Assist Module ignition. 

Forty-five minutes after deployment from the payload bay, the perigee engine will automatically fire to place the 

satellite into a highly elliptical transfer orbit. 

SBS-3 

Satellite Business Systems' SBS-3 is the first commercial satellite to be launched from the Space Transportation 

System. It will share the payload bay with Telesat Canada's Anik C-3 on the first operational flight of the Space 

Shuttle (STS-5). 

SBS-3 is designed to provide all-digital communications and features time-division, multiple access techniques for 

efficient use of satellite transmission communications. 

The satellite is 2.1 m (7 ft.) in diameter and 6.4 m (21 ft.) tall when deployed in orbit. The exterior surface of the 

satellite is covered with approximately 14,000 solar cells that generate 1,000 watts of dc power. An onboard power 

subsystem, including rechargeable batteries, powers the satellite's communications subsystem, including 10 

operational transponder channels. Redundant traveling-wave-tube amplifiers provide a transmit power of 20 watts 

for each channel. 

Three general types of services are provided by SBS: 
Edited by Richard W. Orloff, 01/2001/Page 36

• Communications Network Service which consists of high capacity private networks for all-digital integrated 

transmission of voice, data, video and electronic mail among an SBS customer's widely dispersed facilities in 

the United States. 

• Message Service I is a high quality, economical long distance service for businesses and a second version, 

Message Service II, for residential customers to begin in 1982. 

• Spare Transponder Service is an offering of spare satellite capacity for communications firms, broadcasters; 

and cablecasters using the only Ku-band transponder capability offered by a U.S. carrier. 

SBS-3 will weigh about 3,277 kg (7,225 lb.) when ejected from the payload bay. 

This includes the Payload Assist Module (PAM-D) with 1,960 kg (4,325 lb.) of solid propellant for thrusting the 

satellite from parking orbit to transfer orbit, an apogee kick motor with 495 kg (1,089 lb.) of solid propellant for 

synchronous orbit injection and the satellite itself, weighing 600 kg (1,326 lb.) including about 136 kg (300 lb.) of 

hydrazine fuel for eight to 10 years of stationkeeping operation. 

The SBS-3 spacecraft is manufactured by Hughes Aircraft Co., El Segundo, Calif. SBS-1 and SBS-2 were launched 

by NASA's Delta rocket . 

SBS is a private communications company headquartered in McLean, Va. The firm is owned by subsidiaries of 

Aetna Life and Casualty, Comsat General Corp. and IBM. 
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ANIK C-3 

Telesat Canada's Anik C-3 communications satellite will be launched from the bay of the orbiter Columbia on the 

second day of the STS-5 mission. It will join four other operational Anik communications satellites in 

geosynchronous orbit. 

The C series satellites will be the most powerful domestic satellites in commercial service until the latter half of the 

decade. 

The satellite service of Telesat Canada is the principal means of providing modern voice, message, data, facsimile 

and broadcast service to remote and northern parts of Canada. The satellite links complement and augment the 

terrestrial communications networks and provide a large measure of system diversity to the terrestrial carriers. 

The Anik C-3 satellite will be the first in a series to provide rooftop-to-rooftop transmission of integrated voice, 

video and data communications for Canadian businesses, carry newly licensed Canadian pay-TV and other 

broadcast services. 

Anik C-3 will weigh about 632 kg (1,394 lb.) in geosynchronous orbit. Its solar cells produce more than 1,100 watts 

of dc electrical power to operate the spacecraft's systems. The satellite is 2.1 m (7 ft.) wide and 6.4 m (21 ft.) tall 

when fully deployed. The spin-stabilized Anik C-3 will operate in the high-frequency radio bands, 14 and 12 GHz 

with 16 transponders. 

The combination of higher transmission power (from 15-watt output tubes) and the 14/12 GHz bands will allow the 

use of small 1.2 m (3.9 ft.) dish antennas in places, such as home rooftops and high density office buildings. 

Anik C-3's antenna coverage will include virtually all of populated Canada with four contiguous spot beams serving 

the western, west-central, east-central and eastern regions of the country. Telesat's customers will be able to choose 

regional, half or whole nation coverage, depending on their needs. 

The spacecraft was built under contract by Hughes Aircraft Co., El Segundo, Calif. 

Telesat Canada is headquartered in Ottawa, Ontario, Canada. 
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FLIGHT EXPERIMENTS 

Shuttle Student Involvement Program 

Three student experiments will be conducted aboard Columbia during STS-5. The experiments will be installed in 

mid-deck stowage lockers in the orbiter cabin area. The experiments were selected from proposals made by students 

through a program supervised by NASA and the National Science Teachers Association. 

Growth of Porifera in Zero Gravity 

The experiment of Aaron K. Gillette, now attending Western Carolina University, devised when he was a student at 

Winterhaven High School, Winterhaven, Fla., is designed to study the effect of zero gravity on sponge, Porifera, in 

relation to its regeneration of structure, shape and spicule (needle-like structure that supports soft tissue) formation 

following separation of the sponge. 

The experiment consists of 18 heat-sealed polyester packets containing Porifera Microciona (sponge) in a growth 

solution. Starter ions (calcium and magnesium) and a fixative are separated by color-coded clamps from the growth 

solution. To initiate the experiment, a color-coded clamp is released on each packet to liberate the starter into the 

growth solution. At 30 minutes, one hour, 24 hours, 48 hours and mission termination, a color-coded clamp is 

released on each of three packets to liberate the fixative. The experiment is configured for installation in half a middeck stowage locker. 

