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CLASSIFICATION CHANGE To UNCLASSIFIED By authority of EO 11652, 6-1-92 Changed by <signature> Date NOV 20

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NORTH

CONFIDENTIAL

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## DECLASSIFIED

Authority:
NW 91526

GEMINI V
Technical Debriefing

Part II

CLASSIFICATION CHANGE
To UNCLASSIFIED
By authority of EO 11652, 6-1-92
Changed by <signature> Date NOV 20

NO TI CE: This document may be exemptfr om public disclosure under the Freedom of Infor mation Act (5 U.S. C. 552). Requests for its re lease to persons outside the U. S. Government should be handled under the provisions of NA SA P ol icy Directive 1382.2.

THIS MATERIAL CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE LAWS. TITLE 18. U.S.C. SECTION 793 AND 794. THE TRANS- MISSION OR REVELATION OF WHICH IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.

GROUP 4
DOWNGRADED AT 3 YEAR INTERVALS
DECLASSIFIED AFTER 12 YEARS

CONFIDENTIAL

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# CONFIDENTIAL

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# TABLE OF CONTENTS

## Paragraph

Page number

# TABLE OF CONTENTS (cont.)

## Paragraph (cont.)

| 8.0 | SYSTEMS | OPERATION | |
|-|-|-|-|
| | 8.1 | Platform | 1 |
| | 8.2 | OAMS | 16 |
| | 8.3 | RCS | 47 |
| | 8.4 | Environmental Control System | 54 |
| | 8.5 | Communications | 66 |
| | 8.6 | Electrical System | 80 |
| | 8.7 | Computer | 82 |
| | 8.8 | Crew Station | 90 |

- 9.0 OPERATIONAL CHECKS

| 9.1 | Apollo Landmark Identification | 132 |
|-|-|-|
| 9.2 | Cabin Lighting Survey | 146 |
| 9.3 | SPADATS Tracking Check | 147 |
| 9.4 | UHF Antenna Pattern Test | 147 |
| 9.5 | Thruster Illumination Checks | 148 |
| 9.6 | Dual Command Transmitter Test | 148 |
| 9.7 | Radar Tests | 148 |
| 9.8 | HF Evaluation | 150 |

- 10.0 VISUAL SIGHTINGS

| 10.1 | Powered | Flight | 152 |
|-|-|-|-|
| 10.2 | Orbital | Flight | 153 |
| 10.3 | Reentry | | 172 |

- 11.0 EXPERIMENTS

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- 12.0 PREMISSION PLANNING

| 12.1 | Mission Plan (Trajectory) | .255 |
|-|-|-|
| 12.2 | Flight Plan | 255 |
| 12.3 | Spacecraft Changes | 255 |
| 12.4 | Mission Rules | .256 |
| 12.5 | Experiments | .256 |
| 12.6 | Training Activities | .257 |

- 13.0 MISSION CONTROL

# TABLE OF CONTENTS (cont.)

## Paragraph (cont.)

| 13.1 | GO/NO GO | .261 |
|-|-|-|
| 13.2 | PLA and CLA Updates | 261 |
| 13.3 | Consumables | .261 |
| 13.4 | Flight Plan Changes | 264 |
| 13.5 | Systems | .267 |
| 13.6 | Experiments Real-Time Updates | 268 |

- 14.0 TRAINING

# TABLE OF CONTENTS (cont.)

## Paragraph (cont.)

| 14.1 | Gemini Mission Simulator | .270 |
|-|-|-|
| 14.2 | LTV, DCPS | 284 |
| 14.3 | MAC Engineering Simulator | .285 |
| 14.4 | Centrifuge | 286 |
| 14.5 | Translation and Docking Trainer | .286 |
| 14.6 | Planetarium | 288 |
| 14.7 | Systems Briefings | 292 |
| 14.8 | Flight Experiments | 293 |
| 14.9 | Spacecraft Systems Tests | 294 |
| 14.10 | Egress Training | 296 |
| 14.11 | Parachute Training | 297 |
| 14.12 | Launch simulation | 298 |
| 14.13 | Network Simulation | .298 |
| 14.14 | Reentry Simulation | 298 |
| 14.15 | Simulated Network Simulations | .298 |
| 14.16 | Zero "G" Flights | 299 |
| 14.17 | Flight Plan Training | 300 |

