 Yeah, shoot the man, you better not set this up for nothing. Oh, yes, sir, if I don't, I'll kill a poppy. Oh, thank you. You got through. T minus 30 seconds and counting. The SRB hydraulic power units have been started. T minus 20 seconds. The sequencer on the orbiter now controlling the final seconds of the launch. 15 seconds. T minus 10. We'll go for main engine start. Eight, seven, six. We have main engine start. Four, three, two, one. And liftoff, liftoff of the space shuttle discovery on the 61M mission. And the vehicle has cleared the tower. Perfectly normal. 25 minutes until acquisition through the tracking satellite. That's Hawaii in 17 minutes. At Hawaii, the crew of discovery will run a check of the water coolant loop number two. Which some of the systems controllers here believe has a fault in it. The door opening has been delayed until after that water loop can be checked out and verified. One hour and 59 seconds. One hour and one minute. This is mission control Houston. Every Houston with you at Hawaii for seven minutes. Roger, Mike, and we'd like you to get on to the water pump loop two procedure there. As quick as you can. We're watching it. I'm going to go manual decrease on loop two for 20 seconds. Sir, can you confirm we got loop two on and loop one off? Got that now. And ready to go decrease. We're watching you've got to go. Discovery Houston, do you have a go for payload? We'd like to leave loop two running as is. And Discovery, in case that wasn't clear, you have a go for orbit ops. Okay, we copy that, Jim. We can't proceed without data and you're in fixed format. 20 degrees. Okay, Jim. We copy that you're stuck at 20 degrees. So the I us for tonight, we would like for you to perform the rest of I us and bill of attached procedures. We would like for you to delete the I us P I land. Do not lens the EVA for 18 a tomorrow. And we're going to leave you here at T address. We're going to go LOS. We'll pick you up at 51. That's affirmative. Instructed to restoe the tracking data relay satellite inertial upper stage combination after an unsuccessful attempt to deploy that today. Check out a number of problems were encountered, including the hard lined command link between the orbiter and the inertial upper stage. The backup radio frequency command link would be used. Additionally, the crew encountered a problem with being unable to elevate the tilt table beyond 20 degrees to its 45 degree deployment attitude being unable to solve those problems today. The crew has been instructed to restoe that I us T address combination for the day and to begin contingency EVA procedures, which must be done at this time. If the option is to be retained for a possible spacewalk tomorrow to repair the tilt table or any other procedures that must be done in the payload bay to make possible the deployment of the tracking data relay satellite. Discovery Houston. Good morning. The game plan goes like this, we think we have considered through the evening options both in the IFM world looking at jumpering power to the primary side of the PCP tilt table switches directly with the breakout box and we've also assessed EVA options all aimed towards getting the tilt table up to a minimum safe deploy angle. All that deliberation on the PCP IFM and many discussions with Sunnyvale concerning pin assignments and so forth have led us at this time to drop that from our consideration. We don't have a final go from Sunnyvale on that being viable and on that option not introducing more hazards than it solves problems. So we feel at this point that our only reasonable path towards getting an adequate tilt table angle is through the EVA. If you've taken a look at the manual AFTA procedure, you'll notice that basically that amounts to providing a manual override to the broken handle. And we think there are two possibilities there which we would like your input on. One possibility involves proceeding through about step four of that procedure where you remove the now broken handle and its mounting elements to the spring loaded pin. And the option at that point in the game is to consider just clamping a vice grip to that spring loaded pin shaft and doing a two hand job of holding the pin out of its detent with one hand while you manually raise the tilt table using the hand wheel with your other hand. We looked at that here in the control center overnight. It's only about a seven pound spring force on that pin. And my impression was that you might very well be able to jam your hand on your right hand into an angle there on the manual AFTA assembly and basically restrain the pin out of detent while you raise the table. Should you decide at that point that doesn't look acceptable to you or doesn't look like a possible thing to do in the EVA work environment, then you can continue with the manual AFTA IFM procedure as written and what you'll essentially do is completely remove the pin and its bushing in spring then reinstall the bushing providing a sleeve for the PIP pin that's tethered