NASA Johnson Space Center
Oral History Project
Edited Oral History Transcript
Jerry L.
Ross
Interviewed by Jennifer Ross-Nazzal
Houston, Texas – 26 January 2004
Ross-Nazzal:
Today is January 26, 2004. This oral history with Jerry Ross is being
conducted for the Johnson Space Center Oral History Project in Houston,
Texas. Jennifer Ross-Nazzal is the interviewer, and she is assisted
by Sandra Johnson and Rebecca Wright.
Thank you for joining us again today.
Ross:
Good to be back.
Ross-Nazzal:
Great. Before we started, you mentioned that we did not talk about
your chase crew experience [in the first interview]. Would you like
to talk about that?
Ross:
Yes, I was reading over my résumé so I’d kind
of be a little bit refreshed on what we might be talking about today,
and I noticed that that was one of the times that I don’t think
we talked about a last time, and it was kind of a unique period during
the Shuttle.
For the first four flights at least of the Shuttle Program, we had
T-38s that we used to join up with the Shuttle as it was coming down
for the final approach, and we would chase right along beside it as
a backup way to give air speed calls and altitude calls to the Shuttle,
should its pitot-static air speed and altitude systems not be working
properly. So I was put on the team for the third and fourth flights
and got a chance to train for that. Literally, we would take our helmet
and parachutes and put them in the airplane and leave on a Monday
to go to Vandenberg Air Force Base [California] or out to White Sands
[Missile Range, White Sands], New Mexico, or Edwards Air Force Base
[California], or even down to the Cape [Canaveral, Florida], and our
chutes and helmets would stay in the airplane the entire week.
We’d normally get two, three, four flights a day, and that was
to work with the ground controllers, we’d normally have one
airplane that was simulating the Shuttle and it would fly a simulated
approach, and then the ground controllers would give us heading vectors
to allow us to join up properly and get on the wing of the Shuttle
as it was coming down for the final approach into the landing runway.
That was a great experience for me. It was a lot of fun to get all
that flying time, but it also was very interesting to be involved
in a very direct fashion in the very early parts of the Shuttle Program.
The guy in the back was to help the pilot, but also had a Hasselblad
camera, and we were responsible for trying to get as many good pictures
of the Orbiter as it was coming in for a landing as we could.
The third Space Shuttle flight, the Orbiter was supposed to land at
White Sands, New Mexico, because Edwards’ lakebeds were wet
and we weren’t yet ready to commit to a hard runway landing
out at the Kennedy Space Center [Florida]. So the first day that they
were supposed to land, the winds came up out there; I mean they were
like 60-knot winds or so, the gypsum dust was blowing all over the
White Sands facility, so they waved off for landing that day. And
we were expecting them to have the same type of weather the subsequent
day, and if that had been the case, then they were going to go ahead
and land at the Kennedy Space Center.
So Guy [S.] Gardner, who I was teamed up with, and I took a T-38 out
of El Paso [Texas] that afternoon and flew to Kennedy Space Center.
We were excited, because we thought we were going to be basically
the only ones at the Cape when they landed down there. Of course,
as it resulted, the winds did abate at the White Sands facility and
they went ahead and landed the next day, and we were frustrated that
we had to watch the landing on TV as opposed to right up and close
and personal.
But we were very happy when they assigned us to be the lead airplane
for the fourth landing, which was STS-4, back at the Edwards landing
facilities on July 4th, ’82. So we got to join up with Columbia
and to get some great pictures of it coming down for the approach
and landing, and just as it touched down, I got a really nice picture
of it just as the main wheels are touching down and throwing up smoke
on the runway.
Then we got coming back around and land and there was a tremendous
crowd out there on the dry lakebed. I mean, there was a little city
of RVs [Recreational Vehicles] and campers and stuff on the far side
of the lakebed and a fairly large crowd there at Edwards proper, because
President [Ronald W.] Reagan was out there for the landing. That’s
also the day that he announced that we were going to go build a space
station, which we all thought was pretty cool. Of course, it took
many years to finally get it done, or be in the process of doing it,
but it still was a very exciting time for all of us that were in the
program and looking forward to an exciting future.
I also got to meet Roy Rogers while I was out there, and Monty Montana,
so that was pretty cool, too.
Ross-Nazzal:
That sounds like fun. Did you get any training while you were working
with the Hasselblad cameras?
Ross:
They taught us how to shoot the cameras. They gave us a special eyepiece.
It was a 45-degree angle so that we could use it in the small confines
of the cockpit. Basically, the same kind of camera that we use on
the Space Shuttle. They also taught us how to reload the magazines
of film when they were expended. And that’s where I also got
to know Ron [Ronald E.] McNair pretty well for the first time. Ron
was in the back of the other plane that worked on STS-3 and –4,
and being the two backseaters, we got to commiserate a lot and talk
about our experiences and help each other load cameras with film and
things like that. Then subsequently, after that, I got to be a support
crewman for Ron on his first flight.
Ross-Nazzal:
Let me ask you about STS 62-A, which was your Vandenberg flight, which
didn’t actually—
Ross:
The flight that never happened.
Ross-Nazzal:
Never happened. I did have a couple of questions. We talked a little
bit about it last time.
Ross:
Okay.
Ross-Nazzal:
Since you were going to be launching out of the Vandenberg complex,
did the Department of Defense have any influence over things that
normally NASA would have control over, or any more clout than NASA
did for this mission?
Ross:
Yes, they did. The launch complex, the vehicle processing, everything
was going to be on the facilities out at Vandenberg. They had built
an Orbiter processing facility and all the infrastructure. In fact,
that hardware’s been mostly transferred to the Kennedy Space
Center now and is the guts of OPF-3, is what we call it down there,
Orbiter Processing Facility 3.
The launch pad was what was called Old Slick 6 Facility, and it’s
what the Air Force was originally going to launch the MOL Program,
the Manned Orbiting Laboratory, from Vandenberg, and when that program
was cancelled, it was mothballed and then subsequently modified to
take a Shuttle.
The other differences out there were that the stack was going to be
built up on the launch pad itself, so the solid-rocket motors were
going to be stacked up out at the pad, on the pad. The external tank
would be mounted to those out at the pad, and then the Shuttle would
be brought out on this multi-tiered carrier from its processing facility
several miles away and taken out to the launch pad and put in place
once everything else was ready. In fact, they had done that. They
had done it once with the Enterprise and then they also had done it
with—I believe it was Discovery. It was what we were supposed
to fly on. And it had actually been out there, and I was out there
once or twice to see the pad once it was pretty well configured and
ready to go.
The entire launch stack could be enclosed in basically a rollaway
hanger type of facility, and also the launch control center was basically
underneath the pad. It was buried in the concrete, not directly underneath,
but still right there contiguous to the launch pad itself. That should
have been a fairly noisy place to operate out of.
We got pretty close. When I launched in November of 1985, the 62-A
flight was currently scheduled to be launched in February of the next
year. Now, we didn’t believe that date, you know, it wasn’t
going to be feasible, but at the same time, we did expect to fly fairly
soon in ’86, and while I was up on that first flight in ’85,
that flight, the Vandenberg flight, had been rescheduled I think to,
like, July of ’86 and people thought that that was a fairly
realistic date.
They had put in all the facilities. They’d put in crew facilities
out there. In fact, I went out there once and they showed me a nice
blue Air Force jacket with my name embroidered on it and everything
else. Never did find out what happened to that jacket, by the way.
It’s gone.
But it would have been a fascinating ride. We were going to go into
a seventy-two-and-a-half-degree inclination orbit. I think the apogee
was going to be something like 380 nautical miles with a perigee around
240 or so. It would have been dual shift. We would have had two Air
Force payload specialists working with us. The crew was basically
the same crew that I ended up flying with on STS-27, except Bob [Robert
L.] Crippen, who would have been the commander on that flight, was
replaced by [Robert L.] “Hoot” Gibson, after “Crip”
went up to [NASA] Headquarters [Washington, D.C.] and worked after
Challenger. And Dale [A.] Gardner was replaced by Bill [William M.]
Shepherd. Dale basically left the office went into private industry
at that point.
The payload specialist, [John] Brett Watterson—I’ve just
been trying to make contact with him; I haven’t talked to him
in years—was going to be one of the payload specialists, and
the other one would have been Randy [T.] Odle, another Air Force officer,
but Randy had been bumped by [Edward Cleveland] “Pete”
Aldridge, who was Undersecretary of the Air Force, so that would have
been some pretty high-power folks flying with us on the flight.
We had two main payloads. One was P-[88]8, I think was what it was
called, and it was called Teal Ruby, and it was a prototype satellite
that my understanding was, it was a staring mosaic infrared sensor
satellite that was trying to be able to detect low-flying air-breathing
vehicles, things like cruise missiles, and a way to try to detect
those approaching U.S. territories.