- 15.0 CONCLUDING COMMENTS

# TABLE OF CONTENTS (cont.)

## Paragraph (cont.)

| 15.1 | Crew Quarters. | 302 |
|-|-|-|
| 15.2 | Physical Training and Aircraft Flying | 303 |
| 15.3 | Sea Lab | 304 |
| 15.4 | Watches and Clocks | 304 |
| 15.5 | Miscellaneous Discrepencies | 306 |
| 15.6 | Medical Aspects | 310 |

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CONFIDENTIAL

8.0 SYSTEMS OPERATIONS

8.1 Platform
Cooper

By day we used standard procedure of finding a zero yaw, which is a little easier to do down at about retro position. The nose is a little bit in the way for determining zero yaw unless you zero-zero position. When pitched down just a tiny bit, zero yaw was very readily apparent to within a fairly reasonable degree of accuracy, and then ease it right on up. We had lines for the zero- zero position to give us our pitch and roll on the horizon. This was the regular day alinement.

ve a pitch down just a little past nose low in zero-

_Night was pretty much the same except we'd get zero yaw by a star, get roll and pitch by the zero lines on the window (or knowing where they were approximately) line this with the top of the air- glow or the horizon. At that point you'd go into Cage, hold it there at that position until it form and Attitude on the FDM and FDI's. Then aline the platform fine aline SEF or BEF by keeping

verb Laursoncaged) then uncage the platform to BEF or SEF

3 day be wobal whichever the case might be, and then to to Plat-

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the needles zeroed. Itwould slowly gyro torque

itselfand correct out the small errors for fine alinement. Anything to add, Pete?

Conrad

Well, I didn ' t hear all of that, but I think the

alinement is straightforward . One thlng I had not read in either the GT-3 or GT - 4 debriefings on this subject on out the window alinement was that we have a window gage that you can us1i t h atwill put you right on in roll and pitch ancl, of course, for yaw you stillhave touse the same out the window reference.

Cooper

One thing that I think that should very definitely training wise be readily available and we looked and looked and looked and couldn't find any was an actual scale picture of the left hand window and the right hand window with what the horizon should look like at zero-zero-zero and at retro attitude and at minus 90 degrees left and 90 degrees right and at 60 degrees left and 60 degrees right and this type thing. I've never seen an actual drawing showing the horizon line on a window and what it should look like.

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Conrad Yes

Cooper

I think this would be a tremendous benefit and shouldn't be difficult to come up with.

Conrad

Ifyou place your eye so that itgoes through the lower left corner of the right window or the lower right corner of the leftwindow and run that eye position ri ght through the front RCS yaw thruster, the lower yaw thruster in the front ring, I guess that's ring A, anyway, you take a line between your eye, the corner of the window and the front RCS yaw thruster, right through the middle of it, and put that line on the top of the airglow or the horizon. Then the spacecraft, and this looks like an excessively nose up attitude, but it's not, you're zero degrees in pitch then the window frame is just about vertical to the horizon and itforms a perpendicular angle.

Cooper

The inside edge of the frame .

Conrad

The inside up and down edge of the window corner makes a perpendicular angle to the horizon and you Baycan use that as a roll gage. If you set it up

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that way that platform isn't off 4 or 5 degrees in roll or pitch.

Cooper So, it really looks like, when you first start lining it up, it appears to you that from the left seat that you're actually rolled left.

Conrad Yes, that's right.

Cooper And from your seat it would look like it was

actually rolled right.

Cooper It doesn't look horizontal at all, but that's due to the fact that you're sitting off by this offset.

Conrad One other thing that you might say about platform alinement is that if you're not on in roll and pitch, mainly roll, this really will eat you up in alinement time.

Cooper Roll and yaw are the bad errors creators. Pitch you can be off a lot in and it'll correct right out.

Conrad. Not if the other two (roll and yaw) are off. Cooper But if you're off in roll and/or yaw then it really takes a long time and its real rough.

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Conrad

You don't want tobe deceived by the fact that

the needles are holding in the center prettywell.

