Apollo 1, initially designated AS-204, was planned to be the first crewed mission of the Apollo program, the American undertaking to land the first man on the Moon. It was planned to be launched on February 21, 1967, as the first low Earth orbital test of the Apollo command and service module. The mission never flew; a cabin fire during a launch rehearsal test at Cape Kennedy Air Force Station Launch Complex 34 on January 27, 1967 killed all three crew members—command pilot Gus Grissom, senior pilot Ed White, and pilot Roger B. Chaffee—and destroyed the command module (CM). The name Apollo 1, chosen by the crew, was made official by NASA in their honor after the fire.
Immediately after the fire, NASA convened an Accident Review Board to determine the cause of the fire, and both chambers of the United States Congress conducted their own committee inquiries to oversee NASA's investigation. The ignition source of the fire was determined to be electrical, and the fire spread rapidly due to combustible nylon material and the high-pressure pure oxygen cabin atmosphere. Rescue was prevented by the plug door hatch, which could not be opened against the internal pressure of the cabin. Because the rocket was unfueled, the test had not been considered hazardous, and emergency preparedness for it was poor.
During the congressional investigation, Senator Walter Mondale publicly revealed a NASA internal document citing problems with prime Apollo contractor North American Aviation, which became known as the Phillips Report. This disclosure embarrassed NASA administrator James E. Webb, who was unaware of the document's existence, and attracted controversy to the Apollo program. Despite congressional displeasure at NASA's lack of openness, both congressional committees ruled that the issues raised in the report had no bearing on the accident.
Crewed Apollo flights were suspended for twenty months while the command module's hazards were addressed. The development and uncrewed testing of the lunar module (LM) and Saturn V rocket continued. The Saturn IB launch vehicle for Apollo 1, AS-204, was used for the first LM test flight, Apollo 5. The first successful crewed Apollo mission was flown by Apollo 1's backup crew on Apollo 7 in October 1968.
Apollo crewed test flight plans
AS-204 was to be the first crewed test flight of the Apollo command and service module (CSM) to Earth orbit, launched on a Saturn IB rocket. AS-204 was to test launch operations, ground tracking and control facilities and the performance of the Apollo-Saturn launch assembly and would have lasted up to two weeks, depending on how the spacecraft performed.
The CSM for this flight, number 012 built by North American Aviation (NAA), was a Block I version designed before the lunar orbit rendezvous landing strategy was chosen; therefore it lacked the capability of docking with the lunar module. This was incorporated into the Block II CSM design, along with lessons learned in Block I. Block II would be test-flown with the LM when the latter was ready.
Director of Flight Crew Operations Deke Slayton selected the first Apollo crew in January 1966, with Grissom as Command Pilot, White as Senior Pilot, and rookie Donn F. Eisele as Pilot. Eisele dislocated his shoulder twice aboard the KC-135 weightlessness training aircraft, and had to undergo surgery on January 27. Slayton replaced him with Chaffee, and NASA announced the crew selection on March 21, 1966. James McDivitt, David Scott and Russell Schweickart were named as the backup crew.
On September 29, Walter Schirra, Eisele, and Walter Cunningham were named as the prime crew for a second Block I CSM flight, AS-205. NASA planned to follow this with an uncrewed test flight of the LM (AS-206), then the third crewed mission would be a dual flight designated AS-278 (or AS-207/208), in which AS-207 would launch the first crewed Block II CSM, which would then rendezvous and dock with the LM launched uncrewed on AS-208.
In March, NASA was studying the possibility of flying the first Apollo mission as a joint space rendezvous with the final Project Gemini mission, Gemini 12 in November 1966. But by May, delays in making Apollo ready for flight just by itself, and the extra time needed to incorporate compatibility with the Gemini, made that impractical. This became moot when slippage in readiness of the AS-204 spacecraft caused the last-quarter 1966 target date to be missed, and the mission was rescheduled for February 21, 1967.
