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STS-3

STS-3 was the third flight test of NASA's Space Shuttle program, launched on March 22, 1982, at 11:00 a.m. EST from Launch Pad 39A at the Kennedy Space Center in Florida, using the orbiter Columbia with a crew of two: Commander Jack R. Lousma and Pilot C. Gordon Fullerton.^[1]^[2] The mission lasted 8 days, 0 hours, 4 minutes, and 46 seconds, completing 130 orbits of Earth at an inclination of 38.0 degrees, and focused on validating the shuttle's performance for future operational flights through engineering tests and scientific experiments.^[1]^[2] The primary objectives included demonstrating the shuttle's safe re-launch and return capabilities, assessing its thermal protection system by maneuvering the orbiter to expose different surfaces to sunlight (such as 30 hours tail-to-Sun and 80 hours nose-to-Sun), and evaluating the Remote Manipulator System (RMS) arm for payload handling.^[1]^[2] Key payloads consisted of the Office of Space Science-1 (OSS-1) pallet, which carried nine experiments in space plasma physics, solar physics, astronomy, life sciences, and space technology; the Plasma Diagnostics Package (PDP), deployed and retrieved using the RMS for 20 hours over three days; and middeck experiments like electrophoresis, plant growth studies, and the Insects in Flight Motion Study.^[1]^[2] Additional tests involved the shuttle's reaction control system thrusters, a new onboard treadmill for crew exercise, and the Development Flight Instrumentation (DFI) pallet to monitor vehicle performance.^[1]^[2] The mission encountered several challenges, including a one-hour launch delay due to the failure of a heater on the nitrogen gas ground support line, space motion sickness affecting the crew, a malfunctioning waste collection system starting on flight day 3, and intermittent losses of communications links.^[1]^[2] Technical issues also arose with the RMS wrist camera and a payload bay camera, requiring adjustments to experiment procedures, while post-mission inspections revealed 25 missing thermal protection tiles on Columbia's nose, though they were deemed non-critical for reentry.^[2] Despite these hurdles, the crew successfully gathered valuable data on the space environment from OSS-1 and confirmed the shuttle's auxiliary power units, advancing preparations for operational missions.^[1]^[2] STS-3 concluded with a landing on March 30, 1982, at 9:04:46 a.m. MST on the gypsum-covered runway at Northrup Strip, White Sands Missile Range in New Mexico—the only shuttle landing ever performed there—delayed by 24 hours due to high winds and the site's soft sand conditions.^[1]^[2] The choice of White Sands as an alternate site was necessitated by flooding on the primary runway at Edwards Air Force Base; the touchdown, witnessed by approximately 6,000 spectators and 1,600 media and invited guests, highlighted the shuttle program's contingency planning and marked a key step in proving the vehicle's reusability.^[2]

Crew and Personnel

Primary Crew

The primary crew for STS-3 consisted of two experienced NASA astronauts: Commander Jack R. Lousma and Pilot C. Gordon Fullerton.^[2] Jack R. Lousma, born February 29, 1936, was a veteran U.S. Marine Corps aviator selected as the mission commander at age 46 during the March 22, 1982, launch.^[2] His responsibilities included overall mission command and performing manual flight controls to test the orbiter's handling capabilities.^[2] Lousma brought prior spaceflight experience from serving as pilot on Skylab 3 in 1973, where he contributed to the mission's scientific operations and spacewalk activities.^[2] C. Gordon Fullerton, born October 11, 1936, was a U.S. Air Force test pilot assigned as the mission pilot at age 45.^[2] He managed primary piloting duties, including navigation and systems monitoring, to evaluate the shuttle's performance during this test flight.^[2] Fullerton's relevant background included participation in the 1977 Approach and Landing Tests aboard the Enterprise orbiter, where he piloted unpowered glide approaches to validate the shuttle's aerodynamic design.^[2] NASA announced the STS-3 crew assignment on November 30, 1981, prioritizing astronauts with proven test pilot expertise to handle the risks and evaluations of the third orbital test flight.^[3] Due to the mission's developmental focus on vehicle systems and manual operations, Lousma and Fullerton underwent intensive training at the Johnson Space Center and Kennedy Space Center, including extensive simulator sessions and practice in the Shuttle Training Aircraft emphasizing manual ascent, rendezvous, and landing procedures; the backup crew provided support during these preparations.^[2]