Cooper That's right, one thing that we found when we were going through this real, real long platform alinement prior to getting all l i ned up for retro fire was that we had the needles allalined, t hey were sitting all glued out. But you have to s i t there with them for a littlebi t glued out . They sit there all zeroed out, it looks like everything was all alined and al l of a sudden yaw begin to ease off quite a bit showing that we weren ' t alined.

прекрас

Conrad At one time we went to Orbit Rate when we had not pulled the yaw all the way in and, boy, it showed pup in roll as we started moving around.

Cooper Orbit Rate and Horizon Scan. Conrad I mean it showed up in the roll axis. Cooper Oh, yes. Right. Conrad You have to take the time and be careful with the platform alinement, no doubt about it.

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Cooper And it takes time to do it and do a really good job on it.

Modes. The only thing I can say about Cage is that it takes an excessively long time to Cage.

Conrad

I'll comment on this even though we didn't get a chance to do the rendezvous, but even in simula- tion, it was apparent and the little bit that we did in flight caging the platform, getting ready for alinements and things like that, it was very time consuming. I think that you could find use for a fast slave cycle.

Cooper Very much so.

Conrad

Fast Cage cycle is what I should say . I'llsay it's a luxury item but it sure could be helpful .

Cooper

SEF and BEF worked just like advertised. SEF for fine aline and small-end-forward, BEF for reversing your phase angles so that you're still steering to and fine alining blunt end forward.

Conrad Jim and Ed made the comment that they never alined BEF, that they always alined SEF. We alined SEF normally through the flight and when we were ready

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to retro, we wanted to save as much fuel as

possible, so we alined BEF and I think alining BEF is easier than in SEF .

Cooper Yes.

Conrad I think you can tell yaw better going backwards

than you can going forward.

Cooper Yes.

Conrad I don't know why, maybe it was just psychological . Cooper I agree with you, I really think you're right. I think you can tell itbetter. It streams away from you a little more .

Conrad Yes. It was easier to pull in in yaw. I thought it was a little more comfortable feeling. I enjoyed the riding around alining the platform BEF much more than when we alined it SEF, and I felt we were closer to being on most of the time when we pulled it in in yaw.

Cooper Of course, we had a little better control system

there, it does help.

Conrad Yes.

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Cooper

I think eitherway (SEF, BEF) is good, both worked

very adequatelyand it just depends on which way you want to aline for what you ' re going to do . BEF is certainl y at least as accept a ble as SEF.

ORBIT RATE was not bad off at all. We didn't I have any large errors in it due to the fact that we had more nearly circularized our oroit from the burns that we did.

Conrad

We were about at 171-60 at that time period. I don't know what they had picked as an orbit rate number at the end finally for the REP.

We were about 107, 166.

Cooper

Conrad Yes. I was really surprised with how well the platform stayed on after just taking a quick look at zero-zero-zero, not even trying to aline these. We just passed freely through this in drifting flight and uncaged the platform right into Orbit Rate, and it didn't get off five or ten degrees in any of the three axis.

Cooper

For about 20 hours .

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Conrad Yes, for about 20 hours that we drifted around . Itwas finally off the most in roll. Itgot about 15 degrees off in roll . Cooper Orbit Rate worked very well .

Conrad Other than inertial work, I just didn't see any big advantage in free. You'd still think in terms of the local horizon up there most of the time.

Cooper Yes.

Conrad We just never had much occasion during the flight

to use FREE.

Cooper Platform displays.

Conrad Bal l oper ation through the poles was just fantastic! Itwas so smooth. The only way you could tell that you were going through a pole is you could see the roll index, vehicle is on the roll gimbal, flip.

Cooper Yes. This is something we had trouble finding out, whether this was the case or not andwe deliberately ran several specific checks of this.

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Regardless of which way you approached it from, whether you approached it fast or slow or whether you're going through the 90 or 270 point on the ball, you can go right smack through the middle of it, you can sit right in the middle of it, you can move up or down, right or left and the ball doesn't jump, doesn't jitter, doesn't do anything. It's just beautiful.

Conrad Yes.

Cooper

We did a burn right through each one of the poles.