Mission background
In October 1966, NASA announced the flight would carry a small television camera to broadcast live from the command module. The camera would also be used to allow flight controllers to monitor the spacecraft's instrument panel in flight. Television cameras were carried aboard all crewed Apollo missions.
Insignia
Grissom's crew received approval in June 1966 to design a mission patch with the name Apollo 1 (though the approval was subsequently withdrawn pending a final decision on the mission designation, which was not resolved until after the fire). The design's center depicts a command and service module flying over the southeastern United States with Florida (the launch point) prominent. The Moon is seen in the distance, symbolic of the eventual program goal. A yellow border carries the mission and astronaut names with another border set with stars and stripes, trimmed in gold. The insignia was designed by the crew, with the artwork done by North American Aviation employee Allen Stevens.
Spacecraft and crew preparation
The Apollo command and service module was much bigger and far more complex than any previous crewed spacecraft. In October 1963, Joseph F. Shea was named Apollo Spacecraft Program Office (ASPO) manager, responsible for managing the design and construction of both the CSM and the LM.
In a spacecraft review meeting held with Shea on August 19, 1966 (a week before delivery), the crew expressed concern about the amount of flammable material (mainly nylon netting and Velcro) in the cabin, which both astronauts and technicians found convenient for holding tools and equipment in place. Although Shea gave the spacecraft a passing grade, after the meeting they gave him a crew portrait they had posed with heads bowed and hands clasped in prayer, with the inscription:
It isn't that we don't trust you, Joe, but this time we've decided to go over your head.
Shea gave his staff orders to tell North American to remove the flammables from the cabin, but did not supervise the issue personally.
North American shipped spacecraft CM-012 to Kennedy Space Center (KSC) on August 26, 1966, under a conditional Certificate of Flight Worthiness: 113 significant incomplete planned engineering changes had to be completed at KSC. That was not all; an additional 623 engineering change orders were made and completed after delivery. Grissom became so frustrated with the inability of the training simulator engineers to keep up with the spacecraft changes that he took a lemon from a tree by his house and hung it on the simulator.
The command and service modules were mated in the KSC altitude chamber in September, and combined system testing was performed. Altitude testing was performed first uncrewed, then with both the prime and backup crews, from October 10 through December 30. During this testing, the environmental control unit in the command module was found to have a design flaw, and was sent back to the manufacturer for design changes and rework. The returned ECU then leaked water/glycol coolant, and had to be returned a second time. Also during this time, a propellant tank in another service module had ruptured during testing at NAA, prompting the removal from the KSC test chamber of the service module so it could be tested for signs of the tank problem. These tests were negative.
In December the second Block I flight AS-205 was canceled as unnecessary; Schirra, Eisele and Cunningham were reassigned as the backup crew for Apollo 1. McDivitt's crew was now promoted to prime crew of the Block II/LM mission, re-designated AS-258 because the AS-205 launch vehicle would be used in place of AS-207. A third crewed mission was planned to launch the CSM and LM together on a Saturn V (AS-503) to an elliptical medium Earth orbit (MEO), to be crewed by Frank Borman, Michael Collins and William Anders. McDivitt, Scott and Schweickart had started their training for AS-258 in CM-101 at the NAA plant in Downey, California, when the Apollo 1 accident occurred.
Once all outstanding CSM-012 hardware problems had been fixed, the reassembled spacecraft completed a successful altitude chamber test with Schirra's backup crew on December 30. According to the final report of the accident investigation board, "At the post-test debriefing the backup flight crew expressed their satisfaction with the condition and performance of the spacecraft." This would appear to contradict the account given in the 1994 book Lost Moon: The Perilous Voyage of Apollo 13 by Jeffrey Kluger and astronaut James Lovell, that "When the trio climbed out of the ship, ... Schirra made it clear that he was not pleased with what he had seen," and that he later warned Grissom and Shea that "there's nothing wrong with this ship that I can point to, but it just makes me uncomfortable. Something about it just doesn't ring right," and that Grissom should get out at the first sign of trouble.
