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ASCENT Ascent was normal. Main engine and solid rocket booster (SRB) ignition were accompanied with the anticipated noise and motion. One crewmember subjectively equated the vibration to riding a freight train; in particular, the metallic nature of the noise and motion. The new roll rate off the pad was considered comfortable. Attitude errors encountered in the high dynamic pressure region were large as had been predicted preflight due to the ascent winds. The main engines were throttled several percent lower than had been predicted, presumably due to hot SRBs. Otherwise the first stage trajectory appeared normal. As reported on previous flight, white debris was observed coming over the noise, several pieces of which impacted the windows. Large stains were left on window 3 and 4 from this debris. Post-SRB separation, a call of "first stage performance low" was recieved. This call was intended as an indication to the crew that in the event of a stuck throttle and lost communication, the crew should shutdown that engine at 23,000 to preclude a low net positive suction pressure (NPSP) problem. This call had not been recieved in any of the intergrated simulations and did cause concern among some crewmembers. All crewmembers should be aware that this call in itself should not cause concern about an underspeed shutdown. A subjective evaluation of reach and visibility by the Pilot (PLT) reinforced the previously reported Astronaut Office position that complex switch operation on the Orbiter Manuvering System/Reaction Control System (OMS/RCS) panels at greater than 2g's is not a reasonable task. Every effort should be made to expedite the software change request (CR) that simplifies these tasks (Recommendation (R)). It should also be pointed out that no false (or real) alarms were noted during powered flight. The delta pressure/delta time (dp/dt) alarm during the dynamic ascent phrase has been eliminated which the crew thought was a real plus. Direct insertion, meaning a higher than normal main engine cutoff (MECO) and no OMS 1, was used on this mission. This procedure has two big disadvantages. It greatly simplifies the crew tasks by eliminating the necessity of executing an OMS manoeuvre 2 minutes after MECO. In addition, it provides a large margin of underspeed protection that will still put the vehicle in a safe orbit. For these reasons, this type of insertion should be used whenever it is feasible. As a note of interest, this trajectory provided visual acquisition of the external tank prior to OMS 2 when the tank was several miles of the Orbiter. HABITABILITY Living in the Orbiter approximates a camping trip. The facilities are adequate and the living conditions are relatively comfortable. Flight stowage was appropriate for the mission with the exception of two small items: (1) The nets in the food stowage
