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      NASA NASA pilot Joe Walker sits in the pilot’s platform of the Lunar Landing Research Vehicle (LLRV) number 1 on Oct. 30, 1964. The LLRV and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the Moon’s surface.
      The LLRVs, humorously referred to as flying bedsteads, were used by NASA’s Flight Research Center, now NASA’s Armstrong Flight Research Center in California, to study and analyze piloting techniques needed to fly and land the Apollo lunar module in the moon’s airless environment.
      Learn more about the LLRV’s first flight.
      Image credit: NASA
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    • By NASA
      President John F. Kennedy’s national commitment to land a man on the Moon and return him safely to the Earth before the end of the decade posed multiple challenges, among them how to train astronauts to land on the Moon, a place with no atmosphere and one-sixth the gravity on Earth. The Lunar Landing Research Vehicle (LLRV) and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the lunar surface. The ungainly aircraft made its first flight on Oct. 30, 1964, at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Flight Research Center (AFRC) in California. The Apollo astronauts who completed landings on the Moon attributed their successes largely to training in these vehicles.

      The first Lunar Landing Research Vehicle silhouetted against the rising sun on the dry lakebed at Edwards Air Force Base in California’s Mojave Desert.
      In December 1961, NASA Headquarters in Washington, D.C., received an unsolicited proposal from Bell Aerosystems in Buffalo, New York, for a design of a flying simulator to train astronauts on landing a spacecraft on the Moon. Bell’s approach, using their design merged with concepts developed at NASA’s FRC, won approval and the space agency funded the design and construction of two Lunar Landing Research Vehicles (LLRV). At the time of the proposal, NASA had not yet chosen the method for getting to and landing on the Moon, but once NASA decided on Lunar Orbit Rendezvous in July 1962, the Lunar Module’s (LM) flying characteristics matched Bell’s proposed design closely enough that the LLRV served as an excellent trainer. 

      Two views of the first Lunar Landing Research Vehicle shortly after its arrival and prior to assembly at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California.
      Bell Aerosystems delivered the LLRV-1 to FRC on April 8, 1964, where it made history as the first pure fly-by-wire aircraft to fly in Earth’s atmosphere. Its design relied exclusively on an interface with three analog computers to convert the pilot’s movements to signals transmitted by wire and to execute his commands. The open-framed LLRV used a downward pointing turbofan engine to counteract five-sixths of the vehicle’s weight to simulate lunar gravity, two rockets provided thrust for the descent and horizontal translation, and 16 LM-like thrusters provided three-axis attitude control. The astronauts could thus simulate maneuvering and landing on the lunar surface while still on Earth. The LLRV pilot could use an aircraft-style ejection seat to escape from the vehicle in case of loss of control.

      Left: The Lunar Landing Research Vehicle-1 (LLRV-1) during an engine test at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Fight Research Center, in California’s Mojave Desert. Right: NASA chief test pilot Joseph “Joe” A. Walker, left, demonstrates the features of LLRV-1 to President Lyndon B. Johnson during his visit to FRC.
      Engineers conducted numerous tests to prepare the LLRV for its first flight. During one of the engine tests, the thrust generated was higher than anticipated, lifting crew chief Raymond White and the LLRV about a foot off the ground before White could shut off the engines. On June 19, during an official visit to FRC, President Lyndon B. Johnson inspected the LLRV featured on a static display. The Secret Service would not allow the President to sit in the LLRV’s cockpit out of an overabundance of caution since the pyrotechnics were installed, but not yet armed, in the ejection seat. Following a Preflight Readiness Review held Aug. 13 and 14, managers cleared the LLRV for its first flight.