Backup and Support Crew

STS-3 was the last Space Shuttle mission for which NASA named a complete backup crew.^[4] The backup crew was selected to ensure operational redundancy, particularly in the event of launch delays or medical issues affecting the primary crew. Thomas K. Mattingly II served as backup commander; a veteran of the Apollo 16 lunar mission, he was 45 years old at the time of the crew announcement in late 1981, turning 46 shortly before launch.^[5] Henry W. Hartsfield Jr. acted as backup pilot; at 48 years old, this assignment marked his preparation for a future spaceflight role.^[6] Both astronauts underwent intensive training alongside the primary crew to maintain mission readiness. The support crew provided essential ground-based assistance, including capsule communicator (CAPCOM) operations, simulation management, and procedural validation. The support crew included Terry J. Hart (ascent CAPCOM), Steven R. Nagel (entry CAPCOM), George D. Nelson, Sally K. Ride (prime orbiter CAPCOM), Brewster H. Shaw, and David M. Walker. Additionally, Richard O. Covey served as T-38 chase pilot, overseeing aircraft flights to monitor landing approaches and emergency scenarios. Terry J. Hart handled ascent CAPCOM duties from mission control, relaying critical updates during launch. Steven R. Nagel served as entry CAPCOM, coordinating reentry communications and contingencies.^[7]^[8] Backup crew members played key roles in training, leading T-38 proficiency flights to simulate high-speed intercepts and emergency procedure drills to rehearse abort sequences and system failures. These efforts ensured seamless transition capabilities if needed. The primary crew's seating—Commander Lousma in the left ejection seat (position 1) and Pilot Fullerton in the right (position 2)—included provisions for rapid ejections during ascent or landing, with backups cross-trained on these configurations for contingency operations.

Mission Preparation

Objectives and Planning

The primary engineering objective of STS-3 was to evaluate the endurance of the Space Shuttle Columbia's thermal protection system (TPS) by conducting deliberate attitude holds in orbit, simulating the heating conditions experienced during re-entry. These tests included extended periods with the orbiter's tail, nose, and payload bay oriented toward the Sun to assess tile and blanket performance under prolonged thermal stress, building on lessons from prior flights to qualify the vehicle for operational use.^[2] Secondary goals encompassed demonstrating the functionality of the Remote Manipulator System (RMS, also known as the Canadarm) through basic operations, verifying the performance of the orbital maneuvering system (OMS) engines for precise orbit adjustments, and testing the payload bay doors' mechanisms to ensure reliable opening, closing, and radiator cooling in space. These objectives aimed to validate key shuttle subsystems for future missions without introducing complex payloads. The crew's training regimen aligned closely with these goals, emphasizing simulator sessions for attitude maneuvers and arm handling.^[2] Mission planning for STS-3 faced delays from an initial target of January 1982, primarily due to tile damage and repairs identified on Columbia following the STS-2 mission, which required extensive inspections and modifications to prevent recurrence. The final mission manifest was approved in February 1982, setting a targeted duration of eight days to complete approximately 130 orbits at an inclination of 38 degrees.^[2]^[9] A notable risk assessment in planning involved the use of an unpainted external tank (ET) for the first time, aimed at achieving weight savings of about 600 pounds by eliminating the white paint while testing the foam insulation's resistance to environmental factors such as ultraviolet exposure and potential corrosion during ascent and separation. This decision was part of broader efforts to optimize vehicle performance and reduce manufacturing costs for subsequent flights.^[9]^[2]

Payload Integration

The Office of Space Science-1 (OSS-1) payload for STS-3 consisted of a pallet measuring approximately 8 feet by 15 feet, mounted in the orbiter's payload bay to accommodate nine experiments focused on space environment interactions and scientific observations.^[1] This carrier structure housed the Plasma Diagnostics Package (PDP), designed to investigate space plasma interactions with the orbiter; the Solar Flare X-ray Polarimeter, a telescope for imaging the solar corona; the Space Shuttle Induced Atmosphere experiment, which examined the orbiter's exhaust effects on the surrounding atmosphere; the Vehicle Charging and Potential experiment; the Plant Lignification experiment; the Thermal Canister; the Solar Ultraviolet and Spectral Irradiance Monitor (SUSIM); the Contamination Monitor; and the Foil Microabrasion Package.^[10]^[2]^[11] Middeck payloads for the mission included experiments under NASA's initiatives, encompassing approximately five experiments conducted in the crew compartment to explore microgravity applications.^[12] Notable among these were the Electrophoresis Equipment Verification Test (EEVT), which facilitated protein separation processes in a microgravity environment to support biomedical research, and the Insect Flight Motion Study, which analyzed insect flight behavior in weightlessness using velvetbean moths and honeybees.^[13] Other middeck experiments included the Monodisperse Latex Reactor for material synthesis, the Heflex Bioengineering Test, and Get Away Special (GAS) canisters testing basic scientific principles.^[1] Payload integration occurred at Kennedy Space Center, where the OSS-1 pallet and middeck components were loaded into the orbiter Columbia in early 1982, with final preparations completed in March ahead of the March 22 launch.^[3] The Remote Manipulator System (RMS) was planned for post-launch deployment and retrieval of select payloads, such as the PDP, to enable free-flying operations. The total payload mass was approximately 10,300 kg, including the OSS-1 suite (~3,964 kg), Development Flight Instrumentation (DFI) pallet (~5,010 kg), Aerodynamic Coefficient Identification Package (ACIP) (~203 kg), and middeck experiments, ensuring compatibility with the orbiter's structural and thermal constraints.^[14]^[15] Pre-launch verification involved extensive ground simulations at Kennedy Space Center to validate the PDP's release and retrieval sequences using the RMS, confirming safe handling procedures.^[10] Thermal-vacuum chamber tests were conducted on all experiments to simulate the space environment, verifying functionality under extreme temperatures and vacuum conditions while aligning with the mission's thermal testing objectives.^[16] These checks ensured payload integrity and orbiter compatibility prior to mating with the external tank and solid rocket boosters.