Sponsors for Gillette's experiment are Tania Hogan of Martin Marietta Aerospace and William Knott of NASA's 

Kennedy Space Center. 

Convection in Zero Gravity 

D. Scott Thomas, now attending Utah State University, when a student at Richland High School, Johnstown, Pa., set 

up an experiment to study surface tension convection in zero gravity. It will study the effects of boundary layer 

conditions and geometries on the onset and character of the convection. 

The Convection in Zero Gravity experiment consists of a frame holding four pans with hinged lids and heaters 

imbedded in the bottom and sides. 

A crew member removes the experiment from the mid-deck locker, secures it to the airlock wall and sets up a TV 

camera. He then injects a pan with oil and activates the heater and TV camera. The heater will run for two and onehalf minutes, ample time for convection to occur. The camera will view the process for five minutes so that ceasing 

of convection can be observed. Following the observation, the controller is turned off, oil is withdrawn, the pan 

wiped out and the experiment continued with another pan while the first pan cools. After 10 cycles the experiment 

is concluded and returned to the locker. 

R. Gilbert Moore, Thiokol Corp., and Roger Kroes of NASA's Marshall Space Flight Center, are sponsors of the 

experiment. 

Formation of Crystals in Weightlessness 

Michelle A. Issel, now attending American University, formerly of M.T. Sheehan High School, Wallingford, Conn., 

is conducting an experiment to compare crystal growth in zero gravity to that in one-g to determine if 

weightlessness eliminates the causes of malformations in crystals. 
Edited by Richard W. Orloff, 01/2001/Page 41

The experiment consists of a hot plate (solute cup) and a cold plate (sting) driven by small thermoelectric heat 

pumps. The experiment is charged with a saturated solution tri-glycine sulphate before flight. The self-contained 

experiment which is initiated by a switch is carried in a half-size mid-deck stowage locker. 

John Alyward of United Technologies, Hamilton Standard and Liam Sarsfield Of NASA's Lewis Research Center, 

Cleveland, are sponsors. 

GETAWAY SPECIAL 

Officially titled "Small Self-Contained Payloads," the Getaway Special program is offered by NASA to provide 

anyone who wishes the opportunity to fly a small experiment aboard the Space Shuttle. The experiment must be of 

scientific research and development nature. 

The Getaway specials, which are flown on Shuttle missions on a space-available basis, are available to industry, 

educational organizations, and domestic and foreign governments for legitimate scientific purposes. 

The second Getaway Special payload will use X-rays to radiate through metallic samples and record their 

appearance periodically on film during micro-gravity processing. 

The study of physical processes occurring in liquid metals shortly before or during solidification is hampered by the 

lack of direct optical observation. 

Metallic samples which were processed and solidified on earlier space missions under micro-gravity conditions had 

to be analyzed after the fact solely with the aid of polished cross-sections. The interpretation of results was often 

difficult because of the missing intermediate stages in sample development. 

In this experiment, X-rays will be used to radiate through the metallic samples and their appearance will be recorded 

on film. 

The objectives of this investigation include the development of an autonomously working X-Ray unit together with 

a transparent thermostat (oven). The sample will consist of a liquid in dispersion of two insoluble metals which 

exhibit a mixing gap in the liquid state. These metals will be homogenized by a temperature treatment. 

Documentation of the homogenization and the time-dependent stability of the dispersion while cooling will be 

investigated by the X-Ray technique. 

With this technique, several phenomena may be made visible and quantitatively evaluated including diffusional 

homogenization, particle movement, particle growth and convection currents. 

The canister is located in the aft section of the payload bay. 

The experiment is part of the material science program of the German Ministry of Research and Technology 

(BMFT). 
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ORBITER EXPERIMENTS PROGRAM 

A complete and accurate assessment of Shuttle performance during the launch, boost, orbit, atmospheric entry and 

landing phases of a mission requires precise data collection to document the Shuttle's response to these conditions. 

The NASA Headquarters Office of Aeronautics and Space Technology (OAST), through its Orbiter Experiments 

Program, is providing research experiments onboard the Shuttle orbiter to record specific, research-quality data. 

The primary objective of the Orbiter Experiments Program is to increase the technology reservoir for development 

of future space transportation systems. The data also will be useful to the Office of Space Flight (OSF) to further 

certify Shuttle and expand its operational envelope. 

In addition this data will be used to verify the accuracy of wind tunnel and other ground-based simulations made 

prior to flight; verify ground-to-flight extrapolation methods; and verify theoretical computational methods. 

STS-5 Orbiter Experiments include: 

Aerodynamic Coefficient Identification Package (ACIP) 

The primary objectives of the Aerodynamic Coefficient Identification Package are: 

• To collect aerodynamic data during the launch, entry and landing phases of the Shuttle; 

• To establish an extensive aerodynamic data base for verification of the Shuttle's aerodynamic performance and 

the verification and correlation with ground-based data, including assessments of the uncertainties of such data; 

• To provide flight dynamics data in support of other technology areas, such as aerothermal and structural 

dynamics. 

This package has flown on STS-1 through 4. It will fly again on STS-5 and current plans call for continued 

operation on future Shuttle flights, including the operation of a second unit on OV-099. Shuttle orbiter Challenger. 

Instruments in this package include dual-range linear accelerometers and rate gyros. Also included are the power 

conditioner for the gyros, the power control system and the housekeeping components. The package is installed colinearly with the geometric axes of the orbiter and post-installation measurements made to establish the position 

within 10 arc minutes. 

The instruments continuously sense the dynamic X, Y and Z attitudes and performance characteristics of the orbiter 

through these critical flight phases. The Aerodynamic Coefficient Identification Package also provides high rate 

sampling of the positions of orbiter control surfaces for recording with the package's attitude data. 

Principal technologist is D.B. Howes of Johnson Space Center, Houston. 

Tile Gap Heating Effects (TGH) Experiment 

Analyses and ground tests have shown that the gaps between the tiles of the thermal protection system generate 

turbulent airflow, which will cause increased heating during the reentry phase of flight. Tests have also shown that 

the heating effect may be reduced by optimum design of the gaps and by altering the radii at the edges of the tiles. 

The tile gap experiment was devised to further the investigations of heating phenomena. 

The results will enable improvements in reusable element thermal protection systems to reduce the convective 

heating caused by gaps and other discontinuities. 
Edited by Richard W. Orloff, 01/2001/Page 43

The orbiter will be instrumented with a removable panel 45.7 cm (18 in.) square, which will carry 11 tiles of 

baseline material and size. The panel will be fitted to the underside of the orbiter fuselage. The gaps between tiles 

will be carefully calculated and controlled during fitting to ensure that the heating rates generated during entry will 

be no higher than those of the baseline tile array. The aim is to produce a design that will result in heating rates 

lower than those of the baseline system. 

In addition to gap spacing, the gap depth will also be controlled through the use of fillers fitted at the bottom of 

certain gaps -- i.e., at the junction of the tiles and the orbiter fuselage skin. The radii at the outer edges of the tiles 

will be controlled during fabrication to conform to calculations that show the reduced effects in combination with 

the spacing. Thermocouples will be fitted to the tile surfaces and at various depths in the gaps to measure 

temperatures during reentry. 

The output of the thermocouples will be recorded on the orbiter's development flight instrumentation system. To 

assist in evaluation, Tile Gap Heating Effects data will be compared to development flight instrumentation data 

obtained from earlier missions. 

This will be the fourth flight of the experiment which successfully flew on STS-2, 3 and 4. On STS-5 it will be 

modified to investigate the effect of tile gap geometry on gap filler bar heating. The STS-5 test configuration is cosponsored by the Orbiter Experiments Project and the Orbiter Project. 

Information provided by this test will aid the Orbiter Project in the evaluation of the filler bar heating phenomena. 

Principal technologist is William C. Pitts, Ames Research Center, Mountain View, Calif. 

Catalytic Surface Effects (CSE) Experiment 

A strong shock wave will encompass the Shuttle orbiter during the atmospheric reentry maneuver. The shock wave 

severely compresses and heats the air flowing through it, causing the molecules to dissociate and react chemically 

with each other. 

Computations show that as the dissociated atomic oxygen approaches the cooler regions of flow adjacent to the 

orbiter, the atomic oxygen fails to recombine into molecular oxygen. 

This experiment will investigate the chemical reaction caused by impingement of atomic oxygen on the Shuttle 

thermal protection system which was designed on the assumption that the atomic oxygen would recombine at the 

thermal protection system wall. 

This chemical reaction releases additional heat which results in higher thermal protection system temperatures. In 

this case, the surface is referred to as being a catalytic surface, that is. it allows the chemical reaction to take place. 

If the thermal protection system surface is non-catalytic, the atomic oxygen will not recombine into molecular 

oxygen and the heating rates will be lowered. Thus, the temperature of the orbiter during reentry will be lower. With 

lower temperatures, orbiter thermal protection system weight could be reduced, its flight envelope could be 

expanded, or greater reusability could result. 

The technology objective is to verify analytical predictions which could not be adequately simulated in groundbased facilities. The results will provide data and improved computational techniques for future thermal protection 

system designs. 

The Catalytic Surface Effects will use baseline tiles, selected from those having development flight instrumentation 

thermocouples, located on or near the orbiter lower fuselage centerline. The seven tiles will be sprayed with an 

overcoating mixture of chrome-iron-spinel, a highly efficient catalytic material and a vinyl acetate binder which will 
Edited by Richard W. Orloff, 01/2001/Page 44

protect the overcoat during ground operations. The mixture is compatible with the existing tile and coating and will 

not alter the thermal or mechanical properties of the uncoated portions of the thermal protection system. During 

orbiter ascent, the vinyl acetate will burn off the tile surface, leaving the chrome-iron-spinel exposed 

Thermocouple measurements recorded during reentry will be used to determine Catalytic Surface Effects 

performance. Comparison of this experiment's data with data taken on previous flights from uncoated tiles will aid 

in the performance evaluation. 

This will be the fourth flight of the experiment. Data collected on the STS-2, 3 and 4 has been useful in verifying 

the preflight predictions that the tile surfaces are non-catalytic. 

At the end of each mission, the overcoat will be removed from the seven tiles, leaving the thermal protection system 

in its original condition. 

Principal technologist is David A. Stewart, Ames Research Center. 

Dynamic, Acoustic and Thermal Environment (DATE) Experiment 

To fully and economically exploit the benefits of the orbiter's large cargo-carrying capability, it is necessary to 

predict payload environments with accuracy and dispatch. 

Such predictions will facilitate payload development and reduce the need for ultraconservative design and testing. 

The Dynamic, Acoustic and Thermal Environment experiment will collect information for use in making credible 

predictions of cargo-bay environments. These environments are neither constant nor consistent throughout the bay 

and are influenced by interactions between cargo elements. 

The instrumentation includes accelerometers, microphones, thermocouples and strain gages on payloads and in the 

cargo bay. Sensor outputs will be recorded for post-flight interpretation. DATE instrumentation has successfully 

flown on STS-1 through 4. 