      Left: NASA chief test pilot Joseph “Joe” A. Walker during the first flight of the Lunar Landing Research Vehicle (LLRV). Right: Walker shortly after the first LLRV flight.
      In the early morning of Oct. 30, 1964, FRC chief pilot Joseph “Joe” A. Walker arrived at Edwards Air Force Base’s (AFB) South Base to attempt the first flight of the LLRV. Walker, a winner of both the Collier Trophy and the Harmon International Trophy, had flown nearly all experimental aircraft at Edwards including 25 flights in the X-15 rocket plane. On two of his X-15 flights, Walker earned astronaut wings by flying higher than 62 miles, the unofficial boundary between the Earth’s atmosphere and space. After strapping into the LLRV’s ejection seat, Walker ran through the preflight checklist before advancing the throttle to begin the first flight. The vehicle rose 10 feet in the air, Walker performed a few small maneuvers and then made a soft landing after having flown for 56 seconds. He lifted off again, performed some more maneuvers, and landed again after another 56 seconds. On his third flight, the vehicle’s electronics shifted into backup mode and he landed the craft after only 29 seconds. Walker seemed satisfied with how the LLRV handled on its first flights.

      Left: Lunar Landing Research Vehicle-2 (LLRV-2) during one of its six flights at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California in January 1967. Right: NASA astronaut Neil A. Armstrong with LLRV-1 at Ellington Air Force Base in March 1967.
      Walker took LLRV-1 aloft again on Nov. 16 and eventually completed 35 test flights with the vehicle. Test pilots Donald “Don” L. Mallick, who completed the first simulated lunar landing profile flight during the LLRV’s 35th flight on Sept. 8, 1965, and Emil E. “Jack” Kluever, who made his first flight on Dec. 13, 1965, joined Walker to test the unique aircraft. Joseph S. “Joe” Algranti and Harold E. “Bud” Ream, pilots at the Manned Spacecraft Center (MSC), now NASA’s Johnson Space Center (JSC) in Houston, travelled to FRC to begin training flights with the LLRV in August 1966. Workers at FRC assembled the second vehicle, LLRV-2, during the latter half of 1966. In December 1966, after 198 flights workers transferred LLRV-1 to Ellington AFB near MSC for the convenience of astronaut training, and LLRV-2 followed in January 1967 after completing six test flights at FRC. The second LLRV made no further flights, partly because the three Lunar Landing Training Vehicles (LLTVs), more advanced models that better simulated the LM’s flying characteristics, began to arrive at Ellington in October 1967. Neil A. Armstrong completed the first astronaut flights aboard LLRV-1 on Mar. 23, 1967, and flew 21 flights before ejecting from the vehicle on May 6, 1968, seconds before it crashed. He later completed his lunar landing certification flights using LLTV-2 in June 1969, one month before peforming the actual feat on the Moon.

      Left: Apollo 11 Commander Neil A. Armstrong prepares to fly a lunar landing profile in Lunar Landing Training Vehicle-2 (LLTV-2) in June 1969. Middle: Apollo 12 Commander Charles “Pete” Conrad prepares to fly LLTV-2 in July 1969. Right: Apollo 14 Commander Alan B. Shepard flies LLTV-3 in December 1970.
      All Apollo Moon landing mission commanders and their backups completed their lunar landing certifications using the LLTV, and all the commanders attributed their successful landings to having trained in the LLTV. Apollo 8 astronaut William A. Anders, who along with Armstrong completed some of the early LLRV test flights, called the training vehicle “a much unsung hero of the Apollo program.” During the flight readiness review in January 1970 to clear LLTV-3 for astronaut flights, Apollo 11 Commander Armstrong and Apollo 12 Commander Charles “Pete” Conrad, who had by then each completed manual landings on the Moon, spoke positively of the LLTV’s role in their training. Armstrong’s overall impression of the LLTV: “All the pilots … thought it was an extremely important part of their preparation for the lunar landing attempt,” adding “It was a contrary machine, and a risky machine, but a very useful one.” Conrad emphasized that were he “to go back to the Moon again on another flight, I personally would want to fly the LLTV again as close to flight time as possible.” During the Apollo 12 technical debriefs, Conrad stated the “the LLTV is an excellent training vehicle for the final phases. I think it’s almost essential. I feel it really gave me the confidence that I needed.” During the postflight debriefs, Apollo 14 Commander Alan B. Shepard stated that he “did feel that the LLTV contributed to my overall ability to fly the LM during the landing.”