The other satellite eventually did fly on a military mission later
on that Don [Donald R.] McMonagle I believe was the commander of.
It had a series of different types of ultraviolet and infrared telescopes
on it and basically was trying to get background information about
the environment of space so that they could use it for information
and designing maybe interceptor missiles, seekers and things like
that in the future.
The other interesting thing of the Vandenberg flight was that we had
filament-wound solid-rocket motors. That meant as opposed to solid-steel
case segments of the solid-rocket motors, ours were going to be made
out of a graphite epoxy type of material. They had the same joint
design as the steel cases, and since the graphite ones would have
been more flimsy, more flexible, we always were wondering what would
have happened to us had we tried to launch with those, considering
the Challenger accident and the gas seeping past at the seals in those
joints. The reason for using the filament wound solids is because
they were a lighter weight. That would give us more weight capability
to orbit, since launching at a higher inclination you use less of
the Earth’s rotational velocity to help you get into orbit.
Ross-Nazzal:
Did you or the crew have any concerns about launching out of Vandenberg?
This would have been the first flight.
Ross:
No, I don’t think we had any concerns per se about that. I think
anytime you do something for the first time, there are some additional
risks inherent in it, but also there’s the big plus of doing
something for the first time. And, certainly, having my second flight
assigned to me before I got a chance to even fly my first one, I was
very excited about that and the fact that you’re going to get
to do something so unique like that for the very first time was fascinating
to me.
Ross-Nazzal:
When did you find out officially that this flight was cancelled?
Ross:
Well, I’m not sure where in the post-Challenger period that
was actually decided, but I think it was relatively soon. The Air
Force had kind of been forced to use the Shuttle system for launching
its satellites, and it was looking for the first opportunity to get
out of that deal, and since we knew we were not going to be flying
for a while and they wanted to get their other satellites off the
ground, important military satellites into space, they very quickly
reclamored that forced marriage and went off and starting building
their own rockets. It was fairly evident that we were not going to
be launching out of Vandenberg anytime soon. In fact, as we went further
and further and the joint design came into question and we had this
large backlog of satellites that needed to be launched and we’d
lost one of the orbiters, it was evident that we weren’t going
to be launching out of Vandenberg anytime soon. Where the official
and final decision was made, I really don’t remember.
But you also might recall that in the wake of Challenger, all the
crew assignments and all the flight assignments were cancelled, so
we were back to the drawing board, basically, and it wasn’t
until maybe late 1987, early 1988, that they put two crews together
to start training with the flight control teams and doing simulations.
What became the STS-26 crew was one of them. It was called the nonmilitary
crew, and our crew was put together, with the two changes that we
talked about earlier, to work as a military crew. Subsequently, then,
further into the training flow is when it was decided that the other
guys would get [STS-] 26 and we were going to be the [STS-] 27 crew.
Ross-Nazzal:
Let me take you back to Challenger. Do you remember where you were
when the accident occurred?
Ross:
Sure do. I was out at Los Alamos [National] Labs [Laboratories] out
in [Los Alamos] New Mexico, and we were being trained on some of the
payloads that we were going to carry on that Vandenberg flight. We
knew that there was supposed to be a Shuttle launch that day and we
had a TV over in the corner. We turned it on and learned that the
flight had been delayed, so we just left the TV on, but with the volume
turned down as we continued our training on the—I think it was
some telescopes that we were going to carry that they were involved
in.
We were sitting there training, and I think it was Dale Gardner who
was more facing the TVs than some of the other people, and he saw
this image on the screen and he said, “What is that?”
And we all turned around and each of us had this different impression
of what we were seeing. I can remember debris flying everywhere and
the two solid-rocket motors corkscrewing through the sky, and my first
thought was, “They’re doing a return-to-launch-site abort,”
an RTLS. Unfortunately, very soon after, I realized that wasn’t
the case, that it was something much more severe than that.
So we knocked off everything right away. We got on phones, talked
to people, and we started making arrangements to fly back to Houston
as soon as we could. Pete Aldridge had an Air Force business jet that
was waiting for him down at Albuquerque [New Mexico] airport, and
I had a head cold going at the time, so I opted to fly back on that
pressurized airplane as opposed to trying to fly back in a T-38, where
I might have problems with my sinuses. So I can very vividly remember
flying back on that airplane, a very quiet flight, a very somber flight,
to get back home as soon as we could. Then I remember going out with
my wife, out to the airport that evening to be there when the crews’
families came back into Ellington Field [Houston, Texas].
Ross-Nazzal:
What were you initial assignments after the Challenger accident?
Ross:
Well, I was really not assigned to do much of anything in the way
of recovery efforts from Challenger, and I was pretty frustrated about
it, but the group of people they assigned to do various different
things was very small and it was very hush-hush, very quiet, a very
closed group of people working it, much unlike what we did on the
Columbia accident.
So since I wasn’t involved directly and didn’t have very
many jobs at all in terms of doing any kind of support, I thought
the best thing I could was to try to support the families, going over
to visit the various different spouses and seeing what I could do,
helping in any way I could, and then supporting by going to, in retrospect,
way too many services and memorials and graveside types of things.
So I went to the Carolinas, I went to New Hampshire, I went to Washington.
I got around quite a bit on quite a few of those different services,
and it was tough, but at the same time, I think it was the kind of
support that the families needed and appreciated, so that’s
what I did.
Ross-Nazzal:
Can you give us a sense of what impact the accident had on the astronaut
corps itself? You said, for instance, you were frustrated because
you couldn’t participate in the recovery efforts or the investigation.
Ross:
Yes.
Ross-Nazzal:
What about the whole office?
Ross:
I think it was a very sobering time. I mean, we always knew that that
was a possibility, that we would have such a catastrophic accident.
I think there was a lot of frustration that we found out fairly soon
afterwards that the finger was being pointed at the joint design and,
in fact, that there had been quite a bit of evidence prior to the
accident that that joint design was not totally satisfactory. Most
of us had never heard that. We were very shocked, disappointed, mad
that the system had not done a more professional job of raising those
types of issues and appraising the Astronaut Office of those issues
so that we could have the proper amount of information to work from
and to maybe challenge the decisions being made.
There were quite a few people that left the office fairly soon after
the accident. There were more people that left for various different
reasons; some of them for frustration, some of them knowing that the
preparations for flight were going to take longer; some of them responding
to spouses’ dictates or requests that they leave the program
now that they’d actually had an accident. A little bit of everything.
I talked it over with my family. I had mixed feelings at first about
wanting to continue to take the risk of flying in space, but at the
same time, all of the NASA crew members on the Shuttle were good friends
of mine, and I felt that if I were to quit and everybody else were
to quit, then they would have lost their lives for no good benefit
or progress. If you reflect back on history, any great undertaking
has had losses; you know, wagon trains going across the plains or
ships coming across the ocean. I was just watching a TV show last
night that said in the 1800s, one out of every six ships that went
across—or one out of seven, maybe it was—that went across
the ocean from Europe to here didn’t make it. So there’s
risk involved in any type of new endeavor that’s going on. And
I got into the program with my eyes wide open, both for the excitement
and the adventure of it, but also I felt very strongly that it was
important that we do those kinds of things for the future of mankind
and for the good of America.
So after getting through the shock and getting through the memorial
services and all that, even though I was frustrated I wasn’t
getting a whole lot to do to help with the recovery effort, I was
very determined that I was not going to leave, after talking with
the family and getting their agreement, and that I was going to do
whatever I could to help us get back to flying as soon as we could
and to do it safer.
Also during that time frame was when we were starting to do the initial
developmental work on Space Station, what was it going to look like,
how were we going to do it. From my spacewalking background, I was
natural to fit into that and to do some of the developmental work
and some of the thought processes of how we were going to do all those
things. That’s when I came up with the CETA [Crew and Equipment
Translation Aid] cart concept design that sold to the program and
is now on board the Station.
We also put the time to good use, the down period to good use. Since
I wasn’t doing a whole lot of active things and since the office
was pretty quiet, my family took two really great family vacations
those two dry summers. We had bought a van prior to my flight, so
we packed up the family on the first summer and took a forty-five-day
vacation where we went out to the East Coast, started basically at
Kitty Hawk [North Carolina] and went up the entire East Coast, all
the way up into Nova Scotia [Canada] until we couldn’t go any
further. Then we turned around and came back and went down the St.
Lawrence River and back to Indiana and spent a week, week and a half
with each set of parents back in Indiana and kind of cut the kids
loose and let them run around. Tremendous vacation. The kids were
at the right age for that kind of thing. We spent a lot of time in
D.C. and Williamsburg [Virginia] and Gettysburg [Pennsylvania] and
all the typical touristy kind of places, and we left early enough
that basically all the schools were still in session out east, by
the time we got through all the typical tourist places, and that was
nice.
The subsequent summer we went west and went through Painted Desert
and Petrified Forest [National Park, Park, Arizona] and Grand Canyon
[National Park, Grand Canyon, Arizona], Arches [National Park, Moab,
Utah], Natural Bridges [National Monument, Lake Powell, Utah], Dinosaur
[National Monument, Dinosaur, Colorado, and Jensen, Utah], [Grand]
Teton [National Park, Moose, Wyoming], Yellowstone [National Park,
Idaho, Montana, Wyoming], Glacier [National Park, West Glacier, Montana],
back down through Custer Battleground [Little Bighorn Battlefield
National Monument, Crow Agency, Montana], Devil’s Tower [National
Monument, Devil’s Tower, Wyoming], and again back to Indiana
for a week or so with each set of parents that summer, too.
Then that fall I signed up for an MBA [Master’s in Business
Administration] program here at University of Houston-Clear Lake [Houston,
Texas], and just got started on those courses, the first couple of
courses, when I was assigned to this military training team, which
eventually led to STS-27.
Ross-Nazzal:
Our research has shown that during this down time you did a lot of
testing of spacesuits.
Ross:
Right.
Ross-Nazzal:
For instance, you were working on the Mark 3 suit.
Ross:
Yes.
Ross-Nazzal:
Can you talk to us about testing that suit?
Ross:
Yes. They were looking at a lot of designs of suits that would maybe
be types of suits we might want to use on the Moon or Mars or maybe
building a Space Station. We didn’t know exactly at the time.
Since I had been working in EVA [Extravehicular Activity] for quite
a while and one of the few people still around the office who had
actual EVA experience, we got to do quite a bit of testing on several
different designs of suits and we even looked at an 8-psi [pounds
per square inch] suit, which meant that you didn’t have to do
any pre-breathes from inside the Space Station or Shuttle until you
went outside, so you’d basically get in a suit and after a very
short period of time of being in there and checking out the suit,
then you could go straight out the hatch and not have any concern
about the bends.
Some of that testing was done by [Manley Lanier] “Sonny”
Carter, some of it was done by Jeff [Jeffrey A.] Hoffman, and me.
I think we were the three prime testers. It seemed like maybe Dave
[David C.] Hilmers did some of it also. But it was looking at different
types of suits that could work at the higher pressures. Again, probably
the hardest part of the suit design is the gloves, and trying to come
up with a glove design that would work at 8-psi was fairly difficult
and we never really got there.
We demonstrated that the suit components themselves probably was achievable,
and we went through a fairly long series of comparisons between various
different types of designs and components for the shoulders and knees
and the waist and even the ankles, and did a lot of comparison work
and came up to some fairly subjective answers. Some of that technology
has actually been brought back into upgrades to the Shuttle suits.
Ross-Nazzal:
How comfortable was that suit?
Ross:
It wasn’t. It wasn’t at all. I can remember one time they
were designing the angles at which the bearings should be mounted
into the shoulder part of the hard upper torso of the suit, and I
probably got in and out of mockups that—maybe fifteen times
over a day, day and a half. That weekend I had a public appearance
up in Austin and I went up there, because it was summertime, in a
short-sleeved shirt, and I didn’t notice until I was getting
dressed up for the appearance that the whole inside of my arms from
basically just above the wrist all the way up to basically the armpit
on both arms was just black and blue. I mean, it looked like somebody
had been beating on me. So I kind of tried to keep my arms down and
to my sides as best I could. But it was pretty impressive that just
getting in and out of a suit that many times could make you all black
and blue like that.
We did a lot of work in the water tank. We had this ergometer system
that you could put in different types of forces and it would record
the amount of effort that you were putting into it, and we were trying
to quantify the capabilities of the suit through different types of
motions and ranges of motions. And it was a real struggle. I’d
come out of that thing hoarse, because it was kind of like—you
see weight lifters yelling and screaming as they’re lifting
weights and stuff? Well, that’s what I was doing. I’d
come out of those runs basically hoarse because I was grunting. [Laughs]
Ross-Nazzal:
Do you know are the still working on that suit?
Ross:
There are still components that they have, and you have to ask my
daughter to know exactly, because she’s the one that’s
working on advanced spacesuits right now. But there are still parts
of that suit that are around and they’re still working on some
of those technologies.
Ross-Nazzal:
We also found out that you became part of the Astronaut Science Support
Group.
Ross:
Yes. Boy, you really did do some digging, didn’t you? The idea
was to have some experienced crew members that would be eligible or
available to work with scientists as they were designing experiments,
and to work with them in a very early period of their design process
and give them clues, hints, helps, on the designing of the crew interfaces,
the control panels, how you might change out the samples if there
was some kind of experiment such as that. Basically, just trying to
give some operational knowledge to pure scientists and engineers who
really didn’t have a clue on how the operator needed or wanted
to interface with the equipment that they might be designing and providing
for a Spacelab mission or maybe for a Space Station some day. And
we got to do varying different degrees of that kind of stuff. It was
pretty fascinating work, actually.
Ross-Nazzal:
Who did you work with most often in your fields?
Ross:
There were some material science people who just wanted to have some
discussions. Basically, the way I would work it is they would come
in and tell me what they wanted to do and then we would just kind
of talk about, okay, how would we perform this experiment? What kind
of indications will the experiment give to an operator? How would
you want to present those? What would you do if you got certain types
of indications? Basically, just kind of walking through an operational
checklist of things of how you would support various different types
of experiments. It wasn’t an overly successful venture, I guess
I’d say. We did have some contact with various experimenters,
but there weren’t that many that had money to build a whole
lot of hardware at that point, so it was a good program, but it never
had a whole lot of fruit.
Ross-Nazzal:
As you mentioned, you were assigned to STS-27. Can you tell us a little
bit about your training for that flight?
Ross:
Yes, I can. I flew on that flight as the middle seater, as the flight
engineer, on the flight deck, so I worked with the commander, Hoot
Gibson, and the pilot, Guy Gardner, on all the techniques and procedures
for flying uphill and back down. I did some water training for contingency
EVAs for spacewalks for anything that had to do with malfunctions
of the Orbiter. The typical normal training that we had. Beyond that
I probably can’t say a whole lot else. [Laughter]
Ross-Nazzal:
What challenges did you face working on this mission? It was a classified
mission.
Ross:
Yes.
Ross-Nazzal:
You had worked previously on a mission just for NASA, which was quite
open.
Ross:
Right. I also worked in the Air Force on classified missions, and
one of the things we didn’t talk about, but in addition to that
payload support work that I did, I also worked on quite a few military
payloads and helped them from an operational perspective, just like
I had done in my payload officer days earlier. I was also assigned
to work some of the military payloads as an astronaut during that
down period as well.
The problem with working classified programs is you have to be very
careful of who you share information with and how you do that. You
have to work within secured facilities, facilities that are swept
so that you don’t have any inadvertent electronic signals or
voice going outside it, so it constrains you significantly on how
and where you can do your business. When we traveled, we traveled
on basically classified orders. We couldn’t tell people where
we were going or why were going. I’d tell my wife I was leaving;
I couldn’t, in most cases, tell her when I was coming home.
When we launched, I couldn’t tell her what time of the day we
were going to launch; I couldn’t tell her how many days we were
going to be gone; I couldn’t tell her what we were going to
do. So it’s kind of frustrating. I mean, when you do something
that’s really neat, you want to be able to come home and tell
people what you did, and with the exception of the small community
in which you work, you can’t do that.
Ross-Nazzal:
When you launched on this mission, did you have any concerns with
the possibility that something might go wrong, having witnessed Challenger?
Ross:
I think I had the same concerns on that flight that I had on my first
flight or any subsequent flights. There’s always a possibility
something can go wrong. I think in some ways it took a little bit
more guts, if that’s the right word, to get onto a vehicle and
go launch the second time after we had a catastrophic accident because
it still is very vivid in your mind exactly what can happen. I can
certainly remember as we went through—I think it was eighty-one
seconds or eighty-three seconds, where Challenger came apart—I
can remember vividly that time in our launch coming and going and
thinking, “Well, that’s where their ride ended.”
But you put that behind you very quickly and you have to concentrate
on what you’re doing. Yes, we thought about that. No doubt about
it. But I don’t think it was that much different than any other
flight before it or after it.
We flew with the orange launch and entry suits, which was different
and certainly uncomfortable. I didn’t like it a whole lot; I
never have, but that’s the way it is. One of the interesting
thing is, those launch and entry suits do muffle the sensations that
you get when you’re launching. My first flight was just in a
cloth flight suit with a little motorcycle helmet kind of device that
was there in case we lost cabin pressure, and the noise and the vibration
was considerably, to my recollection, subdued on my second flight
as it was compared to the first one. I think that’s because
of the large launch and entry suit that is a little bit pressurized
at launch and muffles the sounds and the vibrations considerably.
Ross-Nazzal:
Once you got up into orbit, I understand that the tiles had sustained
quite a bit of damage.
