Deke Slayton

The 1941 attack on Pearl Harbor by the Japanese Empire occurred during Slayton's senior year of high school. He initially wished to join the U.S. Navy, but joined the U.S. Army Air Forces when they began accepting high school graduates to fly.[2]^:17[note 1] After graduation, Slayton moved to San Antonio, Texas, and entered the Aviation Cadet Training Program. He was initially medically delayed because of his severed ring finger, but was deemed able to fly. Slayton began flight training in Vernon, Texas, where he trained on the Fairchild PT-19, the PT-17 Stearman, and the AT-6 Texan. After three months of primary training, Slayton moved to Waco, Texas for basic flight training, where he flew the BT-13 Valiant. Despite Slayton's wishes to fly single-engine fighter aircraft, he was selected to fly multi-engine aircraft. Slayton began multi-engine training on the Beechcraft AT-10, Cessna AT-12, and the Curtis 18-I. Slayton graduated from flight training on April 22, 1943, and was assigned to fly on the B-25 Mitchell, his last choice for aircraft.[2]^:18–22

Slayton moved to Columbia Army Air Base in South Carolina for the three-month-long B-25 Mitchell training. After completing training, he was assigned to the 340th Bombardment Group, and departed for the European theater of operations on ship from Newport News, Virginia. After a stop in Zerni, North Africa, his convoy travelled to Naples, Italy. While traveling near the Strait of Gibraltar, their ships came under attack from German bombers and submarines.[2]^:23–24 After he arrived in Naples, the 340th Bombardment Group moved to San Petrazio, where Slayton flew combat missions into the Balkan Peninsula. After six weeks, he moved to Foggia, where 48 aircraft were destroyed after an eruption of Mount Vesuvius. Afterwards, Slayton flew out of Salerno and Corsica, where he upgraded from copilot to pilot. After 56 combat sorties, Slayton completed his combat tour and returned to the U.S. in May 1944.[2]^:26–32

Immediately upon his return to Columbia Army Air Base to serve as a B-25 instructor, Slayton applied and was accepted to fly the new A-26 Invader bomber aircraft. He moved to Selfridge Field in Michigan for training, and began preparing for a deployment to the Pacific. In July 1945, he arrived on Okinawa Island and joined the 319th Bombardment Group. He flew seven combat missions over Japan, and encountered little Japanese resistance. Slayton flew his final combat mission on August 12, three days after the bombing of Nagasaki, and spent two months waiting for his return to the U.S. After the war, Slayton worked as B-25 instructor in Albany, Georgia and Boca Raton, Florida, and separated from the Army in November 1946.[2]^:33–40[3]

After he was discharged from the Army, Slayton enrolled at the University of Minnesota, in Minneapolis, and studied aeronautical engineering. As a student, he supported himself using the GI Bill and by working at a Montgomery Ward warehouse. He graduated with a bachelor's degree in 1949, and accepted a job as an engineer with the Boeing Aircraft Corporation at Seattle, Washington.[4] After moving to Seattle, Slayton lived in a rooming house and began working as a junior design engineer. While at Boeing, he worked on the B-52 Stratofortress and the KC-97 Stratofreighter.[2]^:40–47

While he was a college student, Slayton joined the Air Force Reserve, and was a T-6 Texan pilot flying out of Minneapolis–Saint Paul International Airport. He transitioned to the Minnesota Air National Guard (ANG), after accepting a demotion from captain to second lieutenant, to allow him to fly the A-26 Invader and P-51 Mustang. He left the Minnesota ANG when he moved to Seattle. Slayton attempted to join an Air Force Reserve unit in Seattle at the start of the Korean War, but was rejected on the grounds that his inactive reserve status had expired. He contacted his previous squadron commander in Minnesota, and accepted his offer to rejoin his former squadron in February 1951. Upon his return, Slayton was initially medically disqualified from flying for his eyesight. He served as a maintenance officer while waiting for his medical clearance, and then became a maintenance flight test officer once he had returned to flying status.[2]^:40–49

In 1952, Slayton transferred to active duty Air Force from the Air National Guard. After completing his education at Air Command and Staff School, he was assigned as a maintenance inspector at Twelfth Air Force Headquarters in Wiesbaden Army Airfield, West Germany. He additionally served as an F-86 Sabre pilot and maintenance officer with the 36th Fighter Day Wing at Bitburg Air Base, West Germany. While stationed in Germany, he met Marjorie Lunney, and married her on May 18, 1955.[3][2]^:52–54