I think the controls are pretty similar to what they are in the simulator. There are two exceptions, one of which I think is valid and which I think may be influenced by the fact that we had a lot of slow degredation in our OAMS system. I thought that the PULSE system in the spacecraft had a lot less torque, a reasonable amount less torque and it got a lot less, as we went along it got less and less and less..

Conrad Yes.

Cooper But even initially, it felt like the PULSE system

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had less authority in the spacecraft than itdoes

in t he simulator. On the othe r h and, I felt the RATE COMMAND systemhad a heck of a lot more authority in the spacecraft than itdoes in the simulator .

Cooper

That RATE COMMAND just flat snaps you in . In the simulator, when you come aro und in RATE COMMAND and you let off it will go through 5 to 10 degrees. You have to let off on it5 to 10 degrees early. By golly, in the spacecraft you didn't have to let off even a degree early. When you letgo, itstopped right there ju st like you put on the brakes.

Conrad Yeah. Itwas good and it was tight .

Cooper Itwas so tight that you almost had to - -

Conrad That was OAMS Rate Command.

Cooper You almost had the feeling that the OAMS Rate Command was almost bending theAdapter Section . I t had such high tor quing rate .

Conrad On day 2 and 3, our OAMS system was working completely correct. I was extremely impressed

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with how nice a control system i t was.

We made

several maneuvers using this control Eystem and didn 'thave any gripes on that system at all. As G ordo saidwe were really impressed wjth the Rate Command system.

FCSD REP When you turned around 90 degrees in crder to get

rid of the REP, did you use the 8-ball?

Cooper Yes.

Conrad. FDI's are on this Gimbal flip business too, you

see. They do that in the trainer, but they were

steady as a rock in the spacecraft.

Cooper Yes, we used the FDI's for the fine aline. Al-

though to get there we used the 8-ball.

Conrad We had trained to use the IVI's.

FCSD REP That's right.

Cooper We used the IVI's, not the FDI's. We used the IVI's as the real fine measure of being lined up. We used the FDI's too. Conrad You can use anything in the spacecraft.

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Cooper

You can'tuse the FDI's or the 8- ball as a reference in the mission simulation because you have this gimbal flip w hich just gives you fits .

We didn't use Rate Command very much, mainly just for the burns. In fact, the burns are the only times we used Rate Command. I used the Direct tobiasystem several times and I thought the Direct was really good. It was good and crisp and you had good authority with it.

Conrad I had the impression that the spacecraft was a lot more stable vehicle in Di rect than itwas in the simulator .

Cooper That's right.

Conrad In the simulator you tend to sit there and go. too much and go too much. When Gordo'd stick a shot of Direct in to go someplace, it never showed up in another axis. An equal shot in the other direction would stop it right now. Cooper Yes.

Conrad The effects momentum of the spacecraft didn ' t seem to be as great in flight as they were i n the

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simulator. You didn't have to lead as much.

Cooper

That's right.

The Direct system was a much more precise system in the spacecraft than it is in the simulator.

Conrad

I thought it was quite easy to fly, but there's no doubt about it, boy, that Rate C orru n and eats up the fuel .

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CONFIDENTIAL

Direct uses quite a bit of fuel also.

Cooper

C onrad We did use a little fuel t hat one day. We were doing so many experiments in a row that we had to very rapidly get the spacecraft back to a zero zero-zero or a pitch down 30 position. When you track one of these targets and come through the nadir and keep on going, boy , you're really smoking towards a rearward direction.

Cooper

You're sitti ng i nverted BEF.

Conrad That's right, you've got rates built up going away from you and you'd have to use Direct to stop those rates, get yourself moved all the way back up here and stop them again. Maybe it'd be so tight that you'd use Direct to get down and start on it, and then switch to Pulse and track in Pulse and then right back up and start doing something else. Well, we did eat up a lot of fuel that day, but we got everything done that day. We hit darned near all targets.

Cooper Direct is a real responsive, real fine way to

maneuver.

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Cooper Platform controls were very straight forward. I

thought they all functioned as expected.

Conrad The Platform took the full 25 minutes to go through the fast heat, and the first time on itwas really cold and took another 3 minutes worth before start of the Cage Cycle. After that, itseemed to stick right around 25 minutes to get the platform up and on the line and start into Cage.