on the manual AFTA and you'll use that PIP pin rather than the currently installed pin to restrain the table once you've gotten it elevated to the desired angle. And of course you'll have to tether that pin in place with some Velcro straps and we'd also recommend you tether the hand wheel to a fixed position. So which of those options to pursue will be your call based on how you feel as you go through the manual AFTA IFM procedure? Let me tether it first. There you are Bob. Yeah. Move that in. Go ahead and pull the pin out. You're lined up, switch the pin back in. Nope. Alright. You can't see it, let me know and I'll get it. Okay, I'm working blinds over here Jim. Why don't you just go ahead and let me hold it. Think work up better. That looks like it's got it about there. All the way through? Not bad it is. Okay. Now in this case we would... Okay line that, get that sleeve all lined up. Let me see if I can hold it there for you. Bring the cutters out and everything Bob? Yeah, I've got the cutter twisted. Okay, run it down a little bit. If you can get your left hand out of the way I can see it a little bit better to help you line up. Bob, as you're doing what you're doing, how close are you to making me thinking you're going to be when you're climbing it up? Oh, maybe five minutes. Five minutes to start in and then up. We've got two ribs per minute on a required rate, John. Okay. Just working from an estimate from then. Okay, well we're in position to start elevation at this time. Okay. Okay, and Anna just to let you know we've got the aft locked in place and if you can't see it Jim is starting to rotate it up now. Okay, I know. It's two hours per minute. I'm just getting it locked in here. Okay, we're starting it up. Okay, and Jim just to refresh you we're going to go to 29 degrees and then I'll cut the cables. That's looking real good. Got two marines out there. How can I be looking real good? Okay, Robert, as soon as you put the... Anna, if you guys will put the C camera on the protractor so you can see our elevation angle. Robert, you're clear to go down there when you've got clearance and do your cuts. Okay. Can we see the protractor, Jim? What's our elevation angle? 27 or so approaching 29, Jim. All right, I'm going to hold here until Robert's done with his cutting. All right, just standby a minute. For me, we've got the AUS elevated to about 28, 29 degrees. We've had a forward RCS jet fail-on. Looks like a fun normal jet, it's F5R. We had that yesterday and we'd like to reselect it and try it again if you'd go for that. No, in the event that winch-ups are needed to elevate the AUS or for anything else, we have a teleprinter message coming up to that effect. Okay, we've got the winch-ups needed to get a teleprinter message coming up. So if you've got about 5 degrees, go, Jim. The 45? Yep. I switched back here so I can keep an eye on the protractor for you. Okay, remember that the angle is only good when ripped from the camera, but your call will be close. I should think. We've got a film here doing the direct check. Okay, that looks like 45. I'm pretty much on a horizontal angle there, Jim. Okay, I'm looking on my protractor and I see something less than 45. Almost, I'd say around 40, 42. How's that look, Jim? Okay, you're right on 45 now, so stop. It's their big company, we have the IUS at 45 degrees. Affirmative bill, the IUS is up at 45 degrees. This is mission control Houston. Acquisition through the tracking satellite, expected momentarily. And we're some 12 minutes away from deploying the second TDRS satellite from Discovery. And shortly after acquisition, we should have a go or deploy. And Houston Discovery, we showed the Stage 1 batteries online and everything was good. How do you, what do you think? We're in Discovery, we concur, you are a go for deploying. Okay. Roger, we copy Discovery. Discovery Houston, I'm pleased to introduce the third assistant secretary. I don't hear anything. That's okay, just push it. Captain Coates, Mike, we're very proud of you all and all the actions you've taken to make your mission successful so far. Now that you've got all the problems solved, do you think the flight will be normal? Colonel Blaha, John, I know this has been a very busy time. Have you had any time to enjoy the view or you've been working all the time? I have time to enjoy the view. Okay, John. And Dr. Fisher, Anna, when you set the computer to deploy the satellite, did you think you'd really go after all the trouble you've had? Colonel Springer and Colonel Buckley, Bob and Jim, you were so obviously a team in your spacewalk this morning that I address you as a team. They tell me you would have had to bring that rocket back to Earth if you'd not been able to fix it. Discovery Houston, thank you very much. This concludes the call. Discovery Houston, Discovery Houston through Teeters, how do you read? Roger, Discovery, sorry to wake you up. We see a fuel cell two sub-stack volts problem. We expect it to go out of limit shortly. We have some mods to