Launch Sequence

Countdown and Liftoff

The 73-hour countdown for STS-3 commenced on March 18, 1982, from Firing Room 1 in the Launch Control Center at NASA's Kennedy Space Center, incorporating several built-in holds to facilitate system verifications and preparations.^[2] Ground teams conducted extensive checks on the orbiter Columbia, including loading of hypergolic propellants for the Orbital Maneuvering System and Reaction Control System, which proceeded without reported complications as part of standard pre-launch procedures.^[1] On launch day, March 22, the countdown encountered a one-hour delay due to a heater failure on a nitrogen gas ground support line, after which technicians resolved the issue and resumed operations.^[1] With the crew of commander Jack R. Lousma and pilot C. Gordon Fullerton strapped in following their readiness certification through prior simulations, mission control polled all stations and confirmed the vehicle configuration. At T-0, set for 11:00 a.m. EST (16:00 UTC), the three Space Shuttle Main Engines ignited six seconds prior, followed immediately by the firing of the two Solid Rocket Boosters, initiating liftoff from Pad 39A.^[2] Columbia rose steadily under the thrust of this propulsion array, marking the third orbital test flight of the Space Shuttle program. This launch featured the first unpainted External Tank (ET-4), a modification to eliminate the white protective coating and save approximately 600 pounds of mass, thereby increasing payload capacity without compromising thermal protection.^[17] Weather conditions at liftoff included acceptable crosswinds within operational limits, ensuring a nominal initial ascent phase. The event drew significant public interest, with thousands of spectators observing from viewing areas around the Kennedy Space Center.^[2]

Ascent to Orbit

The ascent to orbit for STS-3 followed a nominal trajectory inclined at 38.0 degrees to the equator, aligning with mission objectives for systems testing in low Earth orbit.^[1] The three Space Shuttle Main Engines (SSMEs) operated at 104% thrust level throughout much of the powered phase to assess External Tank performance under increased demand, a key test for the reusable vehicle's ascent dynamics.^[18] The Solid Rocket Boosters provided initial thrust, separating approximately two minutes after liftoff at an altitude of roughly 45 km, after which the SSMEs continued the ascent alone.^[2] During the post-SRB phase, minor pitch oscillations occurred, with peak-to-peak amplitudes reduced to less than 2 degrees compared to previous flights, thanks to updated guidance software.^[19] Commander Jack Lousma took manual control via the rotational hand controller during this interval, between 45 km and 61 km altitude, to monitor and stabilize the vehicle as it transitioned through maximum dynamic pressure.^[20] The ascent relied on the initial Block I avionics configuration for guidance and navigation, marking its operational debut in this context for the Shuttle program.^[21] Main Engine Cutoff occurred at about 8 minutes 30 seconds mission elapsed time, with the vehicle reaching a velocity of 7.8 km/s at an altitude of approximately 110 km.^[2] The External Tank was then jettisoned, and the Orbital Maneuvering System engines performed a short burn to insert Columbia into a nearly circular orbit at 272 km altitude.^[1] Approximately two hours after launch, the payload bay doors were opened to deploy the vehicle's radiators and initiate thermal conditioning, preparing for orbital operations.^[2]

Orbital Operations

Vehicle Systems Testing

During the STS-3 mission, extensive engineering evaluations were conducted on Columbia's key subsystems to verify their performance in orbital conditions and qualify them for future operational flights. These tests focused on the orbiter's ability to maintain structural integrity, propulsion efficiency, and manipulability in microgravity, building on lessons from prior test flights. The Development Flight Instrumentation (DFI) system played a central role, incorporating a dedicated pallet in the payload bay weighing approximately 11,048 pounds to monitor orbiter performance through numerous data channels that recorded parameters such as structural loads, vibrations, and thermal responses.^[1] A primary objective was to assess the thermal protection system (TPS) under prolonged exposure to the space environment. The crew maneuvered Columbia into specific orientations relative to the Sun to simulate extreme thermal cycling: tail-to-Sun for 30 hours, nose-to-Sun for 80 hours, and payload bay to Sun for 36 hours, totaling 146 hours of dedicated testing. These attitudes exposed the TPS tiles—primarily high-temperature reusable surface insulation (HRSI) on the lower surfaces and low-temperature reusable surface insulation (LRSI) on upper areas—to direct sunlight and the vacuum of space, evaluating their resistance to thermal gradients and potential degradation without the intense heat of reentry. The tail-to-Sun configuration produced the coldest conditions in the payload bay observed during the mission, confirming the TPS's effectiveness in maintaining internal temperatures within acceptable limits.^[2] Propulsion systems underwent rigorous verification through the Orbital Maneuvering System (OMS) and Reaction Control System (RCS). The mission executed four OMS burns, including OMS-1 and OMS-2 shortly after launch to circularize the orbit by raising the initial low perigee and apogee from post-main engine cutoff values to a nominal operational altitude of approximately 250 kilometers. These burns, each delivering around 150-158 feet per second of delta-V, successfully demonstrated thrust vector control gimballing and engine reliability, with no anomalies in pod heating or propellant management. RCS thrusters were tested in conjunction with attitude control maneuvers, including interactions during RMS operations, where jet firings maintained stability despite microgravity torques, consuming fuel at rates consistent with pre-flight models (about 1.5 pounds per minute under low deadband conditions).^[19]^[15] The Remote Manipulator System (RMS), or Canadarm, received its most comprehensive in-flight evaluation to date, focusing on deployment, articulation, and grappling capabilities in zero gravity. Powered up on flight day 2, the 50-foot arm was fully extended and operated over multiple sessions on days 3 through 5, accumulating more than 20 hours of activity. A key test involved grappling and maneuvering the Plasma Diagnostics Package (PDP) payload to a distance of up to approximately 8 meters above the payload bay, assessing joint flexibility, end effector precision, and integration with orbiter attitude control systems; the operations confirmed the RMS's readiness for satellite deployment and retrieval tasks with minimal RCS interference after procedural adjustments.^[2]^[22] Overall, these vehicle systems tests yielded data that validated Columbia's design margins, with the DFI capturing high-fidelity recordings across its instrumentation to support post-mission analysis of loads and dynamics. No major discrepancies were noted, paving the way for enhanced confidence in the orbiter's reusability.^[1]

Scientific Experiments

The Office of Space Science-1 (OSS-1) payload on STS-3 featured several experiments aimed at investigating the near-Earth space environment, plasma physics, and solar phenomena. The Plasma Diagnostics Package (PDP), a key component, was deployed using the Remote Manipulator System (RMS) on mission elapsed time day 3 and operated for approximately 6 hours during initial maneuvers to study the orbiter's interaction with the ionosphere.^[22] The PDP, equipped with sensors for electromagnetic fields, particles, and waves, was maneuvered through various orientations relative to the orbiter's velocity vector, revealing plasma wakes within approximately 8 meters and directed ion streams with density variations spanning three orders of magnitude.^[22] These observations provided preliminary data on ionospheric disturbances induced by the shuttle, including abrupt changes in ion currents during electron beam firings. The package was successfully retrieved and relatched to the OSS-1 pallet on day 4, validating its thermal design across temperatures from -25°C to 52°C.^[22] Solar and atmospheric experiments complemented the PDP by focusing on external influences. The Solar Flare X-ray Polarimeter, part of the OSS-1 suite, captured data on solar flares despite degradation in one of its three modules, contributing to understandings of flare plasma properties.^[10] Meanwhile, the Shuttle Induced Atmosphere experiment released gases into the orbiter's vicinity to observe shuttle-induced plasma effects, measuring changes in electron density and temperature through coordinated ground and orbital observations.^[23] These releases highlighted unique atmospheric sources and plasma interactions, with preliminary telemetry indicating variations in contamination levels tied to solar orientation.^[23] In the middeck, experiments emphasized biological and materials processing in microgravity. The Electrophoresis Equipment Verification Test (EEVT) operated for over 100 hours, processing biological samples to explore pharmaceutical production techniques by separating macromolecules without gravity-induced convection. The Insect Low Gravity Experiment, a student-involved project, filmed the orientation and flight behaviors of insects such as house flies and moths in zero gravity, revealing disoriented trajectories and challenges in propulsion control over 25 minutes of observation.^[24] Overall, the scientific payload generated substantial data, including over 1,000 meters of film from visual recordings and substantial telemetry from sensors across the mission's 130 orbits. The RMS was used for multiple deployments and retrievals of the PDP, enabling precise positioning for these experiments.^[1]

Mission Anomalies

In-Flight Technical Issues

During the ascent phase on the first day of the mission, Auxiliary Power Unit 1 (APU-1) experienced overheating due to a freeze-up in the Water Spray Boiler cooling system caused by ice formation from in-flight vacuum-induced freezing of water in the system.^[25] The crew mitigated the issue by reducing APU-1 usage to prevent further thermal stress, while the other two APUs operated nominally.^[26] Post-mission analysis confirmed the root cause as a blockage in the cooling system, leading to design improvements in water intrusion prevention for subsequent flights, such as using an azeotropic mixture for thermal control.^[25] All three APUs performed reliably during re-entry despite the earlier anomaly.^[26] The orbiter's thermal protection system sustained significant damage, with 36 tiles completely lost and 19 others partially damaged primarily during ascent from debris and aerodynamic forces.^[26] Additional erosion occurred on some tiles due to plasma exposure during re-entry, though the overall integrity remained sufficient to withstand temperatures exceeding 2,000°F without compromising vehicle safety.^[26] This incident highlighted ongoing challenges with tile adhesion, prompting enhanced pre-flight inspections and replacement protocols ahead of STS-4.^[26] Communication systems encountered brief blackouts in the S-band transponder links on mission days 4 and 6, attributed to temporary antenna misalignment from orbiter attitude variations.^[1] These interruptions lasted only minutes but reduced data downlink rates until resolved through crew-initiated attitude adjustments to realign the antennas with ground stations.^[1] Backup FM, UHF, and high-power S-band channels remained operational, ensuring no critical mission objectives were affected.^[26] The waste management system, specifically the toilet, malfunctioned starting on day 2, failing to properly separate liquids and solids.^[1] Crew manual interventions were required, involving the use of containment bags and improvised procedures to manage waste collection.^[1] The issue stemmed from a valve or pump irregularity but did not delay any scheduled activities or impact the overall mission timeline.^[1] Functionality was partially restored later in the flight through adjustments, though reliance on backups persisted until landing.^[1]

Crew Health and Contingencies

Both crew members of STS-3 experienced symptoms of space adaptation syndrome shortly after reaching orbit. Commander Jack R. Lousma reported nausea and vomiting approximately 19 minutes into the flight, following the orbital maneuvering system burn, while Pilot C. Gordon Fullerton noted dizziness and disorientation on flight day 1. Lousma's symptoms were managed with two doses of Scope/Dex (scopolamine and dextroamphetamine) on day 1, with additional doses on days 2 and 3, leading to faster recovery by day 4; Fullerton's condition included anorexia and lassitude that persisted longer, requiring three doses on day 1, two on day 2, and one on day 3, with improvement also by day 4. These mild cases were addressed through rest and medication, without significant impact on mission operations.^[27] Medical contingency procedures emphasized proactive monitoring via daily private medical conferences between the crew and flight surgeons, allowing for real-time adjustments such as rescheduling tasks on day 3 to accommodate recovery from space adaptation syndrome. In the event of severe health issues, standard Space Shuttle protocols included options for abort-to-orbit to stabilize the vehicle or an early deorbit for medical evacuation, supported by backup systems like the auxiliary power units to ensure emergency power availability during such maneuvers. The Emergency Medical Services System was prepared for post-landing support, deploying smoothly at Northrup Strip despite weather challenges.^[27]^[28] Daily routines were adapted to prioritize crew health, with scheduled 6-hour workdays focused on recovery and essential tasks; sleep shifts were adjusted after interference from unexplained static noise on day 2, granting an extra hour of rest on day 3. Hydration was closely monitored, particularly given reduced appetite from space adaptation syndrome and a malfunction in the waste collection system, which affected hygiene but did not severely limit fluid intake—Lousma remained conscious of maintaining levels, and pre-entry consumption of 1000 cc of electrolyte solution ensured adequate status for both crew members. Exercise routines, such as passive treadmill use on day 6, further supported physiological adaptation.^[27]^[1] As the first all-pilot crew, comprising experienced test pilots Lousma and Fullerton, the duo exhibited strong dynamics with no reported interpersonal issues; psychological evaluations noted excellent mental status throughout, with the crew in high spirits by day 7 and appropriate post-flight demeanor indicating effective stress management. The static noise from in-flight technical anomalies briefly increased workload by disrupting rest but did not lead to broader psychological strain.^[27]^[2]

Re-entry and Landing

Deorbit Preparation

As the STS-3 mission approached its conclusion on flight day 8, the crew of Columbia initiated deorbit preparations to transition from orbital operations to atmospheric reentry. The primary maneuver was a single Orbital Maneuvering System (OMS) engine firing at approximately 15:00 UTC on March 30, 1982, over Australia, which reduced the orbiter's velocity by about 100 m/s to target the reentry interface at 400,000 feet altitude.^[2]^[29] This burn lasted 2 minutes and 38 seconds, successfully dropping the perigee into the sensible atmosphere for the subsequent descent.^[2] Systems reconfiguration began roughly two hours prior to the burn, with the payload bay doors closed to protect the thermal protection system (TPS) and internal components from reentry heating. The Remote Manipulator System (RMS) arm, tested extensively during the mission, was stowed securely in its bay to prevent interference during reentry dynamics. Crew members conducted a final TPS inspection using onboard television cameras to verify the integrity of the orbiter's heat shield tiles, confirming no critical damage from orbital activities. Additionally, the flight control software was reconfigured to the automatic reentry mode, enabling the primary guidance system to handle the high-speed atmospheric entry profile while preserving manual backup capabilities.^[2]^[30] Weather assessments played a critical role in finalizing the deorbit timeline, as persistent adverse conditions influenced landing site selection and timing. Edwards Air Force Base, the primary site, had been flooded by heavy rains earlier in the mission, designating White Sands Space Harbor in New Mexico as the alternate landing location. Crosswinds at White Sands were evaluated at around 15 knots, within acceptable limits but requiring a one-orbit delay to allow improvement, ensuring safer touchdown conditions.^[2]^[31] Crew procedures emphasized safety and readiness, with astronauts Jack Lousma and C. Gordon Fullerton donning their pressure suits approximately one hour before the deorbit burn to prepare for potential cabin depressurization or emergency scenarios. Backup plans included manual guidance overrides in case of primary computer or inertial measurement unit failures, drawing on the mission's earlier systems testing to mitigate risks during the critical orbital-to-atmospheric transition.^[2]

Approach and Touchdown

Following the deorbit burn, Columbia entered Earth's atmosphere over the Indian Ocean, initiating re-entry at an altitude of approximately 400,000 feet about 27 minutes later. Peak heating occurred roughly 25 minutes post-deorbit, with the orbiter's thermal protection system withstanding temperatures exceeding 3,000°F while the crew endured g-forces up to 1.59 g during the high-drag phase. A communications blackout, caused by the ionized plasma sheath enveloping the vehicle, lasted 16 minutes, limiting ground contact until Mach 14.^[2]^[30]^[19] As Columbia transitioned to the terminal area energy management (TAEM) phase at Mach 2.5 and an altitude of about 22,000 feet, Commander Jack R. Lousma engaged the experimental autoland system at 10,094 feet to test automated guidance capabilities. A phugoid oscillation with a 12-second period emerged shortly after, manifesting as uncommanded attitude variations that exceeded nominal tolerances, prompting Pilot C. Gordon Fullerton—drawing on his extensive test pilot background—to assume manual control at approximately 200 feet and 280 knots. This intervention stabilized the vehicle during the preflare maneuver, where g-forces peaked at 1.4 g, ensuring a safe transition to the final approach over New Mexico.^[19]^[30] Columbia touched down at 16:04:46 UTC on March 30, 1982, on Runway 17 at the Northrup Strip dry lakebed, White Sands Space Harbor, New Mexico—the program's first and only landing at this contingency site, selected due to weather issues at primary locations. Main gear contact occurred at 225 knots with a 28-foot right offset, followed by rollout of 13,732 feet (about 2.6 miles) and 83 seconds duration across the gypsum-rich surface, which generated significant dust clouds. The nose skid deployed at 175 knots, and wheel brakes were applied to halt the vehicle after 129 orbits and a total mission duration of 8 days, 4 minutes, and 46 seconds.^[1]^[19] Post-touchdown, the fine gypsum dust permeated the orbiter's systems, including auxiliary power units and orbital maneuvering system engines, causing contamination that required extensive cleanup and maintenance before Columbia's ferry flight back to Kennedy Space Center on April 6. This intrusion highlighted environmental challenges of the White Sands site, leading to procedural updates for future contingency landings.^[21]^[2]

Post-Mission Evaluation

Orbiter Assessment

Following landing at the White Sands Space Harbor on March 30, 1982, a detailed inspection of the Orbiter Columbia revealed issues with its thermal protection system (TPS). Engineers confirmed that 25 tiles were missing, primarily from the nose area, as identified during an in-flight inspection using the Remote Manipulator System and verified post-landing by ground teams.^[2] No critical breaches occurred that compromised the vehicle's structural integrity during reentry, though the missing tiles and additional damage to others necessitated repairs prior to the STS-4 mission to ensure TPS readiness.^[2] Analysis of the propulsion systems post-mission identified contamination from the gypsum-laden dust at the landing site, which infiltrated various components.^[32] The auxiliary power units experienced overheating during ascent but operated nominally during descent.^[1] Ground handling operations were significantly impacted by the pervasive gypsum dust raised during touchdown and exacerbated by winds, which contaminated the brakes, landing gear, and other external surfaces. Cleanup efforts required approximately one week of intensive work before Columbia could be safely mounted on the Shuttle Carrier Aircraft for its ferry flight back to Kennedy Space Center on April 6, 1982, delaying the post-mission turnaround process.^[32] Traces of the fine dust persisted in the orbiter's systems despite thorough decontamination, influencing future maintenance protocols for desert landings.^[33] Review of the Data and Flight Instrumentation (DFI) tapes from the ascent phase confirmed that loads on the vehicle aligned closely with pre-mission predictions, validating the External Tank (ET) performance to within approximately 1% of expected parameters and supporting the orbiter's qualification for operational missions.^[34] This analysis, combined with the successful extension of the mission to eight days, underscored Columbia's robust systems despite the anomalies encountered.^[2]

Mission Outcomes and Legacy

The STS-3 mission achieved its primary objectives as the final orbital test flight of the Space Shuttle program, successfully demonstrating an eight-day endurance capability for the orbiter Columbia and verifying the integrated performance of the shuttle stack, including the solid rocket boosters and external tank, over 130 orbits covering 3.335 million miles.^[1] This endurance test marked a significant milestone, extending the mission duration by one day to a then-record length due to weather delays at primary landing sites, thereby paving the way for the transition to operational flights beginning with STS-5.^[2] Key achievements included the certification of the Remote Manipulator System (RMS) as fully operational after the crew successfully grappled and maneuvered the Plasma Diagnostics Package payload, enabling future satellite deployments and retrievals.^[2] Additionally, the Office of Space Science-1 (OSS-1) experiment pallet yielded valuable data on plasma physics and the near-Earth space environment, advancing understanding of spacecraft contamination and solar interactions through nine integrated payloads.^[2] STS-3 contributed substantially to shuttle program enhancements by validating the unpainted external tank design, which eliminated the need for white paint on the foam insulation starting with this flight and reduced tank weight by approximately 600 pounds (272 kg), thereby increasing payload capacity for subsequent missions.^[17] Thermal response testing during the mission, involving extended exposures in various attitudes such as tail-to-Sun and nose-to-Sun orientations, provided critical data that influenced improvements to the orbiter's thermal protection tiles following issues observed on STS-2, enhancing overall reusability and durability.^[35] These validations built on prior test flights, confirming the shuttle's readiness for routine operations and supporting engineering refinements that extended Columbia's service through 28 missions until its retirement in 2003.^[1] The mission's legacy endures through its unique landing at White Sands Space Harbor in New Mexico—the only such occurrence in shuttle history—necessitated by adverse weather, which tested emergency contingency procedures and highlighted the program's flexibility.^[2] Commander Jack R. Lousma's STS-3 flight was his final space mission, while pilot C. Gordon Fullerton later commanded STS-51-F in 1985, applying lessons from the test flights to operational challenges.^[36] OSS-1 results also laid early groundwork for microgravity and space environment research, though these contributions remain underrecognized compared to later shuttle science payloads, with no comprehensive digitization of experiment archives reported as of 2025.^[35] Overall, STS-3 solidified the shuttle as a reliable platform for scientific and technological advancement, influencing decades of human spaceflight.^[2]

Symbolic Elements

Mission Insignia

The STS-3 mission insignia features the Space Shuttle Columbia in orbit against a black background representing space, with the Remote Manipulator System (RMS) arm grasping the Plasma Diagnostics Package (PDP) payload. The open payload bay displays various experiments, symbolizing the mission's focus on scientific testing and orbiter performance evaluation. Three prominent orange triangles point outward from the design, denoting the third flight in the Space Transportation System sequence. ^[37]

Wake-up Calls

The wake-up call tradition, which involved playing music to rouse the crew at the start of each orbital day, was employed during STS-3 to boost morale and mark the passage of time in space. Broadcast from Mission Control in Houston by the capsule communicator (CAPCOM), these selections often reflected themes relevant to the mission or the astronauts' backgrounds, with commander Jack Lousma, a Marine Corps veteran, and pilot C. Gordon Fullerton, an Air Force colonel, occasionally influencing the choices through their service histories.^[38] On flight day 2 (March 23, 1982), the crew was awakened by "On the Road Again" by Willie Nelson, a fitting nod to the ongoing journey through space. The following day, flight day 3 (March 24), featured the "Marine Corps Hymn" to honor Lousma's naval aviation service in the Marines. Flight day 4 (March 25) brought "The Air Force Song" ("Off We Go Into the Wild Blue Yonder"), selected specifically to recognize Fullerton's career as an Air Force test pilot.^[38] As the mission progressed, flight day 5 (March 26) included "Sailing" by Christopher Cross. On flight day 6 (March 27), an exchange of tunes occurred: the crew responded to Mission Control's "Those Magnificent Men in Their Flying Machines" (the film theme) by playing "I'm Sitting on Top of the World," highlighting the interactive spirit of the tradition. Flight day 7 (March 28) featured "Six Days on the Road and I'm Gonna Make It Home Tonight" by Dave Dudley, with lyrics humorously adapted to reflect the mission's eight-day duration. The final wake-up on flight day 8 (March 29) was the patriotic "This Is My Country," to which the crew replied by replaying the "Air Force Song" and "Marine Corps Hymn," underscoring their military roots.^[38]