Ross:
Yes, you’re bringing back a lot of good things that I’ve
almost forgotten. We knew that there was some tile damage on—I
think it was the left OMS [Orbital Maneuvering System] pod that we
could see some damage on it. Subsequently, after we got back on the
ground, we found out there was a lot more damage on the underside
of the Orbiter. In fact, one complete tile was missing and we had
a near burn-through of the Orbiter’s skin. In fact, that was
the worst tile damage ever recorded on an Orbiter to date. We saw
the damage on the OMS pod and we downlinked that video to the ground,
and basically I think everybody got fairly comfortable pretty quickly
that it wasn’t that significant, but it was noticeable.
Ross-Nazzal:
I read a story in the Roundup that your crew claimed to have the longest
kickoff and return in football history. What do you remember about
that event?
Ross:
Just shortly before we launched, they manifested a professional football
to fly with us so that it could be returned to the Commissioner of
Football, Pete Rozell, at the upcoming Super Bowl, which was in Miami
[Florida] that next January. Since it had been manifested so late,
they couldn’t put it in a normal place where it would have been
unreachable by us, so it ended up being in one of the lockers where
we could get to it pretty easily. It had been deflated and was basically
flat, but we discovered that if you use one of the spare needles,
which were on board for putting into the apparatus that rehydrates
our food, we could basically kind of make the football look like it
was inflated. So since we couldn’t show anything in our public
movie of what we’d done on orbit, we decided that we were going
to do a bunch of basically stupid astronaut tricks that we would film
and then bring back to be able to use for our post-flight video.
We filmed things like playing baseball with a little metal rod and
some peanut M&Ms as the baseballs and then trying to catch them
in your mouth after the guys had hit them. We did a good tour of the
vehicle and showed where the potty was and where the vehicle was flown
from, and the kitchen facilities and the exercise facilities and all
that. We showed running around—if you’re really good at
it, on an open middeck, you can actually run across the floor, or
make it look like you’re running across the floor, walk up the
wall, walk across the ceiling, come down the far wall, and then come
back around. So we filmed that and did that.
Then we got this football out, and we decided we’d play some
football with it. We figured that traveling at five miles a second,
that if you kicked this football and it took a couple of seconds to
float across and go through the uprights or to hit the far wall, that
it would probably stand for a long time as the world’s longest
kickoff, or the longest pass completion or whatever you want to call
it. So we filmed five guys playing football against this imaginary
team, opponent, on the other side of the line of scrimmage, and I
put to good use my high school training as a center on the football
team and being able to snap the ball.
I’ll never forget. We did everything with a 16-millimeter movie
camera. We didn’t have videocameras at that point yet. We’d
have to set the thing up and start it going and then we’d get
into the huddle and everything. I’ll never forget, we were huddled
up one time and Hoot, the commander, was the quarterback of the team,
obviously, and he was facing the camera as we were huddled up, and
we were kind of down in a huddle and were talking about what we were
going to do this play, and then he kind of pokes his head up like
he’s looking at what the other guys are doing and then he comes
out after he breaks the huddle and he’s trying to quiet the
crowd so we can hear the count and all that stuff. It was great. It
was really a lot of fun.
Then we got to take that football—we were the crew that was
sent to the Super Bowl in January ’89, I guess it was, and given
the honor of returning the football to the Commissioner of Football,
and we got to meet Frankie Avalon and Annette Funicello. Pretty cool.
[Laughter]
Ross-Nazzal:
Sounds like a fun flight.
Ross:
Sure. Yes. The crew was really a great crew to fly with. We had a
lot of fun. There was four males, military background kind of guys,
and didn’t have to tell anybody what we were doing because we
couldn’t. It was a good time. [Laughter]
Ross-Nazzal:
Did you work on any experiments that weren’t classified that
you recall?
Ross:
You know, I honestly don’t recall. I think we may have had one
or two small experiments that we had on the middeck, but I, frankly,
don’t remember what they were, and I don’t remember if
I could talk about them even if I did remember. [Laughs]
Ross-Nazzal:
We don’t want to get you in trouble. Let’s talk about
your next mission, which was STS-37.
Ross:
Okay.
Ross-Nazzal:
That was the Gamma Ray Observatory [GRO]. I understand that initially
the crew did some visits out to TRW [Thompson-Ramo-Woodridge, Inc.]
and to Goddard Space Flight Center [Greenbelt, Maryland]. Did you
get to go on these trips?
Ross:
Right. I don’t remember going to Goddard all that much, but
I do remember TRW very well. Jay Apt had worked on the Gamma Ray Observatory
for some period prior to the time he got assigned to the flight, and
he had worked with them to make sure that they had put some of the
contingency EVA capabilities into the satellite that we ultimately
ended up using. I think he’d worked Gamma Ray when he was in
the payload officer position, even before he got into the Astronaut
Office, so he’d been involved with them for quite a while.
In fact, I think that may have been the first time that I met Dan
[Daniel S.] Goldin, because Dan Goldin was at TRW at about the time
frame that we were out there. I seem to recollect that he was introduced
to us at some point out there.
My first thought about the Gamma Ray Observatory when I saw it was
that this thing looks like a diesel locomotive. I mean, the thing
was huge. I mean, everything on it was real bulky, real thick, real
heavy, and it was just very impressive of the stoutness of the satellite.
Most times you go up to a satellite and you’re almost afraid
to breathe on it because it may fall apart on you. This thing was
just—I mean, it had huge beams that were the center part of
the structure of it and several of the experiments were great big
devices, pretty heavy devices and that’s why they needed that
much structure to it.
I can remember training in the water tank for these contingency spacewalks
and I’m going, “Yeah, they’ll never need any of
these,” but we ended up needing it.
I was the middle seater on this flight, too. I was the flight engineer
on this one as well. I can remember—maybe I ought let you ask
questions, but I’ll go ahead and talk until you stop me. I can
remember in the wake of the Challenger accident, we lost a good share
of the EVA experience within the Astronaut Office. We lost a good
share of our trainers and flight controllers who had things to do
with spacewalks, and we lost quite a few of our senior design guys
who had designed some of the earlier equipment that we had used for
spacewalks or for contingency spacewalks for the Orbiter.
And coming up on getting ready to fly again and starting to look towards
building the International Space Station, I had gone to the Shuttle
Program and convinced them—Jay Apt and I, in fact, had worked
together. He was working Station EVAs and I was working Orbiter EVA
stuff. We’d gone to them and convinced them that we needed to
start doing some EVA DTOs [Detailed Test Objectives], to conduct some
actual EVAs to start building up that experience base again, both
for our office and the flight controllers and hardware designers.
I think Brewster [H.] Shaw was the Shuttle Program Manager at that
point, and he agreed with us that that was probably a good idea that
we needed to start doing that.
Then we had worked with the Station people and had agreed that probably
the right experiment to do would be the CETA cart, and since I had
been the guy that had gone off and proposed the CETA cart to the Station
Program in the first place, I thought that that was pretty cool to
be able to propose something, get it accepted into the design, and
then get it selected as the thing that we’d go ahead and do
a flight test on orbit with.
Jay and I worked hard. We got them to agree to do the test. We got
them to agree to what we were going to test and we got them to agree
to what flight the experiment was going to be done on. And about a
month or so after we got that all accomplished, both Jay and I were
assigned to the flight, which just floored us. There was no way—everybody
thought we had done that and we got this EVA all packaged and we were
going to keep it, but it didn’t happen that way. I don’t
know why they assigned both of us to it, but it worked out neat that
way.
And, frankly, since I had done the last spacewalks, on the STS 61-B,
that the Shuttle had done, I really expected that Steve [Steven R.]
Nagel was going to probably choose Linda [M.] Godwin and Jay to be
the EVA crew members on STS-37, so that we’d get more experience
base within the Astronaut Office. But he thought about it and I told
him that’s what I expected him to do, but, I’d certainly
love to do an EVA if they decided otherwise.
And he thought about it for quite a while and he came back to me and
he says, “You know, I understand what you’re saying and
I think that’s a good thing to consider, but I’d really
look stupid if we had to do some kind of a contingency EVA on a primary
payload and you weren’t one of the two guys that was outside.”
I said, “Okay. Sounds good to me.” [Laughs] “I don’t
think it’s going to happen, but, okay.” So there I was.
I got to sell the CETA cart to the program, got to convince them to
do an EVA, decided it was going to be the CETA cart we were going
to test, got it on the flight that I ended up getting assigned to,
and then I got to help work with the engineers to design the hardware,
design the techniques, and design the timelines of what we were going
to do outside. Pretty cool stuff, and something that only happens
once in a blue Moon.
So we got to put that experiment on there and we got to train for
it and we got to train for all the contingency spacewalks for the
Gamma Ray Observatory and, as I said, really didn’t think anything
would come out of that, except we were a little bit nervous about
the solar array and how it deployed, and there was some possibility
that it may be something we may have to actually do.
I’ll never forget, we get onto orbit and the solar array comes
out just fine, and Jay says, “Well, everything’s downhill
from here.”
We all looked at him and said, “Jay, it’s not all done
yet. Be quiet.” And, of course, the next thing to be deployed
was the high-gain antenna and it didn’t come out.
Ross-Nazzal:
Why don’t you walk us through what happened there. Linda Godwin’s
got the GRO. Are you guys down in the airlock preparing in case?
Ross:
Well, we had done a pre-breathe and a depressurization of the Orbiter
the day before, down to 10.2-psi in preparation for a possible contingency
spacewalk. I had been down in the airlock on a mask doing some preliminary
checkouts of the spacesuits while Jay had been upstairs working with
Linda on some of the preliminary checkouts of the Gamma Ray Observatory
while we were doing this pre-breathe and depressurization of the cabin.
Then we checked out the suits and had them prepped for the next day,
and in fact, I think we went as far as getting our biomed [biomedical]
sensors on and getting into our liquid-cooled vent garments so we
were that much ahead if we had to go out on a spacewalk.
And I’ll never forget, I was sitting up there in the pilot’s
seat. Steve Nagel was sitting over in his commander’s seat and
Ken [Kenneth D. Cameron] and Linda and Jay were in the back, and when
this antenna boom didn’t come out the first time, there was
a series of things we were supposed to do. One of them was to fire
some thrusters to see if we could shake it loose. Another one, I think,
was for Linda to shake the arm, which you don’t do very aggressively
with that heavy a payload on the end of it. We had put all those things
in place with the flight directors, but we didn’t think that
any of them were going to work. So after about the second or third
iteration of the things that we were trying in a sequence, I looked
over at Steve, I took off my wedding band, and I said, “Steve,
I’m going downstairs to get ready.”
He said, “Yeah, I think that’s probably the right thing
to do.” And it wasn’t forty-five seconds later the ground
called us and said, “Why don’t you send Jerry and Jay
downstairs and Ken can start suiting them up.” [Laughs] Just
a weird sensation.
I’ve never got excited or nervous about going outside like I
did in this one, because I was afraid that this $630 million satellite
or whatever it was—I didn’t know what was wrong with it.
I didn’t know if we could fix it or not. And here we are, on
the spot to try to go out and fix this thing, and if we can’t,
then we’ve got this great big lead weight that what are we going
to do with it? We may not be able to bring it home because the solar
array’s already been deployed; the antenna’s partly released.
Oh, man.
So we got into the airlock and they gave us the go-ahead and depress
and go on out, and I climbed out and started going down the starboard
sill and I left Jay behind and he was going to bring out a bunch of
tools and stuff. This was Jay’s first time on a spacewalk and
I hadn’t done one for several years, so that was kind of cool.
I asked Jay to bring out a bunch of stuff, tools and things, and put
them along the port sill.
I climbed down the starboard side about half way back in the payload
bay, and Linda moved the satellite just a little bit closer to me
so I could go from the sill and grab onto the satellite. I got up
onto the satellite and kind of worked my way around to where I could
get around to the backside. The antenna was on the backside facing
the aft bulkhead of the Orbiter and the guys in the cockpit couldn’t
see it from the aft windows. I crawled around and I got back there
and decided that I could get back to where I could reach the antenna
boom.
In fact, we were going through an LOS at that point, a loss of signal.
This is when we were still working without two complete TDRS [Tracking
and Data Relay Satellite] systems. So while we were LOS, I went ahead
and moved back there to where I could actually position myself, holding
onto the antenna boom, and give myself a good support position to
work from. And when we came back into communication with the ground
then, I said, “Hey, I’ve been back there. I think I can
give it a pretty good push if you want me to.” And, of course,
I had these great big hydrazine tanks right underneath my feet and
knees down here. I didn’t want to go dinging them and spraying
hydrazine all over the place.
So they went ahead and said, “Okay, go ahead and see what you
can do.” I got back into position again, and the guys inside
had positioned cameras where they could watch me as well, and it took
some pretty good pushes on the boom. The first two had felt pretty
solid, and then I could tell it was starting to loosen up a little
bit. I was probably putting in, I don’t know, forty-five, fifty
pounds of force, is my recollection, and I could tell it was starting
to walk out. Finally, it came free and swung out about thirty or forty
degrees from the stowed position.
The agreement was, with the Flight Directors, that if we had to go
out and do one of these contingency things, then we were going to
complete it manually and not try to recommand it and drive it out
and lock it in place. So as soon as that was done, I let out a war
whoop, came back around, back down to the Orbiter and then up to the
front and back around on the other side where Jay was at.
Then Jay and I worked ourselves down the port sill to where the satellite
was at again, and I think Linda brought it over a little bit to that
side then, and I climbed back up onto the satellite. We put a foot
restraint into position and then I got into the foot restraint and
got a tool that was required to lock the antenna boom into its deployed
position, so I slowly maneuvered the boom up into position, held it
in position, and then threw this bolt that locked it in place. And
that was a pretty good feeling, I’ll guarantee you. I felt that
I’d probably earned my keep for that day, $630 million or whatever
the satellite was worth.
And that was really a good feeling, demonstrating where the man in
the loop can help a robotic system and let it go off and do some really
great science, which it did for years before it finally got de-orbited.
We also had an agreement that there was going to be a period of time
where the satellite was going to require a lot of checkout before
it was ultimately released from the arm of the Orbiter. So during
that period of time, Jay and I were allowed to stay outside on the
spacewalk and to do a series of force measurements on an instrumented
pallet, and I can’t remember the name of that pallet. Maybe
you’ve got it written down there.
Ross-Nazzal:
The Crew Loads Instrumented Pallet.
Ross:
Yes, Crew Loads Instrumented [Pallet], CLIP, is that it?
Ross-Nazzal:
Yes, CLIP.
Ross:
And we had to bring out a box that kind of looked like a shoe box
and it had a pigtail that came out of it, and it basically was a tape
recorder and it had some batteries in it that provided power to the
instrumentation on this instrumented pallet. The idea was to try to
understand what kind of loads a crew member could react when he was
in a foot restraint and when he wasn’t in a foot restraint,
the basic data that we needed to know to be able to start putting
together design requirements for a space station.
So we brought the box out, we hooked it up, we deployed the CLIP hardware,
and then I went through a whole series of maneuvers of turning wrenches,
turning handles, maneuvering myself, a whole series of things that
we were recording the data on so that we could get more information.
Pretty good workloads. I can remember working up a sweat and the sweat
getting down into my eyes at one point. It was a pretty exhausting
period of time.
I ended up later—all of us have ended up later living down that
data, because I put in some pretty good forces into things and so
they had to make those the design requirements for the Station, which
requires to put in load alleviators and all these other things. They
said, “Put the max amount in.” If they’d have said,
“Put a reasonable amount in,” that would have been a totally
different story. But sometimes you do things and regret later that
you did them.
Anyhow, we got that data, which was, I think, very valuable information
for the program to design to, and ultimately, Jay and I were both
supposed to do that, but by the time I got done through the sequence,
it was time to get back into the airlock getting ready for them to
deploy the satellite. And, of course, we were supposed to be fully
into the airlock, or pretty close to it and just kind of looking out
the hatch. I think about the only thing that was still in the airlock
when we released the satellite were our toenails. [Laughter] Jay and
I were pretty well outside of the hatch when we released the satellite
and then they fired the jets to move the Orbiter away from the satellite.
That was really cool. I think we were over North Africa at the time
that we released it and we were above the satellite, looking down.
That was a pretty awesome sight.
Ross-Nazzal:
Cool.
Ross:
Yes. Yes, it was a pretty good feeling. Then after that, we just cleaned
up and came back in. Then we did the planned spacewalk the next day.
I think it’s the only time we’ve done back-to-back spacewalks
with the same guys on the Shuttle Program.
Ross-Nazzal:
Did you have to make dinner that night? I know you said on your first
spacewalk you came back in and you had to make dinner.
Ross:
I can’t swear to it, but on most of my spacewalks, especially
on the first couple of flights, the EVA guys ended up making the dinner
after the spacewalks, because basically you get back inside, you get
de-suited, you clean up things a little bit, and you start charging
the batteries on the suits and some other things, and then normally
the time line has the other people going away to do other things and
that leaves us to get cleaned up and things like that, and get redressed
into normal clothes. And that gives you the time, while you’re
doing that, to start pulling out the food and making the meals, so
my bet is, my recollection is, is that we probably did go ahead and
make the meal both those nights after the spacewalks as well.
Ross-Nazzal:
Why don’t you tell us about the second EVA that you participated
in.
Ross:
The second EVA was, in my recollection, a really neat one, because
we were actually trying to understand things like what does it take
to build structures in space and also trying to demonstrate this concept
that I had come up with on transporting crew and equipment quickly
up and down the face of the Station, the truss of the Station.
So we had two segments of truss that were launched in place on the
forward part of the payload bay, because we needed the sills to be
clear further aft for the Gamma Ray Observatory to be launched. Once
it was out of the payload bay, then the aft area was clear and we
could take one of the track segments that was probably twenty-five
feet long, maybe a little bit more than that, twenty-six feet long,
take it off its launch position, move it back, put it into position,
and lock it down so that now we had both tracks end to end, and it
basically went almost the entire length of the payload bay.
Then on top of the track, the forward piece of track, was mounted
this little truck, or carrier. It was kind of like a little red wagon,
but the rollers on it encapsulated both the top and bottom side of
the rails so it couldn’t come off and it would allow you to
roll up and down the track.
And on top of that little bogie or truck, then, we had three different
ways of propelling ourselves up and down the track. One of them was
just to put a foot restraint into that little red wagon and then get
into the foot restraint and just pull yourself up and down the track,
pull or push yourself up or down the track. That was a concept that
we liked and that’s the one that we ultimately went with, because
it’s just easy to do and it’s the least amount of overhead
and the simplest. But the engineers in Engineering Directorate, because
they wanted to build up their level of expertise and the experience
requested in the program agreed that they could build a couple of
different ways of propelling us up and down the track.
One of them was kind of like a mechanical handcart, kind of like the
old handcars on a train, and basically that’s what it looked
like. And we tried that one. There was another one which was electrically
powered. Basically, you stood up on it and you had a hand crank which
was driving a generator. The generator fed electricity down to a motor
which pushed you up and down the track. We tried the manual one first.
That worked fine. Both Jay and I did that, and we also would climb
onto the back of the other guy to add some additional mass to see
if that had much difference, because a guy in a spacesuit weighs 350
pounds or so. So that was a way of adding some 350, 400 pounds, so
that’s a way of adding additional mass.
We also tried this railroad thing, and it was kind of a different
way of supporting yourself. As opposed to your feet being in a foot
restraint, you kind of straddled this thing and you put little pegs
behind both knees, and that’s the way you held yourself into
position on that one. And it worked okay, too. Like I said, it was
kind of like a hand crank kind of thing and then if you pulled the
handle to a fully deployed position, it was your braking system as
well.
The electrical cart was the one that gave me the biggest chuckle the
whole flight, I think. In the water, the generator was not real, the
motor was not real, and you would make the motion of turning the crank
on a generator and the divers would drive you up and down the track.
This mechanism also had a parking brake on it so that you could keep
the thing from drifting away while you were not in it or while you
were getting in and out of it.
Since the one in the water didn’t work like the real one, you
never worried about this parking brake. So I got into the real one
on orbit, and I’m sitting there cranking it and it’s not
going anywhere. I’m going, “Man, these engineers. I told
them this thing wouldn’t work. It’s a piece of junk.”
[Laughter] I said, “Hey, I got to give it a good old college
try.” So I said, “Maybe it’s just stuck or something.
If I turn a little harder, it’ll go.” So I was cranking
the thing for all it was worth.
And Linda Godwin told me afterwards, “Man, you were rocking
the whole Orbiter, you were cranking so hard.” [Laughter] So
I literally tired myself out. I said, “Okay, let’s stop
for a second here.” And while I’m taking this break and
stopping and resting a little bit, I looked down and the parking brake
was still on. And I wasn’t quick enough to say, “Well,
the parking brake works.” [Laughter] So admitted that I had
not released the parking brake, took it off, and then the cart worked
very nicely, going up and down the track. Every once in a while you
do something like that that you’ll just never forget. So all
three of those experiments worked pretty neat.
We also had a little tether shuttle, which was nothing more than a
little knob mounted on a plate, and the plate had rollers that encompassed
the sides of the tracks so that it couldn’t come off. Basically,
the concept for that was that you just tether yourself to that and
now you can slide up and down the whole length of the track just by
yourself, and that also worked nice. In fact, that design concept
is also integrated into the current design that’s on the International
Space Station.
So we tested all those out, we deployed the mechanisms, we had to
re-stow the mechanisms. We put the track back where it had launched
and tied it down. And then we also had—I think it was the flight,
where we—yes, this was the flight where we took the rope reel
out and strung it across the middle of the payload bay and then used
the rope as a way of translating around. Again, it was just a way
of trying to understand what the Orbiter would allow you to do and
what you couldn’t do with it.
And also we had Linda bring the arm down into where I could reach
it in the payload bay and I grabbed onto it to see if I could move
it around manually. And it proved that I could move it some in direct
directions, but I couldn’t do any rotations of the end effector,
and so that said that really that’s probably not a really viable
way of maneuvering the payload into position to attach it somewhere.
Jay also did some work on the end of the arm, using a fish scale to
measure the loads that the Orbiter’s arm could handle. I rode
on the end of the arm a little bit with Linda driving the arm, basically
at maximum rates up and down and left and right. That was trying to
understand what kind of speeds the crew member could tolerate, riding
on the end of the arm. Again, trying to feed knowledge back into the
design and operational planning for building an International Space
Station—or at that point Space Station Freedom, I think was
the name we were working with at that point.
So we worked a full six hours on that spacewalk and, unfortunately,
we had some orbital adjust burns or something that were coming up
and so we couldn’t extend the EVA that day.
Probably one of the more memorable things at the end of the second
spacewalk was when Jay Apt was taking off his gloves. He had this
great big bloody spot on one of his hands. I think it was his right
hand, if I remember right. I’m going, “Wow, you had a
blister and it broke. Wow, Jay, that was really tough on you.”
We get back on the ground and come to find out that part of the glove
mechanism that kind of keeps the palm configuration fixed is called
a palm bar. It’s kind of like a C, and one of those tips of
the C had been turned in too much towards the hand and had actually
punctured the bladder of the glove and was rubbing against his skin,
and it was really the dried blood that sealed the glove so that it
didn’t leak. So that was kind of interesting.
Ross-Nazzal:
How did you and Jay pass along these recommendations to the Crew Systems
[Division]?
Ross:
We came back and had a very thorough debriefing. The data we got from
the CLIP was passed on and reduced and is now the bible in terms of
the crew loads that you can put into structures and what the crew
can react loads for. I’ve continued to work EVA forever, basically,
and have worked on the design of hardware for the Station throughout.
We also debriefed the office and gave them as much knowledge as we
could, as every spacewalking group does, both the lesson learned,
what you did, what didn’t work, you know, those types of things.
But more importantly, we debriefed the designers of the hardware so
that they could know more about what worked and what didn’t
work, and ultimately, the choice we had of the manual CETA cart design,
but the others did well as well.
Ross-Nazzal:
Now on board this flight, I understand that all the crew members took
part in the SAREX [Shuttle Amateur Radio Experiment].
Ross:
Yes.
Ross-Nazzal:
Can you talk to us about that?
Ross:
Yes. SAREX is a amateur radio that was put on the Shuttle so that
we could talk to various groups back here on the ground, and in most
cases we tried to tie it in to schools so that we could talk to kids
directly from space and encourage them to study and to work hard and
become scientists and engineers and some day maybe astronauts.
I’m not too much into amateur radios. I mean, it’s not
my thing, but Steve Nagel enjoyed them. Ken Cameron was big into them.
Jay Apt was pretty big into them, and Linda Godwin was kind of like
me, but she did some of it. And I was pretty busy preparing for this
flight, because I was working part of the Gamma Ray stuff. I was doing
the spacewalk stuff, both the contingency and the planned one. I was
the middle seater on the crew, so I had all that stuff to work on,
and Linda and I, we had two middeck experiments to work on, too. So
I was pretty busy, and I didn’t want to study the Morse code
and all the other things I had to do to get my amateur radio license.
So Ken Cameron would keep putting this stack of materials on my desk,
you know, the application card and all the other things, and kept
bugging me to do this, and I kept going, “No, Ken, I don’t
want to do this.”
So finally, he came in one time and he put them back on my desk again
and I said, “Ken, if we slip farther than x date, then I’ll
go ahead and do it.” It was about three days later that we slipped
again and I went, “Oh, no. Just what I want to do.” [Laughter]
So I went ahead and studied up. He took me up to [George Bush] Intercontinental
Airport [Houston, Texas], and took the exam, passed it, got my card,
and then while we were on orbit, he had his little ham shack all set
up over in his pilot seat and he was talking to people and everything
else and making all these contacts on the ground, and I didn’t
want anything to do—I’d rather look out a window, take
pictures, do other things, but not that.
So finally, at one point, he says, “Come on. You got your license.
You’ve got to at least talk one time.” So I talked to
somebody on the ground, I forget who it was, and said, “Hi,”
and that was it. That satisfied him and that was one of my few contacts
using the amateur radio system. I can honestly say I’m the only
person who has only talked from space to the ground using an amateur
radio system. I’ve never used one physically on the ground to
talk to anybody else. [Laughs]
I used it again on STS-55 and I actually got a chance to be bridged
to a school system where I talked to my nephew and I also got to talk
to my folks at home, which was pretty cool.
Ross-Nazzal:
Do you remember what your call sign was?
Ross:
N5SCW. It’s no longer my call sign, since I let the license
lapse.
Ross-Nazzal:
Are there any other memories of this flight that you’d like
to share with us?
Ross:
Can’t think of any right now. It was a very busy flight, and
we worked well together as a crew. I guess the one thing I do recall
in hindsight is the fact that Steve and Linda both got married to
each other later on. So I accuse them, in hindsight, of supposed hanky-panky
during their flight, but there was none of that going on. I did end
up being their best man at their wedding, so that was another nice
side benefit of the flight.
Ross-Nazzal:
That’s great.
Ross:
Steve and I had known each other for quite a few years out of Edwards
before we came here, and since he went to the University of Illinois
[Urbana-Champaign, Illinois] and I went to Purdue [University, West
Lafayette, Indiana], we harassed each other quite often.
Ross-Nazzal:
He did make it a point, when we interviewed him, to point out that
he and Linda had no connection there during that mission.
Ross:
After you turn off the camera and recorder, I’ll tell you the
real story.
Ross-Nazzal:
Oh, all right. [Laughs]
Your next mission was STS-55. That was an entirely different mission
for you. That was an international mission, and you also served as
the payload commander for that mission. Can you tell us what your
duties were as the payload commander?
Ross:
Yes. It was a very demanding flight for me. The payload commander
is the guy that’s responsible basically for interfacing with
the payload sponsors and the crew to make sure that what the payload
sponsors want to have happen on orbit is things that the crew can
physically do, both from just the interfaces to the payloads, the
checklists, the time line, all those types of things. Dan [Daniel
C.] Brandenstein, who was then head of the Astronaut Office, called
me when I was in quarantine, getting ready to go fly STS-37 and said,
“We want you to be the payload commander for STS-55, Spacelab
mission D-2.”
I said, “Dan, you want a scientist for that. You don’t
want me, an old engineer.”
And he said, “No, we want you. We want somebody that will work
well with the Germans and make the whole flight get pulled together.”
I said, “Well, give me some time to think about it. I’d
really rather stay in the EVA area and continue working on Station
assembly and all that kind of stuff.” So he called me back a
day later and I said, “Okay, I’ll do it.” So, again,
before I flew a flight, I already knew that I had another flight waiting
for me, which was pretty nice. I mean, it’s a nice way to do
business.
So literally, I think it was less than two weeks after I got down
from STS-37, I was announced as the payload commander for STS-55,
and I didn’t do a lot of the normal post-flight activities on
STS-37 because I went to Germany probably within three weeks or so
of landing, to start working on STS-55.
I went over, and the Germans at DLR [German Aerospace Center, Germany],
at Porz-Wahn, between Bonn and Cologne, sat me down and ran through
basically all the experiments that they were planning on doing on
the flight and the proposed training for each of those experiments,
and I brought all that knowledge back home and worked with the training
people here, finding out what I was going to have to do in terms of
Spacelab training and the other training that I was going to have
to do here, and then started working out a plan of how we were going
to get that all done. I also got a chance to meet the four pending
German payload specialists for the flight while I was over there,
which was really a big plus.
After looking at it for a while and understanding exactly what was
required in the training, I was able to get the Germans to offload
some of the training back here to the [United] States, especially
in the life sciences and medical training areas, things like being
able to put in a catheter, draw blood, give shots, those types of
things, take pulses and respiratory rates and other basic medical
kinds of capabilities. They allowed me to offload most of that training
here and then just do a little bit over there to demonstrate that
I’d got what they needed in the way of training. I also tried
to consolidate the amount of training that we were doing over there
so that we didn’t have to travel to Europe any more than was
required.
I came back and talked to Steve Nagel, who was then the acting head
of the Astronaut Office. I think he’d been the pilot on D-1.
Yes, he was the pilot on D-1, and they were hoping that he’d
come back and fly again on D-2. I was also hoping that he may come
back and we could fly together again, so I could harass him some more.
So he came back later on and said, yes, that the system thought that
that would be a good thing to do to have that kind of continuity,
and he would be coming back as commander, but I couldn’t tell
the Germans yet. So that worked out pretty well.
But, basically, once we started into training, shortly thereafter,
I’d say a month or so after I’d started working the flight,
Bernard [A.] Harris was assigned as my other mission specialist. It
was his first flight, and being a medical doctor—the Germans
had requested a medical doctor mission specialist, and since I wasn’t
one, they were certainly hoping the next one would be. While I didn’t
personally think that a medical doctor was mandatory, I did think
that it was not a bad idea, because probably over 50 percent of the
work we were going to do was life sciences, human research type of
experiments.
So Bernard and I went back and forth. Basically, we would spend three
to four weeks in Germany and then three to four weeks back here, and
we did that for basically a year, going back and forth, doing most
of the payload-specific training in Germany and then coming back here
and continuing to do training on Spacelab systems and other things
and working the details of the flight.
One of the things I learned fairly late in the training flow was the
fact that D-1 and D-2 Spacelab missions were the only flights flown
that did not have a NASA mission manager. They had German mission
managers, and since they were the prime sponsors, NASA chose not to
have their own mission manager. I figured that out. I wondered why
I was struggling so hard and having to do so many things myself, and
it didn’t hit me until fairly late in the preparations for flight
that that was why; I didn’t have a NASA mission manager. I had
to do all the coordination, all the dealings, everything, all the
dealings with the safety community, with the medical community, with
the science community, I had to work all that in addition to trying
to get three rookies ready to go fly on ninety different, very complex
experiments. So it was probably, from that perspective, the most challenging
flight I had, because of not only the flight crew requirements, but
also some very heavy management type of necessities that I had to
do.
And it wasn’t always easy, because the way the flight was set
out, the Germans bought the flight, but to offset their expenses,
they had sold back a lot of the research time and space to the U.S.
and they’d also sold quite a bit of it to ESA [European Space
Agency], but yet they wanted to do all the things that they decided
that they wanted to do in the first place. So the flight was well
overbooked in terms of the number of experiments and the number of
hours required and it was, at times, more of an adversary type of
arrangement than I wanted it to be, but sometimes I had to take the
attitude that I’m not going to let the crew fail.
So there were times when I said, “No, that experiment is too
late. We’ve not trained on it. The procedures are not ready.
It’s not been adequately safety-reviewed. It’s not going
to fly.” And that was very tough for me, because I like to work
as a team. I’m always a positive kind of guy and want to make
things happen, but at the same time, there was a couple of points
in there where we just had to lay down the law and say, “That’s
not going to happen.”
Another time was when one of the experimenters, I thought, was very
incompetent, and we had to go through a baseline series of tests,
which took basically an entire week, where we had very strict foods
that we could eat, we had to measure all our intake, and we had to
collect much of the outtake for an entire week. And the first time
we did it, they came back later on and said, “We messed up the
protocol.”
So I said, “Okay. We’ve got one more try, right?”
They said, “Right.” So we did the second preflight protocol
and about, I would say, maybe two months before flight, they came
back and said they’d messed that one up as well. Well, they
came back and said they wanted to add another one.
And I kept going, “No, we’ve messed up the first one.
We did the second one. That’s all we’ve got time for.
Can’t do it.”
They said, “Well, how about if we add it after the flight?”
I said, “No, there’s no reason to do that. You know the
protocol’s there. You’ll just have to take the one.”
Then they had to admit, finally, that the one protocol, the second
protocol, had been messed up as well. I never got into the details
of it. I said, “That’s it. I’m not going to do this
test. That’s it. The other guys can do it if they want to; I’m
not. That’s it.”
So there were a lot of problem childs, a lot of areas in which we
had difficulties. A lot of the experiments came with not very complete
or adequate operational procedures, and so while we were training,
we were developing the procedures at the same time. And basically
we wrote the whole flight data file ourselves. A lot of the experiments
were very complex, very challenging to do, and they required a lot
more time to do than what had been allocated, so we forced them to
make cuts and make decisions on where we were going to delete repetitive
tries of certain experiments or things, to kind of try to get everything
to fit into a box. We also hoped that if we launched on time the first
day that we’d have enough cryogenics to allow us to stay on
orbit for a tenth day so that we could get more time to do some of
the experiments.
The one other thing that I can remember that I encouraged the Germans
to do right away was, even though I hadn’t flown on any Spacelab
missions, I had been tracking what was going on and I found out that
the refrigerators or freezers that we were carrying on a lot of those
flights were failing at a fairly rapid clip. It became apparent to
me that probably 40 or 50 percent of the science that we were going
to do on the flight was counting on that freezer working and bringing
back those samples that we collected over the ten days on orbit.