At the start of his assignment in Germany, Slayton applied to the Air Force Test Pilot School (TPS), but was rejected on the basis that he had to complete his current three-year assignment. He reapplied and was accepted in 1955, and joined TPS Class 55C. After graduating in December 1955, he became a test pilot at the Flight Test Center at Edwards Air Force Base, California. He tested the F-101, F-102, F-104, F-105, and F-106.[5] He was first assigned to the F-102, and tested the Matador and Genie missiles, and later tested the stall-spin characteristics of the F-105.[6] In 1958, he helped test Britain's first supersonic fighter, English Electric P1B Lightning.[2]^:55–65

Deke Slayton

In January 1959, Slayton was selected as one of the candidates for NASA's Project Mercury, the first U.S. crewed space flight program. Despite his initial lack of interest in spaceflight, he agreed to pursue astronaut selection. After an initial interview at the temporary NASA headquarters in the Dolley Madison House in Washington, D.C., Slayton was psychologically and physically tested at the Lovelace Clinic in Albuquerque, New Mexico, along with fellow future astronauts Scott Carpenter and Jim Lovell. On April 2, 1959, Slayton was notified of his selection as an astronaut. He moved his family from Edwards Air Force Base to a housing development near Fort Eustis, where he was neighbors with fellow Mercury Seven astronauts Gus Grissom and Wally Schirra.[1][2]^{:66, 69–75}

After he began at NASA, Slayton was assigned to the development of the Convair Atlas LV-3B.[7]^:98 In 1959, he was training in a centrifuge, and underwent an electrocardiogram; it was found that he had erratic heart activity. He received further medical evaluation at Brooks Air Force Base, and was diagnosed with idiopathic atrial fibrillation, but was considered healthy enough to continue flying.[2]^{:78–79, 85–86} During the uncrewed Mercury-Atlas 4 orbital spaceflight, he worked at the tracking station in Bermuda. He was selected for the second American crewed orbital mission, Mercury-Atlas 7, which he intended to name Delta 7.[2]^{:104–105, 110} In early 1962, NASA Administrator James Webb opened an investigation into Slayton's atrial fibrillation. On March 15, 1962, two months prior to the launch of Delta 7, Slayton was medically disqualified from his flight, and was replaced on the mission by Scott Carpenter.[2]^:111–114[8][9] Initially, Slayton's ineligibility was only for his assigned mission, and he attempted to improve his health by exercising more regularly and abstaining from drinking alcohol. NASA leadership determined that Slayton was still at risk for his atrial fibrillation, and removed him from potentially flying on the remaining Mercury missions.[2]^:115–116[3] Flight doctors recommended a cardiac catheterization to determine if he had a congenital condition, but NASA management rejected the proposal because of the risks of the operation.[9]

Deke Slayton (on stool at left) and the Apollo 11 crew during the last pre-flight press conference

After being grounded by NASA, Slayton was selected in early 1962 to serve as the senior manager of the astronaut office. One of his first roles was to select the Group 2 astronauts, and the new class was announced in September 1962. Additionally, he was tasked with making future crew assignments, and assigned Gordon Cooper to Mercury-Atlas 9.[2]^:115–122 In an administrative restructuring in October 1963, Slayton became assistant director of Flight Crew Operations, in addition to his job managing the astronaut office. In November 1963, he resigned from his commission in the Air Force after he was permanently disqualified from flying, and became a civilian executive for NASA. After Alan Shepard was permanently grounded due to Ménière's disease, he replaced Slayton as the manager of the astronaut office, while Slayton continued to work for Flight Crew Operations, and was promoted to its director in 1966.[10][2]^:133–140[11] Slayton continued to be responsible for making crew assignments, and determined the astronauts that would fly on the Gemini and Apollo missions.[2]^{:166–168, 184} Slayton created a crew rotation, where a crew would be selected as the backup crew for a mission, and would later be the prime crew three missions later.[12]^:42

During the Apollo 1 fire, Slayton was in the Cape Canaveral LC-34 blockhouse. He was a close friend of fellow astronaut Gus Grissom, and had considered working inside the capsule to determine communications problems, and would have worked under the footrests, where the fire would later begin.[12]^:16–17[2]^{:185, 189} After the fire, Slayton called a meeting of the astronauts from the first groups to be chosen, in April 1967, and announced that they were the candidates for the first lunar landing.[12]^:27 Slayton oversaw the crew reassignments for the upcoming Apollo missions, as well as the selection for Group 6 and Group 7 astronauts. During this time, he continued to show symptoms of atrial fibrillation. After NASA Administrator James Webb decided that Apollo 8 would become a circumlunar mission, Slayton switched the previous crew to the Apollo 9 because of their experience with the lunar module, and moved both the prime and backup crew from Apollo 9 to Apollo 8. Due to his crew rotation schedule, the backup crew of Neil Armstrong, Buzz Aldrin, and Michael Collins became the primary crew for Apollo 11.[2]^{:200–203, 223–224, 250}[12]^{:58–62, 136–137} Slayton continued to assign the crew for the remaining lunar landings. Slayton chose to replace Ken Mattingly with Jack Swigert on Apollo 13, after concerns arose that Mattingly could develop measles during the mission.[12]^:288 In 1969, he made the controversial decision to assign Alan Shepard as the Apollo 13 commander, which was viewed by some astronauts as a conflict of interest, due to Shepard's previous position as head of the astronaut office. Shepard would be later reassigned to command Apollo 14, against Slayton's wishes, by the Office of Manned Spaceflight director George Mueller, who felt that Shepard needed additional training time.[12]^:346–348 After the postal covers scandal during the Apollo 15 mission, Slayton reassigned the crew to non-flying jobs, effectively ending their astronaut careers.[12]^:496–497 Slayton supported keeping Joe Engle as the lunar module pilot on Apollo 17, but was pressured by NASA management to replace him with Jack Schmitt, a scientist-astronaut.[2]^:271[12]^:450–451

While grounded, Slayton took several measures to attempt to be restored to flight status, including regularly exercising, taking vitamins, quitting cigarette smoking and coffee, and reducing his consumption of alcoholic beverages. In 1970 his palpitations became more frequent and he started taking experimental daily doses of quinidine, a crystalline alkaloid. This treatment was successful, but concerned that taking medication would still disqualify him from solo flying, Slayton stopped taking it against doctors orders.[9] In 1971, Slayton was examined at the Mayo Clinic after a long period without heart fibrillation, and was determined to not have a coronary condition. On March 13, 1972, NASA announced that Slayton had returned to flight status.[2]^{:264, 274, 275}

Deke Slayton (right) with cosmonaut Alexei Leonov in the Soyuz spacecraft

In February 1973, Slayton was assigned to the Apollo–Soyuz Test Project (ASTP) as a docking module pilot, along with commander Thomas Stafford and command module pilot Vance Brand. The American crew began a two-year training program, which included learning the Russian language and making trips to the Yuri Gagarin Cosmonaut Training Center in the USSR. He remained in a managerial role throughout the Skylab program, and resigned as Director of Flight Crew Operations in February 1974 in preparation for his upcoming flight.[2]^{:280–281, 290}[1][13]^:160–166

The Apollo and Soyuz spacecraft both launched on July 15, 1975. On July 17, 1975, the two craft joined up in orbit, and the American astronauts conducted crew transfers with cosmonauts Alexei Leonov and Valeri Kubasov. At the end of the flight, an erroneous switch setting led to noxious nitrogen tetroxide fumes from the command module's RCS thrusters being sucked into the cabin during landing, and the crew was hospitalized as a precaution in Honolulu, Hawaii, for two weeks. During hospitalization, a lesion was discovered on Slayton's lung and removed. It was determined to be benign, but he would have likely been grounded from ASTP if it had been discovered before the flight.[2]^:300–305[13]^:188–195 He was 51-years-old, making him the oldest astronaut to fly in space at the time.[10]

Deke Slayton flying T-38 (far left) during the return of B 747 SCA airplane with Space Shuttle Columbia on board just before touchdown at Kennedy Space Center, March 1979

Prior to the ASTP flight, Slayton was assigned by Chris Kraft to manage the Approach and Landing Tests (ALT) of the Space Shuttle program. The ALT program developed the tests for the Space Shuttle orbiter Enterprise, and modified several F-104 Starfighters and T-38 Talons to train the astronauts. While working on the Space Shuttle, he also assisted in developing the Shuttle Carrier Aircraft.[1][2]^:306–312

The ALT program ended in late 1977, and Slayton agreed to manage the Space Shuttle's Orbital Flight Tests (OFT). During the selection of the Group 8 astronauts, Slayton advocated for fewer selections, with the expectation that two-man crews would fly the regular satellite deployment missions. He officially retired in 1980, but continued to serve in an advisory role for STS-1, and flew a T-38 Talon chase plane during the landing of STS-2. He formally left NASA on February 27, 1982, and had flown 7,164 hours.[1][2]^:310–323