Cooper Right now, I've got extreme confidence in that

Platform. I really think it does well.

Conrad The platform did an outstanding job during the

entire flight.

Cooper It sure did.

8.2 OAMS

Cooper We fired the OAMS on the pad and itwas mushy. You couldn't hear them fire just gas mainly, About the third round of firings however, you could really feel them fire off, they were all good. Cooper During flight the OAMS started out very good and in about the third day began to degrade. ~:he f i fth day

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i s when we found the two thrusters that were not

operating correctly .

Conrad

The number 8 thruster was working real good when we found that the number 7 thruster was out. So we shut the system down again and had a big talk with Houston about this. We went one more revolution aber and they gave us some tests to perform on 7 and that's when we discovered 8 wasn't working.

## Conrad

Two of them quit, within an orbit of one another.

Cooper

We had already run complete tests on itand number 8 had been working on the previous tests and quit on the next one. 'Ille story of the old OAMS inflight systemwas that gradually as the days went by there was more, and more that went wrong with itunti l f i nally at the end we had less than half the thrusters left and they were pretty bad.

Conrad

I realized a couple of heater blankets were probably

out on the OAMS system, but I'm stillconvinced unt i l somebody convi nces me otherwise, that the thing that shot the OAMS system down, was the decision to turn off the OAMS heater. I had ques ioned the decision in the air to only point that

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# CONFIDENTIAL (cont.)

of doing experiments on the fifth day , and we had

had a little trouble alining the platform. What was happening, apparentlywas the number 7 thruster was getting cranky, but we also knew we were vent inghydrogen and we knew this because we were getting some torqueing out of that . At the t ime Gordo was having trouble ali ning the Platform, we thought it was because the hydrogen was venting. Finally Gardo said , "There's something wro ng with t the control systems . " Once we dec ided there was something wrong wi th the contr ol system, that 's when it went just like back i n the simulator. We shut everything down, went to Direct, thought about itfor a second and turned off allthe circuit breakers, turned them al l back on one at a time , tested all of the thrusters and, sure enough, when we got to number 7, it was out, completely out.

Conrad

So then I tried secondary ACME bias power. We tried the seconday yaw and the secondary attitude drivers with no effect so we were relatively as- _sured that something had happened in either the hand controller or the fuel was not feeding. We decided to power down right there, which we did, and we advised flight of what the problem was. I

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think that's about the time we really decided the scanner wasn't any good, or had we already told them about that?

Cooper

Yes.

We 'd already tol d them about that.

Conrad

Yes, you're right. I know what it was. That's when we discovered that the voice tape was out. We were right in the middle of several experiments and it occurred approximately like 16:30:54 on the fifth day. We reported to Houston that the voice tape was out, the number 7 yaw left thruster was out and that I had turned the OAMS heater back on. I was suspicious of that all the time. That's when they called up and gave us this minimum power down. Why did we go into that? They had us power down everything.

Cooper

At about the same time that we came up with this, they came up with this idea that the hr drogen was boiling off so fast that we were going t o be out of hy drogen by about the end of the f i fth day at the rat e we w ere goi ng i f we di dn't power down and stop the usage of i t .

CONFIDENTIAL

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Conrad s Yes. That's when we came around on the next revolution. They had us fire up everything again to take a look at it and that's when we found out number 8 had just gone down the tubes too. But number 8 was still giving us something; number 8. _ was still burning, but it was burning off mixture. You could see a flame.

You could see a glow out of it.

Cooper Conrad You couldn't hear it like you could hear the other thrusters, but you could see lights on the night side so you knew something was coming out. The andysdrivers just weren't opening all the way or some- thing.

FCSD REP The fifth day at 16:30 is the first problem you had with the OAMS, is that right?

Conrad No, earlier. When we first powered the system up, we w ere having trouble with that very first platform alining and we felt we wer e having some hydrogen venting problems. 'Ihat's when we drifted way off, and Gordo said, "'Ille Pulse system isn't going to hack this hydrogen venting. " He went t o Di rect and blipped the yaw left thrusters .

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Conrad

We didn't hit the direct thrusters long enough to

heat them I don't think. I do distinctly remember saying to Gordo "We blew allthis junk out of there . "

Conrad

We ' d never seen anything like that before and we'd been up there 5 days and seen all sorts of things . We could see liquid oxygen when we vented it, if we vented i t under the right light conditions . We could see when we vented hydrogen under the right lighting conditions. Itwould all float by the spacecraft and at low sun angles, either at sunup or sundown any one of these quantities, ECS o2, CRYO o 2, or RSF hydrogen, you could see it come whistling by the spacecraft. We were continually floating around in these old silver balls of either hydrogen or oxygen.

Cooper

Okay, well that was pretty well the background of

what happened. Some thrusters that had checked out good would subsequently check out bad or be completely inoperative as the days went by . So finally we wound up with maybe half of the total OAMS thruster s stilloperating properly.

BEUGE

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Conrad We had some thrust remaining in every axis but yaw left . We had some in yaw left ifyou just wanted todump raw fuel overboard . I don ' t know whether itwas fuel or oxidizer.

Cooper Generally, what we'd do is roll and pitch to get

our yaw left.

Conrad I f we were tumbling and wanted to damp we just waited untilwe translated into the right axis in w hi ch we had some authority .

Cooper The one axis that always seemed to work pretty good so far as control authority was pitch.

Conrad Yes

Cooper Pitch up and pitch down seemed to work reasonably

well all the time.

Conrad Yes . I wonder i f that had so mething to do with the pitch thruster lines on the manifold being close to the source. Pitch was always good. Our trouble was mainly coupling in the yaw thrusters both right and left.

Cooper Source pressure was easy to monitor. Source temper-

ature we could monitor and it was too cold.

# CONFIDENTI (cont.)

Conrad It ran down in the 48 degree area.

Cooper It showed that it was running too cold. That's why

we questioned turning the QAMS heater off.

Cooper Regulated pressure was fine.

Conrad Right on the money.

Cooper Propellant quantity seemed to read r easonably good until itgot down towards the end. At that point (from about 10 percent on down) the propellant quantity just went on down to the bottom of the scale . Itwas reading below zero and yet ground readouts indicated OAMS prop ellant quantity remaining .

Cooper Monitoring of OAMS propellant remaining onboard

information was fairly good.

Conrad Yes. I thought we were fairly close.

Cooper Ground information agreed fairly good with onboard

information in general.

Conrad The whole OAMS systems g ot to be reviewed . I think that they think we wasted a lot of fuel and I think that on day 3 we probab l y were a little overgenerous w ith our fuel usage. But I ' m s till

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convinced that because we went so long with the OAMS heater off that we were not burning a nominal fuel to oxidizer ratio.

Cooper

Yes. Even though we were in a rush to get a lot of these things done, I was still extremely conscious of fuel usage. Although I'd used Direct to get it started, I wouldn't just fire all the way around in Direct input, let it coast around, and then stop it right there.

Conrad

Yes. I never saw fuel usage in the simulator like we saw in flight.

Cooper

It just seemed to go down very rapidly on the gauge during that one period of time.

Conrad

And yet we went night after night all night long in Horizon Scan or in Pulse and would hardly use any fuel at all. As a matter of fact, the ground gave me the figures. This was when we were running all night long in Horizon Scan so that we had a nice reference. They said "You're using about 2 pounds a night." Now, that seems like a reasonable amount for what we were doing.

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Cooper

So then we asked again when we were in orbit, "About this underload on QAMS fuel". I suspect that something was fouled up because we didn't get a full OAMS load. That was pretty bad.

Cooper

I think monitoring onboard of propellant remaining to complete the mission was pretty good. The fore- cast fuel for mission completion of Gemini V ought to be reviewed because somebody didn't quite come up with the right fuel figures. Twenty-six percent remaining after the REP would not have been nearly enough to have done the remainder of the mission.

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CONFIDENTIAL

shows that it is. The Pulse mode was very economical on fuel and I felt that in the simulator you had a little more authority than you actually did in the spacecraft. The spacecraft had slightly less. authority in Pulse than the simulator does. Inci- dentally, you can use Pulse just for a month of Sundays and never see the fuel go down on the OAMS gage at all. You can use Pulse all day long with using little fuel usage. Horizon scan, the primary Scanner was inoperative as was stated earlier. The Secondary Scanner worked fine. The scanners, I think, operated quite satisfactorily. We had a lot of scanner dropout in the primary and even in the secondary. We had some dropout in the secondary when we first were going in and out of sunlight. areas.