So I suggested that they decide to carry a second freezer as a backup
and forfeit those two lockers of space that were required to fly that
second freezer, because of the fact that we’d had this record
and if we had a freezer break, we’d be out of luck. Well, wouldn’t
you know it, the freezer that was powered up to launch failed by the
time we got to orbit and never did come back to life, so the other
one that was our spare was the one we used throughout the entire flight,
and we did all kinds of things to try to nurse it along. We’ve
got these plastic bags that are about this big in diameter [demonstrates]
and they’re about, I don’t know, three feet long and they’re
sealed at one end, and that’s where we put our wet trash into.
Then we’d tie them up and tape them up so they don’t smell,
and we put them into our wet trash area to bring them home. We took
several of those and cut out the sealed end and taped them together
and ducted cold air coming out of one of the vents in the Orbiter
and put it right in to the intake fan of the freezer so that we could
give it additional help to keep itself cool. We were doing everything
we could to keep that thing going and it made it.
The other thing was, just as a sidelight, there was a possibility
that we were going to have to wave off the day because the weather
was not good at the Cape on landing day. Even though all of our families
were there, the program decided they were going to land us that day
no matter what, so we ended up landing at Edwards, with all our families
at the Cape, because they wanted to make sure the science got back
on the ground and was well taken care of. That was a trade that they
made, and I think it was a good one.
Okay, what was your question? [Laughter]
Ross-Nazzal:
Second question. Let me just ask you a clarifying question. Did you
know German? Is that why you were appointed payload commander?
Ross:
No. No, in fact, after the fact, I found out there were quite a few
people in the office that were fluent in German, but none of them
had stepped up to the plate to volunteer that this was something they
wanted to do. I was not fluent in German. I’m not fluent in
German. Fortunately, most of the international science people work
in the language of English anyhow, because you’ve got all the
other languages in Europe that they have to find some common language
and, fortunately, that’s it. I did try. I got some of the tapes.
I tried to learn some German and I did learn some, but I’m not
good in foreign languages to start with, and trying to do all the
other things I was doing, there wasn’t time to learn much German.
Ross-Nazzal:
You told us that you did some training in Europe and some training
over here. Could you compare and contrast what training is like over
in Europe compared to training here at the Johnson Space Center?
Ross:
They tried to make it as close to the training that we have here as
they could. They had a Spacelab simulator that’s relatively
close to ours, and so they tried to do things about at the same. We
did do a lot of traveling early on to many of the principal investigators’
laboratories, universities, or companies around Europe, to visit their
prototype hardware, to understand the basic science of what they were
trying to do, and to see experiments done on their prototype hardware.
And that was very beneficial very early to establish that working
relationship.
Also, it gave me a chance to see my prospective payload specialists,
how they would operate, what kind of questions they would ask, what
were their strengths, what were their weaknesses, traveling some weird
hours and some long days, how would they respond to that. So it was
kind of nice to see all those things as a byproduct of the training
we were doing as well.
Ross-Nazzal:
What was it like working on a mission where Crew A and Crew B [were]
working twenty-four hours a day?
Ross:
Yes, that, plus there was a Crew C, which was the Shuttle crew. So
you basically had three different teams that were working. I always
tried to have a tag-up at each shift handover so that we could tell
the oncoming crew where we were at, what we got done, any problems
that were going on, a summary of all the flight notes that had been
sent up and everything else, so that we made sure we had good, clean
handovers. I think a couple of times during the flight I gave little
pep talks like, “I know we’re all tired, but you guys
are doing great and we’re getting a lot of good science here,
and we’ve got to keep going,” and everything.
And also make sure that they’d go to sleep on time so that they’d
get the right amount of rest, even though I wasn’t. I probably
didn’t get more than five hours of sleep a night for the whole
time we were up there, and when I got back on the ground, I was just
flat wiped out. That’s all there was to it. Part of it was because
I was working extra time in the lab to try to make sure that we kept
up with the time lines. Part of it was that I don’t sleep well
in the sleep bunks that we had. I mean, the bunks are like coffins.
I mean, they’re really small. You can’t even roll—my
shoulders—I couldn’t even roll over, turn over in them.
And there’s still an ambient noise of people working out there,
getting their food and eating, and knocking around and stuff, and
my brain was going a million miles an hour. I was thinking about all
we’d done that day and what we needed to do the next day. I’m
kind of that way. I’m kind of hyper. So it was a very fatiguing
flight for a lot of different reasons. And I hardly ever got to look
out the windows. There weren’t any windows in the Spacelab,
and they kept giving me a bad time about that.
Oh, I’ve got a story, by the way. Write down “story,”
so I don’t forget it.
Ross-Nazzal:
Okay. You pointed out that you had some trouble with the fridge on
board. There was also a problem with the flash evaporator system.
Do you remember what problems that caused for you?
Ross:
It wasn’t the flash evaporator system, was it? What I remember
was the waste tank developed a leak in it, is what I remember. If
there was a FES problem, I don’t remember that. Maybe it was
the tank problem that caused the FES problem, but I don’t remember
for sure.
At one point, I don’t remember exactly how we noticed it, but
we found out that we had—let’s see. Is this the right
flight? Yes, I guess.
Ross-Nazzal:
We can always correct the transcript.
Ross:
We found out that we had a wastewater tank that was not working properly,
so we had to use one of these big burlap rubber-lined bags to collect
the urine. Then every once in a while we’d have to sit there
and squeeze this bag to shoot the urine back out the side of the Orbiter
into space, and that was a delightful thing to do.
The FES, I don’t remember what the problem was there. Like I
say, I didn’t get into the Orbiter a whole lot, other than to
eat and sleep and go to the bathroom, and that was about it.
Ross-Nazzal:
When you came back, did you do any PR [Public Relations] trips to
Germany?
Ross:
We did. We had like fourteen days of post-flight medical experiments
they did on our bodies. We were really human guinea pigs on this flight.
I mean, we had needles stuck in us all the time and we did all kinds
of weird stuff. So we had like fourteen days of almost nonstop testing
we did.
Then I’d say a month and a half or so after the flight, we went
over to Germany and we had a real nonstop touring for two and a half
or three weeks. I guess two and a half weeks, where we were in a new
city basically every day; you were going until ten, eleven o’clock
night, crash, get up at six o’clock in the morning, pack and
leave and go someplace else and do things all over again, and that
was a real whirlwind kind of thing. Enjoyable, but at the same time,
very fatiguing, and it was one of the hottest summers that they’d
had in Europe to date, and not many places have air-conditioning over
there, so it was kind of tough to get to sleep when you’re sitting
there with sweat dripping off of you in the middle of the night.
Ross-Nazzal:
What was the reaction of German crowds to the introduction of astronauts?
Ross:
They were very excited about it, especially the university crowds.
They were very excited about the science, especially if that university
had sponsored some of the experiments that we were doing. We were
well received everywhere, had a lot of fun. They sure know how to
throw parties. It was a great time. It really was.
Ross-Nazzal:
Before we stop, you mentioned that you had a story you wanted to tell.
Ross:
Yes. Steve Nagel thought it was great fun that I was going to be back
in the laboratory being a human guinea pig for the whole time and
I wasn’t going to get much of a chance to look out the window
and take pictures of the Earth, which is my passion to do. He had
arranged with some of the vehicle integration test team guys to take
a large-sized picture of what he had taken of me looking in one of
the rear windows of the Orbiter on STS-37. I don’t know if you’ve
seen the picture, but it’s my smiling face in my spacesuit,
looking in the window, and he’s taking a picture of me looking
in.
Well, he had arranged to have one of those pictures cut out so it
fit perfectly into one of those windows, and that window was covered
up by a cardboard closeout for launch, so that dirt and stuff doesn’t
get under the windows. And he knew that I was going to be the guy
taking that closeout panel off so that I could look out the window
to help set up cameras and things for opening up the payload bay doors
after we got onto orbit.
So there I am, I’m pulling this thing off and I’m looking
at this thing in the window and it’s me looking at myself, and
I just started laughing. I thought it was so hilarious. I just started
laughing. And the other three, Charlie [Charles J.] Precourt and Steve
and Tom [Terence T. Henricks] were up in the front and they were getting
ready for an OMS burn or doing some checklist procedures and stuff,
and they thought Ross had lost it back there. I was just laughing
hilariously. Then they turned around and saw the picture up there,
and Steve had actually forgot that they were going to put that thing
in there. But it was great.
So later on in the flight, since we didn’t have any windows
in the laboratory, as I told you earlier, Steve brought this thing
back and pasted it on the aft end cone so it looked like I was outside
having a good time throughout the flight.
Ross-Nazzal:
Disappointing.
Ross:
It’s hard to get even.
Ross-Nazzal:
I think this would be a good place for us to stop.
[End
of interview]