the procedure we need you to execute that we're ready to read for you when you're all woken up. And Discovery, we hope this will be mercifully short and should only require one crew member and we can, we hope, preserve some remaining hours of sleep. Roger, Discovery, we see a sub-stack two volts going high on fuel cell two. We expect it will break the limits within a few moments. The procedure is page 5-13 in the orbit pocket checklist for fuel cell delta volts. The changes to that procedure are we need you to break the main C to main A bus tie and that will be done on R1 main bus tie Charlie switched off. Then perform the fuel cell delta volts procedure as shown in the checklist for fuel cell two. One exception to the procedure prior to shutting down the fuel cell, please bus tie Alpha to Bravo and not Bravo to Charlie. To repeat, that's bus tie Alpha to Bravo prior to fuel cell shutdown. Over. We copy all that. Okay, Discovery and two other points of information for you. We have declared a, we're heading towards a PLS landing opportunity down here. That's a Rev 33. We'll have plenty of words for you in the morning mail. And we are configuring the MCC command to go S band up link and down link. When we next get you on TDRS, you may recall we're currently S band up and K band down. No action required on your part. We should be full S band at next TDRS. Discovery Houston, we confirm the main C tie has been broken. You're go to proceed with the recommended procedures. Go ahead, Discovery. We've completed the fuel cell shutdown, the step number one on page five dash 13 and are currently working fuel cell saving. Roger, Discovery, we copy. Two days, zero hours, 31 minutes, mission elapsed time. Flight director Ron Didimore for the entry team, pulling the flight controllers here in mission control as to their readiness for the deorbit burn. So far, no problems reported. Mission control will be giving the crew the go-no-go for deorbit burn at approximately 25 minutes. Just perhaps 22 minutes before the scheduled start of the burn, which is coming up in 26 minutes. So we may be hearing the go-no-go announcement here very shortly. Discovery Houston, we've seen you reload your targets and they look good. You're go for the burn. We've got one word for you on your hydraulic repair press post burn. You override on all the FCS channels because of these valve problems we've just had. Once you've accomplished your SSME repress, you can go back to auto on FCS channels one and four. Okay, we're going over right now and after the hydraulic repress we'll go back to auto on one and four. Roger, go ahead. Drop on the right engine and we'll throw you on to the left of all valves. There's still everything here. Copy, Fido. Copy. We're with you through Guam for about two minutes. Six foot a second, more expensive than this one is because the argument appears to be different. Okay, you're loud and clear also. We haven't looked at all the opportunities yet. I'm just trying to get a feel if you want to seriously consider this next orbit to try and get very close to steep or if you want to extend the 13 foot a second and go on to tomorrow. You've got to press forward to see where we can do this orbit. Roger, you may have done this already but you might take a look at the pull out the mix cross feed cards and take a look at those while we're talking about it down here. We've been looking at that procedure. Okay, sounds good. You like the target? Okay, thanks. It looks good finding just a couple of reminders. No switch back to straight feed during this. It'll be mixed cross feed all the way through the ohms until you are complete with FDRCS. I'm going to fight. A prop fail or an engine fail above safe HP is a termination. Here we go. Inco. Max. Here we go. Okay. We're going for the burn camp. Okay, we copy that. And Discovery Houston, you are go for the burn. Roger, go for the burn. We're going to start APU. Roger that. Heading alignment, circle, nominal and energy. You need to manually open landing gear, ISO valve number one. To approximately 21,000 feet, velocity about 700 feet per second. 17,000 feet. Flight dynamics officer reports Discovery looking good. We're only rolling on to final approach. Down in a minute and a half. About 500 feet per second. Every surface wind still 240, 10, gusting to 15. Discovery is on centerline and on glide slope. Flight dynamics officer reports to about 1,000 feet. That you see is from a previous shuttle mission. And it's slightly out of sync with what we've got. Gear down now on the simulation. Speed on wheels. Reels stopped reported. Two days, three hours, 38 minutes. Looking through the post-landing switch changes now. And configuring shuttle systems for post-landing. I hope the traditions of SMS teammate would like to show our respect and our appreciation. I'll do the heck with the job. I'd like to present these to you. Have the specs appealing, sir. Keep those over at the industry. Good job, guys. Thanks for making this look good. That's right.