References

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STS-3 - NASA
STS-3. Occurred 44 years ago. Third test flight of the Space Shuttle. Orbiter. Columbia. Mission Duration. 8 days, 0 hours, 4 minutes, and 46 seconds. Launch.Missing: facts | Show results with:facts
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40 Years Ago: STS-3, Columbia's Third Mission to Space - NASA
Mar 22, 2022 · Space shuttle Columbia took to the skies on March 22, 1982, for its third trip into space. Astronauts Jack R. Lousma and C. Gordon Fullerton rode the reusable ...Missing: facts | Show results with:facts
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[PDF] Biographical Data - NASA
THOMAS K. MATTINGLY II (REAR ADMIRAL, USN, RET.) NASA ASTRONAUT (DECEASED). PERSONAL DATA: Born in Chicago, Illinois, March 17, 1936. Died on October. 31 ...
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NASA Astronaut Hank Hartsfield, Led First Flight of Space Shuttle ...
Jul 18, 2014 · Hartsfield was born Nov. 21, 1933, in Birmingham, Alabama. He graduated from West End High School in Birmingham and in 1954 earned a bachelor's ...
[5]
[PDF] NASA JOHNSON SPACE CENTER ORAL HISTORY PROJECT
: Can you talk to us about your duties as a support crew ... when they went up on Columbia STS-3, so I was the prime CapCom. ... STS-3, a couple things. I was ...
[6]
Former NASA Astronaut Steven Nagel, Veteran of Four Shuttle ...
Aug 22, 2014 · ... support crew and primary entry CAPCOM for STS-3. He first flew in space as a mission specialist on Discovery's STS-51G, launched June 17 ...
[7]
[PDF] Chronology of KSC and KSC Related Events for 1982
Mar 1, 1984 · Orbiter Columbia was launched three times in 1982. STS-3 and STS-4 were develqpment flights; STS-5 was the first operational flight carrying a ...
[8]
The OSS-1/STS-3 mission - NASA Technical Reports Server (NTRS)
The OSS-1/STS-3 mission Integration, test, flight operations, program and science management, and experiment results from the OSS-1/STS-3 flight are reviewed.Missing: payload | Show results with:payload
[9]
OSS-1 Office of Space Sciences-1 Payload - NASA
The STS-3 mission was the third in a series of four Shuttle missions that constituted the Orbital Flight Test program. The NASA Office of Space Science, now ...
[10]
Electrophoresis tests on STS-3 and ground control experiments
One of the major objectives of the Electrophoresis Equipment Verification Tests (EEVT) on STS-3 was to repeat and thereby validate the first successful ...Missing: continuous flow
[11]
40 Years Ago: Preparations for STS-3, Columbia's Third Trip to Space
Dec 22, 2021 · Ground crews began preparing Columbia for its third mission, STS-3, planned for a March 1982 launch. Workers were preparing other shuttle components already at ...
[12]
STS-3 Fact Sheet | Spaceline
Mission Summary: The third test flight of a Space Shuttle continued the task of validating the orbiter for future operational flights. Testing of the Shuttle's ...
[13]
Development of baseline random vibration environment criteria for ...
This paper presents a statistical evaluation of measured random vibration response data obtained from the Office of Space Science-1 (OSS-1) pallet payload.Missing: dimensions | Show results with:dimensions
[14]
NASA Selects Contractor for Space Shuttle External Tank
Aug 16, 2023 · Right: The rollout of STS-3 with ET-4, the first tank to sport an orange color. After completing the vibration tests at MSFC, the GVTA traveled ...Missing: unpainted | Show results with:unpainted
[15]
[PDF] The Evolution of Utilizing Manual Throttles to Avoid Excessively Low ...
STS-3 in March of 1982 was the first flight where a TAL abort recommendation ... It proposed throttling the SSME from 104% → 100% →90% →65% Power ...
[16]
None
Summary of each segment:
[17]
Looking Back At STS-3 With A 30 Year Perspective - Aero-News.net
Mar 22, 2012 · " This "passive thermal control" mode was done for three 10 hour periods. ... The same exercise had been performed in the simulator numerous times ...
[18]
[PDF] SPACE SHUTTLE MISSIONS SUMMARY
The NASA STI. Program Office provides access to the NASA STI. Database, the largest collection of aeronautical and space science STI in the world. The Program ...
[19]
STS-3
Payloads included the 8,740lb Office of Space Science (OSS-1) Pallet consisting of the Plant Lignification Experiment, the Plasma Diagnostic Package (PDP), the ...Missing: OAST- | Show results with:OAST-
[20]
[PDF] Further observations of space shuttle plasmaelectrodynamic effects ...
During the 9-day STS-3 mission, the PDP was deployed up to 15 m above the Orbiter payload bay with the Remote Manipulator. System. (RMS) on mission days three ...
[21]
None
### Summary of PDP Deployment and Maneuvers During STS-3
[22]
OSS-1/STS-3 Shuttle induced atmosphere experiment
Coordinated and sometimes simultaneous observations were successfully made from Hawaii and from STS-3 to provide unique information on atmospheric sources and ...Missing: list | Show results with:list
[23]
Insect Flight Observation at Zero Gravity
The main purpose of the experiment was to observe and compare the flight responses of the three species of insects, which have somewhat different flight control ...Missing: 1 | Show results with:1
[24]
[PDF] Selected Lessons Learned in Space Shuttle Orbiter Propulsion and ...
By the end of the 30-year program, the fuel cells could be purged every 96 hours or when a 0.2V decay had been observed, whichever came first. ... ☼ Training of ...
[25]
[PDF] 19830001835.pdf
Mar 29, 1982 · About seven minutes after launch, a sensor flashed a message that one of the three. Auxiliary Power Units (APUs) on Columbia was overheating ...
[26]
[PDF] STS-3 Medical Report
Sep 16, 1982 · Approximately48 hours of RMS testingwere completedduring STS-3. The major compromiseto the RMS tests was caused by the loss of the wrist TV ...
[27]
[PDF] Columbia Crew Survival Investigation Report - NASA
3. Columbia Accident Investigation Board Report, Volume III, Appendix E.2, STS-107 Image Analysis Team Final. Report, October 2003. 2.2 Orbiter Breakup ...Missing: routines hydration<|separator|>
[28]
[PDF] ORBITAL MANEUVERING SYSTEM DESIGN EVOLUTION C ...
The Space Shuttle was planned to accomplish a wide variety of missions. The reference mission. (satellite deltvery/retrleval to a lO0-nauttcal-mtle ctrculm".
[29]
[PDF] yR5/--)- "Fn7 - _,/ 3"75 - NASA Technical Reports Server
The STS-3 entry was made on March 30, 1932 to Northrup. Strip at White Sands, New Mexico. The primary test objectives were to gather additional stability and ...
[30]
STS-3 Columbia Lands at the White Sands Missile Range, NM - NASA
Mar 30, 1982 · Crewed by NASA astronauts Jack Lousma and Gordon Fullerton, Columbia had been diverted from its planned landing at Edwards Air Force Base in ...Missing: reason | Show results with:reason
[31]
STS-3, busiest and most successful test mission
STS-3, busiest and most successful test mission A short description of the Space Shuttle Orbiter Columbia's third orbital test flight is presented.Missing: vehicle systems
[32]
Former Astronaut Jack R. Lousma - NASA
Aug 11, 2025 · Lousma, selected in NASA Astronaut Group 5 in 1966, served as the pilot on the Skylab 3 mission and the commander of the third shuttle test ...
[33]
[PDF] Chronology of wakeup calls | NASA
STS-3. March 22-30, 1982. 3/23/82. “On the Road ... 5/22/2010. “Lord We Have Seen the Rising Sun” by Matt Redman was played for. Mission Specialist Mike Good.