After the successful altitude tests, the spacecraft was removed from the altitude chamber on January 3, 1967, and mated to its Saturn IB launch vehicle on pad 34 on January 6.
Grissom said in a February 1963 interview that NASA could not eliminate risk despite precautions:
An awful lot of people have devoted more effort than I can describe to [make] Project Mercury and its successors, as safe as humanly possible ... But we also recognize that there remains a great deal of risk, especially in initial operations, regardless of planning. You just can't forecast all the things that could happen, or when they could happen.
"I suppose that someday we are going to have a failure. In every other business there are failures, and they are bound to happen sooner or later", he added. Grissom was asked about the fear of potential catastrophe in a December 1966 interview:
You sort of have to put that out of your mind. There's always a possibility that you can have a catastrophic failure, of course; this can happen on any flight; it can happen on the last one as well as the first one. So, you just plan as best you can to take care of all these eventualities, and you get a well-trained crew and you go fly.
Accident
Plugs-out test
The launch simulation on January 27, 1967, on pad 34, was a "plugs-out" test to determine whether the spacecraft would operate nominally on (simulated) internal power while detached from all cables and umbilicals. Passing this test was essential to making the February 21 launch date. The test was considered non-hazardous because neither the launch vehicle nor the spacecraft was loaded with fuel or cryogenics and all pyrotechnic systems (explosive bolts) were disabled.
At 1:00 pm EST (18:00 GMT) on January 27, first Grissom, then Chaffee, and White entered the command module fully pressure-suited, and were strapped into their seats and hooked up to the spacecraft's oxygen and communication systems. Grissom immediately noticed a strange odor in the air circulating through his suit which he compared to "sour buttermilk", and the simulated countdown was put on hold at 1:20 pm, while air samples were taken. The odor's cause was not found, and the countdown was resumed at 2:42 pm. The accident investigation found this odor to be unrelated to the fire.
Three minutes after the count was resumed the hatch installation was started. The hatch consisted of three parts: a removable inner hatch which stayed inside the cabin; a hinged outer hatch which was part of the spacecraft's heat shield; and an outer hatch cover which was part of the boost protective cover enveloping the entire command module to protect it from aerodynamic heating during launch and from launch escape rocket exhaust in the event of a launch abort. The boost hatch cover was partially, but not fully, latched in place because the flexible boost protective cover was slightly distorted by some cabling run under it to provide the simulated internal power (the spacecraft's fuel cell reactants were not loaded for this test). After the hatches were sealed, the air in the cabin was replaced with pure oxygen at 16.7 psi (115 kPa), 2 psi (14 kPa) higher than atmospheric pressure.
Movement by the astronauts was detected by the spacecraft's inertial measurement unit and the astronauts' biomedical sensors, and also indicated by increases in oxygen spacesuit flow, and sounds from Grissom's stuck-open microphone. The stuck microphone was part of a problem with the communications loop connecting the crew, the Operations and Checkout Building, and the Complex 34 blockhouse control room. The poor communications led Grissom to remark: "How are we going to get to the Moon if we can't talk between two or three buildings?"
The simulated countdown was put on hold again at 5:40 pm while attempts were made to troubleshoot the communications problem. All countdown functions up to the simulated internal power transfer had been successfully completed by 6:20 pm, and at 6:30 the count remained on hold at T minus 10 minutes.
Fire
The crew members were using the time to run through their checklist again, when a momentary increase in AC Bus 2 voltage occurred. Nine seconds later (at 6:31:04.7), one of the astronauts (some listeners and laboratory analysis indicate Grissom) exclaimed "Hey!", "Fire!", or "Flame!"; this was followed by two seconds of scuffling sounds through Grissom's open microphone. This was immediately followed at 6:31:06.2 (23:31:06.2 GMT) by someone (believed by most listeners, and supported by laboratory analysis, to be Chaffee) saying, "[I've / We've] got a fire in the cockpit." After 6.8 seconds of silence, a second, badly garbled transmission was heard by various listeners (who believed this transmission was made by Chaffee) as: