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[i]SCOTT: I looked out of the window, and I could see Hadley Delta. We seemed to be floating across Hadley Delta and my impression at the time was that we were way long because I could see the mountain out of the window and we were still probably 10,000 to 11,000 feet high. I couldn't see the rille out the forward corner of the window, which you could on the simulator, out the left forward corner. So I had the feeling from the two calls that we were going to be long and south. When we pitched over, we got P64 right on time. As we pitched over and I looked out, there were very few shadows as far as craters go. I think the model gave us the impression that we could see many craters on the surface because of the shadow lines. I believe the overall problem was the enhancement of photography that was a little too high fidelity. In other words, I think they over-enhanced the photography and made themselves think the terrain had more topographic relief than it really did. When we pitched over, I couldn't convince myself that I saw Index Crater anywhere. I saw, as I remember, a couple of shadowed craters, but not nearly as many as we were accustomed to seeing. I measured my east-west displacement by my relative position to the rille, and I could see we were in fairly good shape, relative to the rille, but we were south. I could see the secondaries. I could see some shadowing in the areas in which the secondaries occurred. Knowing that we were 3000 feet south, which I'm sure will be discussed in the debriefing because that's not what they meant. I don't know whether you know that or not. They didn't mean 3000 feet south apparently. They meant azimuth. They meant that we were not coming in on 91 degrees. We were coming in at some other azimuth. But my interpretation was that our landing point had been moved. I'm sure we'll get that in the debriefing, but that was a confusing call. We were south, and I redesignated immediately four clicks to the right, and then very shortly thereafter, after you called me again on the LPD numbers, I redesignated two more right and three uprange.
I saw what I thought was Salyut Crater and the smaller crater to the north of Salyut, both of which are quite subdued on the model. I think, in fact, what I was seeing was Last Crater. Punch that. The Last Crater on the model is rather a sharp rim crater with shadows, and Salyut and the one north of Salyut are rather subdued. I think what I selected was a landing site relative to Last Crater rather than Salyut Crater, but it looked like Salyut and the one north of Salyut to me, and that's where I redesignated to. I'm not sure how many other redesignations I put in heading for the target as Jim called the numbers. I may have put in a couple more. I got busy, at that time, attempting to select a point for the actual landing. I guess our preflight philosophy had been that if we were on target, we would try to land exactly on target. If we had a dispersion, we could select some point within a 1-kilometer circle which looked like a good place to land and would land as soon as possible so as not to get behind on the propellant curve. Once I realized that we were not heading for the exact landing site, and that I didn't have a good location relative to Index Crater, I picked what I thought was a reasonably smooth area and headed directly for that. We got down to 400 feet, and we had planned to switch to P66. I gave one ROD click at that time. Jim called me on the P66, which verified the ROD was working, and I went down to 200 feet and started rounding out at 150 feet.
I could see dust - just a slight bit of dust. At about 50 to 60 feet, the total view outside was obscured by dust. It was completely IFR. I came into the cockpit and flew with the instruments from there on down. I got the altitude rate and the altitude from Jim, and rounded out to 15 feet and 1 foot per second for the last portion. When Jim called a CONTACT LIGHT, I pushed the STOP button, which had been in the plan. Knowing that the extension on the engine bell was of some concern relative to ground contact, it had been my plan to shut the engine down as soon as possible after Jim had called the contact and to attempt to be at some very low descent rate, which we felt that we were at the time. The next event was the contact with the ground, which I guess was somewhat harder than the 1 foot per second.
One of the sensations in the LLTV which helped me was contact on the order of 1 foot per second, which feels rather hard with a tightly sprung system like you have on either of those two vehicles. We landed in a shallow depression on the rear pad. I think the rear footpad was in a 5- by 15-foot shallow crater. Wouldn't you say that was about the order?
IRWIN: 15 to 25 feet in diameter.
SCOTT: It gave us a tilt of about 10 degrees left and 10 degrees up, which was subsequently no problem. There was a rumble when we landed. I think all the equipment on board rattled. It seemed as if I could hear it all when we landed, like you would shake the vehicle. Couldn't you hear that?
IRWIN: Yes, I agree.
SCOTT: Soon thereafter, we called Houston and informed them we were on the ground.
IRWIN: The propellant was about 6 percent.[/i]
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