The Goddard Space Flight Center, Greenbelt, Md., will be responsible for the data reduction. 

Principal technologist is William Bangs of Goddard. 

ATMOSPHERIC LUMINOSITIES INVESTIGATION 

(GLOW EXPERIMENT) 

Nighttime photographs taken by the crew on STS-3 revealed an observable luminosity (glow) of unknown origin 

enveloping certain structural elements of the orbiter, particularly on the tail section and engine pods. 

The luminosity was not symmetrical and appeared to be more prevalent on the port side of the vehicle. The best 

guess on the cause of this effect is recombination of ionospheric oxygen ions. 

The purpose of the STS-5 investigation is to determine the spectral content of the Space Transportation System 

induced atmospheric luminosities which have relevance to scientific; (e.g., ion chemistry of the atmosphere) and 

engineering (e.g., potential contaminant to optical experiments) aspects of payload operations. 

Two cameras, a Nikon 35 mm and a Hasselblad, are used, one in each aft flight deck window. During two nighttime 

sequences, the crew activates the cameras four minutes after optical sunset (to assure no trace of sunlight) and after 

moonset and stops the film after 32 exposures or prior to sunrise. After flight, the photographs will be analyzed for 

possible causes of the luminosity effect. 

E.L. Michel of Johnson is responsible for the investigation. 
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OXYGEN ATOM INTERACTION WITH MATERIALS TEST 

Surfaces of materials used in the orbiter payload bay and exposed during STS-1 through STS-4 were examined after 

flight. 

Paints and polymers, in particular Kapton used on the television camera thermal blanket, showed significant change. 

Generally, the change was a loss of surface gloss on the polymer with apparent aging on the paint surfaces. 

The Kapton surfaces showed the greatest change, and postflight analyses showed mass loss of 4.8 percent on STS-2 

and 35 percent on STS-3 for most heavily affected surfaces. 

This materials test is being conducted on STS-5 to obtain quantitative reaction rates of low earth orbit oxygen atoms 

with various materials used on payloads. Data obtained on STS-2 through 4 indicate that some payloads may be 

severely limited in life due to oxygen effect. The STS-5 test would provide data for assessment of oxygen effects 

and possible fixes. 

Test material is tensioned with hold down springs to six panels which will be mounted atop the Development Flight 

Instrumentation using existing power and switch capabilities. Materials will be returned for evaluation of space 

exposure effects. 

The test material is located in the payload bay atop the Development Flight Instrumentation. 

The responsible organization is the Johnson Space Center. 
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DEVELOPMENT FLIGHT INSTRUMENTATION 

The Development Flight Instrumentation is a data collection and recording package, located in the aft areas of the 

payload bay, consisting of three magnetic tape recorders, wideband frequency division multiplexers, a pulse code 

modulation master unit and signal conditioners. The recorder can record 28 tracks of wideband analog data on 

systems conditions and performance simultaneously. 

The hatch on the side of the orbiter is scheduled to be opened within 30 minutes after landing. The crew will leave 

the orbiter at the direction of flight controllers at the Mission Control Center. 

Columbia will be towed off the runway at Edwards to the Mate/Demate Device at the nearby Dryden Flight 

Research Facility. 

Once in the Mate/Demate Device, Columbia's fuel cell supply tanks will be drained of residual cryogenic liquids, 

the Shuttle main engines will be purged and unfired pyrotechnic devices will he disconnected . 

Ferry plugs will be installed in engine nozzles and locks put in place on the engines and flight control surfaces to 

keep them from moving during the ferry flight to Kennedy Space Center. 

The aerodynamic tail cone will be installed over the aft end of the spacecraft and the orbiter will be positioned and 

bolted on top of the 747 Shuttle Carrier Aircraft. 

The 747 is scheduled to leave California on the first leg of its two-day ferry flight to KSC five days after landing. 

An overnight stop is scheduled to refuel the 747 carrier aircraft and to rest the flight crew. 
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STS-5 LANDING OPPORTUNITIES 

FOR NASA DRYDEN 

(Based on a 7:19 a.m. EST launch) 

NOTE: Landing opportunities are in Pacific Standard Time. 

Orbit 

Approximate 

Landing PST 

Elapsed Time 

Days/Minutes 

Cross Range 

(n mi) 

 

1 6:05 a.m. (night) 0/1:48 460 

2 7:10 0/3:21 398 

3 9:16 0/4:57 578 

 

16 4:39 a.m. (night) 1/10:20 593 

17 6:14 1/11:55 402 

18 7:49 1/13:30 451 

19 9:24 1/15:05 734 

 

31 3:12 a.m. (night) 1/22:53 797 

32 4:48 (night) 2/00:29 481 

33 6:23 2/02:04 394 

34 7:59 2/03:40 549 

 

47 3:21 a.m. (night) 2/23:02 631 

48 4:56 (night) 3/00:37 413 

49 6:31 3/02:12 432 

50 8:06 3/03:47 686 

 

63 3:20 a.m. (night) 3/23:01 529 

64 4:55 (night) 4/00:36 390 

65 6:30 4/02:11 491 

66 8:04 4/03:45 815 

 

78 1:43 a.m. (night) 4/21:24 749 

79 3:17 (night) 4/22:58 458 

80 4:25 (night) 5/00:33 397 

81 EOM 6:27 5/02:08 573 

 

94 1:40 a.m. (night) 5/21:21 631 

95 3:15 (night) 5/22:56 412 

96 4:49 (night) 6/00:30 429 

97 6:23 6/02:04 677 
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LANDING AND POSTLANDING OPERATIONS

Kennedy Space Center is responsible for ground operations of the orbiter vehicle once it has rolled to a stop on the 

runway at Edwards, including preparations for returning the reusable vehicle to Kennedy Space Center for its next 

mission. 