      Left: Apollo 15 Commander David R. Scott flies Lunar Landing Training Vehicle-3 (LLTV-3) in June 1971. Middle: Apollo 16 Commander John W. Young prepares to fly LLTV-3 in March 1972. Right: Apollo 17 Commander Eugene A. Cernan prepares for a flight aboard LLTV-3 in October 1972.
      David R. Scott, Apollo 15 commander, stated in the final mission report that “the combination of visual simulations and LLTV flying provided excellent training for the actual lunar landing. Comfort and confidence existed throughout this phase.” In the Apollo 15 postflight debrief, Scott stated that he “felt very comfortable flying the vehicle (LM) manually, because of the training in the LLTV, and there was no question in my mind that I could put it down where I wanted to. I guess I can’t say enough about that training. I think the LLTV is an excellent simulation of the vehicle.” Apollo 16 Commander John W. Young offered perhaps the greatest praise for the vehicle just moments after landing on the lunar surface: “Just like flying the LLTV. Piece of cake.” Young reiterated during the postflight debriefs that “from 200 feet on down, I never looked in the cockpit. It was just like flying the LLTV.” Apollo 17 Commander Eugene A. Cernan stated in the postflight debrief that “the most significant part of the final phases from 500 feet down, … was that it was extremely comfortable flying the bird. I contribute (sic) that primarily to the LLTV flying operations.”

      Left: Workers move Lunar Landing Research Vehicle-2 from NASA’s Armstrong Flight Research Center for display at the Air Force Test Flight Museum at Edwards Air Force Base. Right: Lunar Landing Training Vehicle-3 on display outside the Teague Auditorium at NASA’s Johnson Space Center in Houston.
      In addition to playing a critical role in the Moon landing program, these early research and test vehicles aided in the development of digital fly-by-wire technology for future aircraft. LLRV-2 is on display at the Air Force Flight Test Museum at Edwards AFB (on loan from AFRC). Visitors can view LLTV-3 suspended from the ceiling in the lobby of the Teague Auditorium at JSC.
      The monograph Unconventional, Contrary, and Ugly: The Lunar Landing Research Vehicle provides an excellent and detailed history of the LLRV.
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    • By NASA
      The 13th flight of the space shuttle program and the sixth of Challenger, STS-41G holds many distinctions. As the first mission focused almost entirely on studying the Earth, it deployed a satellite, employed multiple instruments, cameras, and crew observations to accomplish those goals. The STS-41G crew set several firsts, most notably as the first seven-member space crew. Other milestones included the first astronaut to make a fourth shuttle flight, the first and only astronaut to fly on Challenger three times and on back-to-back missions on any orbiter, the first crew to include two women, the first American woman to make two spaceflights, the first American woman to conduct a spacewalk, and the first Canadian and the first Australian-born American to make spaceflights.

      Left: The STS-41G crew patch. Right: The STS-41G crew of Jon A. McBride, front row left, Sally K. Ride, Kathryn D. Sullivan, and David C. Leestma; Paul D. Scully-Power, back row left, Robert L. Crippen, and Marc Garneau of Canada.
      In November 1983, NASA named the five-person crew for STS-41G, formerly known as STS-17, then planned as a 10-day mission aboard Columbia in August 1984. When assigned to STS-41G, Commander Robert L. Crippen had already completed two missions, STS-1 and STS-7, and planned to command STS-41C in April 1984. On STS-41G, he made a record-setting fourth flight on a space shuttle, and as it turned out the first and only person to fly aboard Challenger three times, including back-to-back missions. Pilot Jon A. McBride, and mission specialists Kathryn D. Sullivan from the Class of 1978 and, David C. Leestma from the Class of 1980, made their first flights into space. Mission specialist Sally K. Ride made her second flight, and holds the distinction as the first American woman to return to space, having flown with Crippen on STS-7. The flight marked the first time that two women, Ride and Sullivan, flew in space at the same time. In addition, Sullivan holds the honor as the first American woman to conduct a spacewalk and made her second flight and holds the distinction as the first American woman to return to space, having flown with Crippen on STS-7. The flight marked the first time that two women, Ride and Sullivan, flew in space at the same time. In addition, Sullivan holds the honor as the first American woman to conduct a spacewalk, and Leestma as the first of the astronaut Class of 1980 to make a spaceflight.
      Columbia’s refurbishment following STS-9 ran behind schedule and could not meet the August launch date, so NASA switched STS-41G to the roomier and lighter weight Challenger. This enabled adding crew members to the flight. In February 1984, NASA and the Canadian government agreed to fly a Canadian on an upcoming mission in recognition for that country’s major contribution to the shuttle program, the Remote Manipulator System (RMS), or robotic arm. In March, Canada named Marc Garneau as the prime crewmember with Robert B. Thirsk as his backup. NASA first assigned Garneau to STS-51A, but with the switch to Challenger transferred him to the STS-41G crew. On June 1, NASA added Australian-born and naturalized U.S. citizen Paul D. Scully-Power, an oceanographer with the Naval Research Laboratory who had trained shuttle crews in recognizing ocean phenomena from space, to the mission rounding out the seven-person crew, the largest flown to that time. Scully-Power has the distinction as the first person to launch into space sporting a beard.

      Left: Space shuttle Challenger returns to NASA’s Kennedy Space Center (KSC) in Florida atop a Shuttle Carrier Aircraft following the STS-41C mission. Middle: The Earth Resources Budget Satellite during processing at KSC for STS-41G. Right: Technicians at KSC process the Shuttle Imaging Radar-B for the STS-41G mission.
      The STS 41G mission carried a suite of instruments to study the Earth. The Earth Radiation Budget Satellite (ERBS), managed by NASA’s Goddard Space Flight Center in Greenbelt, Maryland, contained three instruments, including the Stratospheric Aerosol and Gas Experiment-2 (SAGE-2), to measure solar and thermal radiation of the Earth to better understand global climate changes. NASA’s Office of Space and Terrestrial Applications sponsored a cargo bay-mounted payload (OSTA-3) consisting of four instruments. The Shuttle Imaging Radar-B (SIR-B), managed by NASA’s Jet Propulsion Laboratory in Pasadena, California, and an updated version of SIR-A flown on STS-2, used synthetic aperture radar to support investigations in diverse disciplines such as archaeology, geology, cartography, oceanography, and vegetation studies. Making its first flight into space, the 900-pound Large Format Camera (LFC) took images of selected Earth targets on 9-by-18-inch film with 70-foot resolution. The Measurement of Air Pollution from Satellites (MAPS) experiment provided information about industrial pollutants in the atmosphere. The Feature Identification and Location Experiment (FILE) contained two television cameras to improve the efficiency of future remote sensing equipment. In an orbit inclined 57 degrees to the Equator, the instruments aboard Challenger could observe more than 75% of the Earth’s surface. 
      The Orbital Refueling System (ORS), managed by NASA’s Johnson Space Center in Houston, while not directly an Earth observation payload, assessed the feasibility of on-orbit refueling of the Landsat-4 remote sensing satellite, then under consideration as a mission in 1987, as well as Department of Defense satellites not designed for on-orbit refueling. In the demonstration, the astronauts remotely controlled the transfer of hydrazine, a highly toxic fuel, between two tanks mounted in the payload bay. During a spacewalk, two crew members simulated connecting the refueling system to a satellite and later tested the connection with another remotely controlled fuel transfer. Rounding out the payload activities, the large format IMAX camera made its third trip into space, with footage used to produce the film “The Dream is Alive.”

      Four views of the rollout of space shuttle Challenger for STS-41G. Left: From inside the Vehicle Assembly Building (VAB). Middle left: From Firing Room 2 of the Launch Control Center (LCC). Middle right: From the crawlerway, with the LCC and the VAB in the background. Right: From atop the VAB.

      Left: The STS-41G astronauts answer reporters’ questions at Launch Pad 39A during the Terminal Countdown Demonstration Test. Right: The STS-41G crew leaves crew quarters and prepares to board the Astrovan for the ride to Launch Pad 39A for liftoff.
      Following the STS-41C mission, Challenger returned to KSC from Edwards Air Force Base in California on April 18. Workers in KSC’s Orbiter Processing Facility refurbished the orbiter and changed out its payloads. Rollover to the Vehicle Assembly Building (VAB) took place on Sept. 8 and after workers stacked Challenger with its External Tank and Solid Rocket Boosters, they rolled it out of the VAB to Launch Pad 39A on Sept. 13. Just two days later, engineers completed the Terminal Countdown Demonstration Test, a final dress rehearsal before the actual countdown and launch, with the astronaut crew participating as on launch day. They returned to KSC on Oct. 2 to prepare for the launch three days later.

      Left: Liftoff of space shuttle Challenger on the STS-41G mission. Middle: Distant view of Challenger as it rises through the predawn skies. Right: The Earth Resources Budget Satellite just before the Remote Manipulator System released it.
      Space shuttle Challenger roared off Launch Pad 39A at 7:03 a.m. EDT, 15 minutes before sunrise, on Oct. 5, 1984, to begin the STS-41G mission. The launch took place just 30 days after the landing of the previous mission, STS-41D. That record-breaking turnaround time between shuttle flights did not last long, as the launch of Discovery on STS-51A just 26 days after Challenger’s landing set a new record on Nov. 8.
      Eight and a half minutes after liftoff, Challenger and its seven-member crew reached space and shortly thereafter settled into a 218-mile-high orbit, ideal for the deployment of the 5,087-pound ERBS. The crew noted that a 40-inch strip of Flexible Reusable Surface Insulation (FRSI) had come loose from Challenger’s right-hand Orbiter Maneuvering System (OMS) pod, presumably lost during launch. Mission Control determined that this would not have any impact during reentry. Ride grappled the ERBS with the shuttle’s RMS but when she commanded the satellite to deploy its solar arrays, nothing happened. Mission Control surmised that the hinges on the arrays had frozen, and after Ride oriented the satellite into direct sunlight and shook it slightly on the end of the arm, the panels deployed. She released ERBS about two and a half hours late and McBride fired Challenger’s steering jets to pull away from the satellite. Its onboard thrusters boosted ERBS into its operational 380-mile-high orbit. With an expected two-year lifetime, it actually operated until October 14, 2005, returning data about how the Earth’s atmosphere absorbs and re-radiates the Sun’s energy, contributing significant information about global climate change.

      Left: The SIR-B panel opens in Challenger’s payload bay. Right: Jon A. McBride with the IMAX large format camera in the middeck. 
      Near the end of their first day in space, the astronauts opened the panels of the SIR-B antenna and activated it, also deploying the Ku-band antenna that Challenger used to communicate with the Tracking and Data Relay System (TDRS) satellite. The SIR-B required a working Ku-band antenna to downlink the large volume of data it collected, although it could store a limited amount on onboard tape recorders. But after about two minutes, the data stream to the ground stopped. One of the two motors that steered the Ku antenna failed and it could no longer point to the TDRS satellite. Mission Control devised a workaround to fix the Ku antenna in one position and steer the orbiter to point it to the TDRS satellite and downlink the stored data to the ground. Challenger carried sufficient fuel for all the maneuvering, but the extra time for the attitude changes resulted in achieving only about 40% of the planned data takes. The discovery of the 3,000-year-old lost city of Udar in the desert of Oman resulted from SIR-B data, one of many interesting findings from the mission.

      Left: The shuttle’s Canadian-built Remote Manipulator System or robotic arm closes the SIR-B panel. Middle: The patch for Canadian astronaut Marc Garneau’s mission. Right: Spiral eddies in the eastern Mediterranean Sea.
      During the second mission day, the astronauts lowered Challenger’s orbit to an intermediate altitude of 151 miles. Flight rules required that the SIR-B antenna be stowed for such maneuvers but the latches to clamp the antenna closed failed to activate. Ride used the RMS to nudge the antenna panel closed. From the orbiter’s flight deck, Leestma successfully completed the first ORS remote-controlled hydrazine fuel transfer. Garneau began working on his ten CANEX investigations related to medical, atmospheric, climatic, materials and robotic sciences while Scully-Power initiated his oceanographic observations. Despite greater than expected global cloud cover, he successfully photographed spiral eddies in the world’s oceans, particularly notable in the eastern Mediterranean Sea.

      Left: Mission Specialists Kathryn D. Sullivan, left, and Sally K. Ride on Challenger’s flight deck. Right: Payload Specialists Marc Garneau and Paul D. Scully-Power working on a Canadian experiment in Challenger’s middeck.
      The third day saw the crew lower Challenger’s orbit to 140 miles, the optimal altitude for SIR-B and the other Earth observing instruments. For the next few days, all the experiments continued recording their data, including Garneau’s CANEX and Scully-Power’s oceanography studies. Leestma completed several scheduled ORS fuel transfers prior to the spacewalk. Preparations for that activity began on flight day 6 with the crew lowering the cabin pressure inside Challenger from the normal sea level 14.7 pounds per square inch (psi) to 10.2 psi. The lower pressure prevented the buildup of nitrogen bubbles in the bloodstreams of the two spacewalkers, Leestma and Sullivan, that could result in the development of the bends. The two verified the readiness of their spacesuits.

      Left: David C. Leestma, left with red stripes on his suit, and Kathryn D. Sullivan during their spacewalk. Middle: Leestma, left, and Sullivan working on the Orbital Refueling System during the spacewalk. Right: Sullivan, left, and Leestma peer into Challenger’s flight deck during the spacewalk.
      On flight day 7, Leestma and Sullivan, assisted by McBride, donned their spacesuits and began their spacewalk. After gathering their tools, the two translated down to the rear of the cargo bay to the ORS station. With Sullivan documenting and assisting with the activity, Leestma installed the valve assembly into the simulated Landsat propulsion plumbing. After completing the ORS objectives, Leestma and Sullivan proceeded back toward the airlock, stopping first at the Ku antenna where Sullivan secured it in place. They returned inside after a spacewalk that lasted 3 hours and 29 minutes, and the crew brought Challenger’s cabin pressure back up to 14.7 psi.

      STS-41G crew Earth observation photographs. Left: Hurricane Josephine in the Atlantic Ocean. Middle: The Strait of Gibraltar. Right: Karachi, Pakistan, and the mouth of the Indus River.

      False color image of Montreal generated from SIR-B data.

      Left: Traditional inflight photo of the STS-41G crew on Challenger’s flight deck. Right: Robert L. Crippen with the orange glow generated outside Challenger during reentry.

      Left: Kathryn D. Sullivan photograph of NASA’s Kennedy Space Center (KSC) in Florida during Challenger’s approach, minutes before touchdown. Middle: Space shuttle Challenger moments before touchdown at N KSC at the end of the STS-41G mission. Right: The crew of STS-41G descends from Challenger after completing a highly successful mission.
      During their final full day in space, Challenger’s crew tidied the cabin for reentry and completed the final SIR-B and other Earth observations. On Oct. 13, the astronauts closed the payload bay doors and fired the OMS engines over Australia to begin the descent back to Earth. Because of the mission’s 57-degree inclination, the reentry path took Challenger and its crew over the eastern United States, another Shuttle first. Crippen guided the orbiter to a smooth landing at KSC, completing a flight of 8 days, 5 hours, and 24 minutes, the longest mission of Challenger’s short career. The crew had traveled nearly 3.3 million miles and completed 133 orbits around the Earth.

      Left: Missing insulation from Challenger’s right hand Orbiter Maneuvering System pod as seen after landing. Middle: Missing tile from the underside of Challenger’s left wing. Right: Damage to tiles on Challenger’s left wing.
      As noted above, on the mission’s first day in space the crew described a missing strip of FRSI from the right-hand OMS pod. Engineers noted additional damage to Challenger’s Thermal Protection System (TPS) after the landing, including several tiles on the underside the vehicle’s left wing damaged and one tile missing entirely, presumably lost during reentry. Engineers determined that the water proofing used throughout the TPS that allowed debonding of the tiles as the culprit for the missing tile. To correct the problem, workers removed and replaced over 4,000 tiles, adding a new water proofing agent to preclude the recurrence of the problem on future missions.
      Read recollections of the STS-41G mission by Crippen, McBride, Sullivan, Ride, and Leestma in their oral histories with the JSC History Office. Enjoy the crew’s narration of a video about the STS-41G mission.
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