As soon as Columbia rolls to a stop, the recovery convoy will head toward the vehicle to begin preliminary securing 

and safing operations. 

At the same time, the flight crew will turn off the auxiliary power units and turn on cooling systems and safe the 

orbiter's maneuvering and reaction control systems. 

After SCAPE- (Self Contained Atmospheric Protection Ensemble) suited personnel have determined that hazardous 

vapor levels are below significant levels, the 100-member ground crew will perform such activities as connecting 

ground and purge air units, conducting a post-landing inspection and attaching the ground tow vehicle. 

The mobile wind machine is used only if highly concentrated levels of explosive vapors are detected by the ground 

team. 

Once the initial safety assessment is made, other teams of SCAPE-suited personnel and vehicles with maneuverable 

access platforms will then be positioned at the rear of the orbiter, near the vehicle's T-0 umbilical connection panels. 

The two large transporters, the Purge and Coolant Umbilical Access Vehicles, will then be moved into place behind 

the orbiter and their lines will be connected to the orbiter umbilical panels. 

If everything is normal , and no explosive gases are detected, the Purge and Coolant Umbilical Access Vehicles will 

be moved into position. Freon lines and purge duct connections will be completed and the flow of coolant and 

purge air through the umbilical lines will provide cooling to the orbiter's systems. This cooling helps protect the 

orbiter's electronic equipment. Purge air will provide cool and humidified air conditioning to the orbiter's payload 

bay and other cavities to remove any residual explosive or toxic fumes and provide a safe, clean and cool 

environment inside the Columbia. 

When further monitoring of vapor readings around the forward half of the orbiter indicates there are no 

concentrations of toxic gases, SCAPE-suited technicians working the forward section will be replaced by nonSCAPE personnel. The mobile white room will be moved into place around the orbiter crew access hatch. The 

hatch is opened and the flight crew is allowed to leave the crew cabin. The flight crew will be replaced by other 

astronauts who will complete the task of safing the vehicle. 

The hatch on the side of the orbiter is scheduled to be opened within 30 minutes after landing. The crew will leave 

the orbiter at the direction of flight controllers at the Mission Control Center. 

Columbia will be towed off the runway at Edwards to the Mate/Demate Device at the nearby Dryden Flight 

Research Facility. 

Once in the Mate/Demate Device, Columbia’s fuel cell supply tanks will be drained of residual cryogenic liquids, 

the Shuttle main engines will be purged and unfired pyrotechnic devices will be disconnected. 

Ferry plugs will be installed in engine nozzles and locks put in place on the engines and flight control surfaces to 

keep ,them from moving during the ferry flight to Kennedy Space Center. 

The aerodynamic tail cone will be installed over the aft end of the spacecraft and the orbiter will be positioned and 

bolted on top of the 747 Shuttle Carrier Aircraft. 

The 747 is scheduled to leave California on the first leg of its two-day ferry flight to KSC five days after landing. 

An overnight stop is scheduled to refuel the 747 carrier aircraft and to rest the flight crew. 
Edited by Richard W. Orloff, 01/2001/Page 53

SPACEFLIGHT TRACKING AND DATA NETWORK (STDN) 

One of the key elements in the Shuttle mission is the capability to track the spacecraft, communicate with the 

astronauts and to obtain the telemetry data that informs ground controllers of the condition of the spacecraft and its 

astronauts. 

The hub of this network is at NASA's Goddard Space Flight Center, Greenbelt, Md., where the Spaceflight 

Tracking and Data Network (STDN) and the NASA Communications Network (NASCOM) is located. 

With the exception of very brief periods during the launch, flight, and recovery of STS-5, Goddard receives all 

telemetry, radar and air-to-ground communications and relays the information to Johnson in Houston, and other 

NASA and Department of Defense facilities participating in the mission. 

The Spaceflight Tracking and Data Network is a complex NASA worldwide system that provides real time 

communications with the Space Shuttle orbiter and crew. The network is operated by Goddard. Approximately 

2,500 personnel are required to operate the network. 

The network consists of 15 ground stations equipped with 4.3, 9, 12 and 26 m (14, 3O, 40 and 85 ft.) S-band 

antenna systems and C-band radar systems, augmented by 15 Department of Defense geographical locations 

providing C-band support and one Department of Defense 18.3 m (60 ft.) S-band antenna system. 

In addition, there are six major computing interfaces located at the Network Operations Control Center (NOCC) and 

at the Operations Support Computing Facility (OSCF), both at Goddard; Western Space and Missile Center, Calif.; 

Air Force Satellite Control Facility, Colo.; White Sands Missile Range, N.M.,; and Eastern Space and Missile 

Center, Fla., providing real time network computational support. 

The network has agreements with the governments of Australia, Spain, Senegal, Botswana, Chile, United Kingdom 

and Bermuda to provide NASA tracking stations support to the Space Transportation System program. 

Should the Johnson Mission Control Center be seriously impaired for an extended time, the Goddard Network 

Operations Control Center becomes an emergency mission control center manned by Johnson personnel, with the 

responsibility of safely returning the Space Shuttle orbiter to a landing site. 

The Merritt Island, Fla., S-band station provides the appropriate data to the Launch Control Center at Kennedy and 

the Mission Control at Johnson during prelaunch testing and the terminal countdown. During the first minutes of 

launch and during the ascent phase, the Merritt Island and Ponce de Leon, Fla., S-band and Bermuda S-band 

stations, as well as the C-band stations located at Bermuda; Wallops Island, Va.; Grand Bahama; Grand Turk; 

Antigua; Cape Canaveral; and Patrick Air Force Base, Fla., provide appropriate tracking data, both high speed and 

low speed, to the Kennedy and Johnson Control Centers. 

During the orbital phase, all the S-band and some of the C-band stations that see the Space Shuttle orbiter at 3 

degrees above the horizon support and provide appropriate tracking, telemetry, air-ground and command support to 

the Johnson Mission Control Center through Goddard. 

During the nominal reentry and landing phase planned for Edwards Air Force Base, Calif., the Goldstone and 

Buckhorn, Calif.; S-band stations and C-band stations at the Pacific Missile Test Center, Vandenberg Air Force 

Base, Edwards Air Force Base and Dryden Flight Research Facility will provide highly critical tracking, telemetry, 

command and air-ground support to the orbiter and send appropriate data to the Johnson and Kennedy Control 

Center. 
Edited by Richard W. Orloff, 01/2001/Page 54

NASA TRACKING STATIONS 

Location Equipment 

 

Ascension Island (ACN) S-band, UHF A/G 

Bermuda (BDA) S-band, C-band, UHF A/G 

Buckhorn (BUC) S-band, C-band 

Goldstone (GDS) S-band, UHF A/G 

Guam (GWM) S-band, UHF A/G 

Hawaii (HAW) S-band, UHF A/G 

Merritt Island (MIL) S-band, UHF, A/G 

Santiago (AGO) S-band 

Madrid (MAD) S-band. UHF A/G 

Orroral (ORR) S-band 

Botswana (BOT) UHF A/G 

Dakar (DKR) UHF A/G 

Yarragadee (YAR) UHF A/G 

Personnel: 

Tracking Stations, 1,110* 

Goddard Space Flight Center, 1,400 

* More than 500 of whom are local residents. 
Edited by Richard W. Orloff, 01/2001/Page 55

HUNTSVILLE OPERATIONS SUPPORT CENTER 

The Huntsville Operations Support Center is a facility at the Marshall Space Flight Center in Huntsville, Ala., which 

supports launch activities and powered flight at the Kennedy Space Center, Fla., and the Johnson Space Center, 

Houston. 

During premission testing, countdown, launch and powered flight toward orbit, Marshall and contractor engineers 

and scientists man consoles in the support center to monitor real-time data being transmitted from the Shuttle. Their 

purpose is to evaluate and help solve problems that might occur with Marshall-developed Space Shuttle propulsion 

system elements, including the Shuttle Main engines, external tank, and solid rocket boosters. They will also work 

problems with the overall main propulsion system and the range safety system. 

The data providing information on the "health" of these systems are gathered by sensors aboard the Shuttle and are 

instantaneously transmitted from the launch site to the Huntsville Operations Support Center. There the information 

is processed by computers and displayed on screens and other instruments at 12 stations in the Engineering Console 

Room on the second floor. More than 3,000 temperature, pressure, electrical voltage and other measurements are 

made every second. During the 10 hours of peak activity before and during launch, more than 11 million 

measurements are assessed by teams of experts in the support center. 

Support center personnel view the Shuttle via two closed circuit television lines. They also have access to more than 

25 direct communications lines that link them with the launch site at Kennedy, Mission Control at Johnson and with 

Shuttle propulsion system contractor plants. 

If a problem is detected by the experts at one of the stations in the support center console room, engineers on the 

consoles immediately alert appropriate individuals at the Kennedy and Johnson Centers, and operations center 

managers in the Shuttle action center, a conference room adjacent to the console room. They also pass the 

information to the appropriate teams of specialists in the operations center working area nearby. There are separate 

teams to work difficulties for each of the elements. 
Edited by Richard W. Orloff, 01/2001/Page 56

STS-5 CREWMEMBERS 

S82-36286 – The official portrait of STS-5 mission crewmembers includes astronauts Vance D. Brand (second left), 

commander; Robert F. Overmyer (second right), pilot; and Joseph P. Allen (left) and William S. Lenoir, both 

mission specialists. They pose in blue flight suits holding their helmets, with a space shuttle model and the official 

insignia for STS-5 in the background. 

No copyright is asserted for this photograph. If a recognizable person appears in the photo, use for commercial 

purposes may infringe a right of privacy or publicity. It may not be used to state or imply the endorsement by NASA 

or by any NASA employee of a commercial product, process or service, or used in any other manner that might 

mislead. Accordingly, it is requested that if this photograph is used in advertising and other commercial promotion, 

layout and copy be submitted to NASA prior to release. 

PHOTO CREDIT: NASA or National Aeronautics and Space Administration. 
Edited by Richard W. Orloff, 01/2001/Page 57

BIOGRAPHICAL DATA 

NAME: Vance DeVoe Brand, STS-5 Commander, NASA Astronaut 

BIRTHPLACE AND DATE: Born in Longmont, Colo., May 9, 1931. His parents, Dr. and Mrs. Rudolph W. Brand, 

reside in Longmont. 

PHYSICAL DESCRIPTION: Blond hair; gray eyes; height: 5 feet 11 inches; weight: 175 pounds. 

EDUCATION: Graduated from Longmont High School, Colo.; received a bachelor of science degree in business 

from the University of Colorado in 1953, a bachelor of science degree in aeronautical engineering from the 

University of Colorado in 1960, and a master's degree in business administration from the University of California 

at Los Angeles in 1964. 

MARITAL STATUS: Married to the former Beverly Ann Whitnel. Her parents, Mr. and Mrs. Otis W. Whitnel, 

reside in Houston. 

CHILDREN: Susan N., April 30, 1954; Stephanie, Aug. 6, 1955; Patrick R., March 22, 1958; Kevin S., Dec. 1, 

1963, and Erik R., May 11, 1981. 

NASA EXPERIENCE: One of the 19 pilot astronauts selected by NASA in April 1966, Brand first served as a crew 

member of the thermal vacuum chamber testing of the prototype command module and was a support crewman for 

the Apollo 8 and 13 missions. Later he was backup command module pilot for Apollo 15 and backup commander 

for the Skylab 3 and 4 missions. 

Vance Brand made his first space flight on July 15, 1975, as Apollo command module pilot on the Apollo-Soyuz 

Test Project (ASTP) mission. This joint space flight resulted in the first historic meeting in space between American 

astronauts and Soviet cosmonauts. Other crewmen taking part in this nine-day earth-orbital mission were Thomas P. 

Stafford, Apollo commander; Donald K. Slayton, Apollo docking module pilot; Cosmonaut Alexei Leonov, Soyuz 

commander; and Cosmonaut Valeri Kubasov, Soyuz flight engineer. 

The Soyuz spacecraft was launched at the Baikonur Cosmodrome in Central Asia, and the Apollo was launched 

71/2 hours later at Cape Canaveral. Two days later the Apollo spacecraft accomplished a successful rendezvous and 

docking with Soyuz. The linkup tested a unique, new docking system and paved the way for future international 

cooperation in space. Twenty-eight experiments were performed during the flight. 

There were 44 hours of docked joint activities which included four crew transfers between the Apollo and the 

Soyuz. All major ASTP objectives were accomplished, and experience was gained in the conduct of complex, 

international manned missions. Six records for docked and group flight were set on the mission and are recognized 

by the Federation Aeronautique Internationale. Apollo splashed down in the Pacific Ocean near Hawaii, less than a 

mile from the targeted splash point, and was promptly recovered by the USS NEW ORLEANS. Brand logged 217 

hours on his first space flight. 
Edited by Richard W. Orloff, 01/2001/Page 58

BIOGRAPHICAL DATA 

NAME: Robert F. Overmyer, Colonel, USMC, STS-5 Pilot, NASA Astronaut 

BIRTHPLACE AND DATE: Born July 14, 1936, in Lorain, Ohio, but considers Westlake, Ohio his hometown. 

PHYSICAL DESCRIPTION: Brown hair; blue eyes; height: 5 feet, 11-3/4 inches; weight: 180 pounds. 

EDUCATION: Graduated from Westlake High School, Ohio, in 1954; received a bachelor of science degree in 

physics from Baldwin-Wallace College in 1958; master of science degree in aeronautics with a major in 

aeronautical engineering from the U. S. Naval Postgraduate School in 1964. 

MARITAL STATUS: Married to the former Katherine E. Jones of Pittsburgh. Her parents, Mr. and Mrs. Henry R. 

Jones, now reside in Highland Beach, Fla. 

CHILDREN: Carolyn Marie, 1966; Patricia Ann, 1968; Robert Rolandus, 1970. 

NASA EXPERIENCE: He was selected as a NASA astronaut in 1969 after the U.S. Air Force Manned Orbiting 

Laboratory Program was canceled. His first assignment with NASA was engineering development duties on the 

Skylab Program from 1969 until November 1971. From November 1971 until December 1972, he was a support 

crew member for Apollo 17 and was the launch capsule communicator. From January 1973 until July 1975, he was 

a support crew member for the Apollo-Soyuz Test Project and was NASA capsule communicator in the mission 

control center in Moscow. In 1976, he was assigned duties on the Space Shuttle Approach and Landing Test (ALT) 

Program and was the prime T-38 chase pilot for orbiter Free-Flights 1 and 3. 
Edited by Richard W. Orloff, 01/2001/Page 59

BIOGRAPHICAL DATA 

NAME: Joseph P. Allen, PhD, STS-5 Mission Specialist, NASA Astronaut 

BIRTHPLACE AND DATE: Born in Crawfordsville, Ind., on June 27, 1937. His parents, Mr. and Mrs. Joseph P. 

Allen III, reside in Greencastle. Ind. 

PHYSICAL DESCRIPTION: Brown hair; blue eyes; height: 5 feet 6 inches; weight: 125 pounds. 

EDUCATION: Attended Mills School and is a graduate of Crawfordsville High School in Indiana; received a 

bachelor of arts degree in math-physics from DePauw University in 1959; a master of science degree and a 

doctorate in physics from Yale University in 1961 and 1965, respectively. 

MARITAL STATUS: Married to the former Bonnie Jo Darling of Elkhart, Ind. Her parents, Mr. and Mrs. W. C. 

Darling, reside in Elkhart. 

CHILDREN: David Christopher, September 1968; Elizabeth Darling, May 1972. 

NASA EXPERIENCE: Allen was selected as a scientist-astronaut by NASA in August 1967. He completed flight 

training at Vance Air Force Base, Okla. He served as mission scientist while a member of the astronaut support 

crew for Apollo 15 and served also as a staff consultant on science and technology to the President's Council on 

International Economic Policy. 

From August 1975 to 1978, Allen served as NASA Assistant Administrator for Legislative Affairs in Washington, 

D.C. Returning to the Johnson Space Center in 1978 as a senior scientist astronaut, Allen was assigned to the 

operations mission development group. He served as a support crew member for the first orbital flight test of the 

Space Shuttle transportation system, and was the entry CAPCOM for this mission. In addition, in 1980 and 1981, he 

worked as the technical assistant to the Director of Flight Operations. 
Edited by Richard W. Orloff, 01/2001/Page 60

BIOGRAPHICAL DATA 

NAME: William B. Lenoir, PhD, STS-5 Mission Specialist, NASA Astronaut 

BIRTHPLACE AND DATE: Born on March 14, 1939, in Miami, Fla. His father, Samuel S. Lenoir, resides in 

Miami. 

PHYSICAL DESCRIPTION: Brown hair; brown eyes; height: 5 feet 10 inches; weight: 150 pounds. 

EDUCATION: Attended primary and secondary schools in Coral Gables, Fla.; a graduate of the Massachusetts 

Institute of Technology where he received a bachelor of science degree in electrical engineering in 1961, a master of 

science in 1962, and a doctorate in 1965. 

MARITAL STATUS: Married to the former Elizabeth May Frost. Her mother, Mrs. Thomas F. Frost, resides in 

Brookline, Mass. 

CHILDREN: William B. Jr., April 6, 1965; Samantha E., March 20, 1968. 

NASA EXPERIENCE: Lenoir was selected as a scientist-astronaut by NASA in August 1967. He completed the 

initial academic training and a 53-week course in flight training at Laughlin Air Force Base, Texas. 

Lenoir was backup science-pilot for Skylab 3 and Skylab 4, the second and third manned missions in the Skylab 

Program. During Skylab 4, he was co-leader of the visual observations project and coordinator between the flight 

crew and the principal investigators for Apollo telescope mount solar science matters. 

From September 1974 to July 1976, Lenoir spent approximately half of his time as leader of the NASA Satellite 

Power Team. This team was formed to investigate the potential of large-scale satellite power systems for terrestrial 

utility consumption and to make program recommendations to NASA Headquarters. 

Lenoir has supported the Space Shuttle program in the areas of payload deployment and retrieval. His interest in the 

remote sensing of the earth and its resources continues, with particular emphasis on the role of man. 
Edited by Richard W. Orloff, 01/2001/Page 61

SPACE SHUTTLE PROGRAM MANAGEMENT 

NASA Headquarters 

James M. Beggs Administrator 

Dr. Hans Mark Deputy Administrator 

Maj. General J. A. Abrahamson Associate Administrator for Space Flight 

L. Michael Weeks Deputy Associate Administrator for Space Flight 

Joe H. Engle Assistant Associate Administrator for Space Flight (Space Transportation) 

Isaac T. Gilliam, IV Assistant Associate Administrator for Space Flight (Policy) 

Richard J. Wisniewski Assistant Associate Administrator for Space Flight (Institutions) 

Robert E. Smylie Associate Administrator for Space Tracking and Data Systems 

Ames Research Center 

C. A. Sylvertson Director 

Dryden Flight Research Center 

John A. Manke Facility Manager 

Gary Layton Shuttle Project Manager 

Goddard Space Flight Center 

Dr. Noel Hinners Director 

John J. Quann Deputy Director 

Richard S. Sade Director of Networks Space Tracking and Data Network (STDN) 

Johnson Space Center 

Gerald D. Griffin Director 

Henry E. Clements Associate Director 

Clifford E. Charlesworth Deputy Director 

Glynn S. Lunney Manager, Space Shuttle Program 

Arnold D. Aldrich Manager, Space Shuttle Orbiter Project Office 

George W. S. Abbey Director of Flight Operations 

Aaron Cohen Director of Engineering and Development 

Lynwood C. Dunseith Director of Data Systems and Analysis 

Kennedy Space Center 

Richard G. Smith Director 

George F. Page Deputy Director 

Robert H. Gray Manager, Shuttle Projects Office 

John J. Neilon Manager, Cargo Projects Office 

Thomas E. Utsman Director, Shuttle Operations;/Technical Support 

Thomas S. Walton Director, Cargo Operations 

Alfred D. O’Hara Director, STS Processing 
Edited by Richard W. Orloff, 01/2001/Page 62

Marshall Space Flight Center 

Dr. William R. Lucas Director 

Thomas J. Lee Deputy Director 

Robert E. Lindstrom Manager, MSFC Shuttle Projects Office 

James E. Kingsbury Director, Science and Engineering Directorate 

James B. Odom Deputy Manager for Production and Logistics, MSFC 

Shuttle Projects Office and Acting Manager, External Tank 

Project 

George B. Hardy Deputy Manager for Development, MSFC Shuttle Projects 

Office 

Lawrence B. Mulloy Manager, Solid Rocket Booster Project, MSFC Shuttle 

Projects Office 

Lowell K. Zoller Manager, Engineering and Major Test Management Office, 

MSFC Shuttle Projects Office 

Judson A. Lovingood Manager, Space Shuttle Main Engine Project, MSFC 

Shuttle Projects Office 
Edited by Richard W. Orloff, 01/2001/Page 63

SHUTTLE FLIGHTS AS OF OCTOBER 1982 

4 TOTAL FLIGHTS OF THE SHUTTLE SYSTEM 

STS-4 

06/27/82 – 07/04/82 

STS-3 

03/22/82 – 03/30/82 

STS-2 

11/12/81 – 11/14/81 

STS-1 

04/12/81 - 04/14/81 

OV-102 

Columbia 

(4 flights)