Conrad

Cooper

Conrad

Cooper

But then it seemed towork allright .

Horizon Scan Control Mode worked fine . Real good. It's a loose mode but it s tillworks fir..e .

It's got wide limits on it of course, which is okay. The mode itself works fine. There was some- thing really fouled up in the platform mode. It didn't work at all like it's supposed to. The platform mode is supposed to be plus or minus 5/10th of a degree. If it was plus or minus 10 degrees I'll eat my hat.

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Conrad I thought itheld to about a degree and a half . Cooper Not in yaw, you remember. It allowed yaw to wander off by probably a good 10 degrees there. Remember it allowed right yaw to wander off by about 10 degrees and just sit off there in right yaw several times. Itwouldn't even bring it back.

Conrad Yes. That was the trouble. FCSD Rep Do you think this had anything to do with your con- trol problem? Cooper W-ell, itmay have been . It may have been that con trol was somewhat intermittent right there . I don ' t know, but itmight have been . But Rate Command sure worked good using those same controls.

Conrad Yes. I suspect that being the first time that it was cranked up since spacecraft number 2, itmay not have been tweeked as well as it could have been .

Conrad It certainly didn't work like itdid on the simulator , I ' ll put it that way .

Cooper It didnlt work properly, and itwas no good the way itwas. We never used it after we originally tried it out and after we 1 d tried doing this one burn on it to see if itwould hold. The one that itdid hold on, our first perigee adjust, itheld beautifully . During the next one, it got so bad itwasn I t any

[page 37]
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good. There again, it might have been a function of the thrusters going out.

In any event, I think that's an error that somebody needs to look into. I'm not sure that platform mode is doing what it should. I know that, theoretically, and by the diagrams on it and the limits that it ought to be a very precise control mode.

Cooper

Spacecraft separation at SECO + 20 couldn't have been

better, just fine. Translation perigee adjust went

like clockwork.

Conrad

That was our first real burn and I think we got something like 9.6 ft/sec on the IVI instead of 10.0, but the burn wasn't that critical.

Conrad

I checked accelerometer bias and it seemed like the accelerometer bias increased later in the flight. I specifically checked it for the REP and it was okay. I'd just set up zeros in the window and went to Catch-Up and they stayed zero for 3 or 4 minutes or longer. So that satisfied me. I checked it later on in the flight and I don't think we ran more than a minute and we clicked up a foot per second on the fore-aft window. That can be checked on the tape. In the beginning it was entirely acceptable for the REP.

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# -CONFIDENTIAL (cont.)

## CONFIDENTIAL (cont.)

Cooper I think we had some bias, just how much I don't know.

The timing of the translation w as fine , updating was

fine. Operations and checklist were okay. Computer

usage, okay.

Conrad It was easier to make a burn on the simulator that had no up- down or left and right in it than itwas in the spacecraft . Gordo did a real good job of tracking on every burn and I didn't see itwander hardly at all .

Cooper And all the IVI's would be zero.

Conrad And all the IVI's would be zero, but we'd have of

6
a foot in one axis and 10 in another.

8 Conrad Yes. The worst cross-coupling, we had 10 in one axis, and when we burned in the platform mode, but we were checking that. It could have been accelero- meter bias again, or, the spacecraft is more sensi- tive to picking up up-down and left-right velocities than I thought it was.

Conrad Gordo did a real good job of tracking. He tracked as well as he did in the simulator and we never had this show up in another axis in the simulator . Cooper Itwould be zero , zero , zero in the simulator . Conrad It was hardly worth my time checking address 81 and 82 in the simulator because I could just tell he

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# -CONFIDENTIAL (cont.)

## CONFIDENTIAL (cont.)

wasn't going to have any velocities in there, and very seldom did. But we never failed to have fairly sizeable ones, like and ✓ fps, in another axis 10 and I'm not quite sure how it got there. I guess the spacecraft is extremely sensitive. If you're going to make precise burns, you've gotta really burn precisely and if you want to take out the errors, take out the address 81 and 82 errors so that you don't introduce anything else. During the difficult ren- dezvous maneuvers, you have to plan on more fuel usage because you're going to have to take it out with the up-down thrusters.

Cooper

I think what you're going to have to do is stop short of burning off all your forward or aft velocity, particularly the forward velocity, and then use the canted thrusters to burn off the right-left and up-down and that will take out part of the remainder of the forward velocity. If it hasn't taken it all out, then bleep out the rest of the forward. I think that's the only way you can do it if you want to burn them all to zeros. I don't believe you can track any more precisely if you keep all your IVI's zeroed right down the money. If you burn it off and stop. just at the right time so that everything should turn

[page 40]
# CONFIDENTIAL

5
up zero, then you still wind up with 10, 20, or
6
10 in all your windows. I just don't know how you're

ever going to do any better than that. (Unless you

use the above procedure).

Cooper Translation REP deployment was passable.

FCSD Rep This one you didn't. You didn't fire back at the REP

after jettison?

Cooper No.

FCSD Rep Let's replace this maneuver with the simulated opera-

tion (phantom rendezvous).

Cooper We did deploy the REP and the radar did operate

properly.

FCSD Rep Originally when the debriefing guide was made out,

this section covered the translation back after REP

deployment and the subsequent translations.

Cooper Okay.

FCSD Rep We' ll just have to use the translations that they made on the simulated run . Cooper We kicked the REP out at 90 degrees right yaw. Conrad We kicked it out at 02 07 + 15, or 15 seconds l ate . Cooper The reason we were 15 seconds late, as we stated earlier , was that going into the night side the night before, after al l our careful platform alinements , all of a sudden the horizon scanner began to drop

CONFIDENTIAL

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36

out on us and we began to drift off in yaw. Conrad Dropping out wouldn't have been bad, but when it dropped out it also commanded some thrusting.

Cooper

We got some real good blips out of it .

Conrad We were alining in the Horizon Scan Mode and I got the impression that itpitched us up.

Cooper

We were already alined, and we had gone to Orbital Rate and Horizon Scan, just to come along there in time to go in. As soon as we had the platform all alined, and before we went in on the night side, I decided I would realine the platform just very briefly. So I had gone to SEF and to FULSE and I was checking and pulsing it. But because then in SEF position all your torquing is done from your Horizon Scanner. When the Horizon Scanner began to drop out we began to get real erratic needle display and it looked like our platform alinement was deter- iorating. I was trying to correct this, but obviously, it was really kicking us off. That was when we went to CAGE, tried desperately to get it caged and realined in time, and thought we had it realined. We may have had it reasonably well alined by the time we finally yawed right. It looked like it was. The needles were all zeroed out and

[page 42]
37

everything was settled down . The Horizon Scanner .was working at that point . It quit working properly after we turned to yaw right . We had already gone into Orbital Rate, so we could care less about the scanner at this point. We got it alined, and we' re already in Orbital Rate . We yawed right , got squared away and 15 seconds late ejected the REP on the IVI's all zeroed . We then used a couple of DIRECT pulses , zipped back around , picked itup going around to the 270. It was going right straight out to 270 on our ball. We could see the REP light whenever we were passing through the 90 degree point. On my side, I could see itflashing on the nose . By the time we got around itwas in quite close, we could see it going out with a very slow tumble rate, flashing .

What would you estimate the tumble rate to be?

FCSD Rep Cooper It was tumbling very slowly, I would say maybe a half to 1 degree per second .

Conrad

I 1d say a degree per second.

Conrad I couldn't tell what itwas in roll. It didn't seem to be tumbling in more than 2 axes . Cooper That was ha.rd to tel l . Conrad When I saw it , you could see the dipole come around . We couldn 1 t tell anything about roll, but it was not

CONFIDENTIAL-

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38

tumbling in the other axes. The blanket was sitting right next to it.

Cooper The blanket went out and was sitting ri 1 sht by it. It went right on out with it. That was thi~ funny part of it . The blanket was between the REP and us .

Conrad

Yes.

Cooper The blanket goes out first. The REP ha:3 a lot more mementum , apparently the REP had gone b;r the blanket: Apparently ithad either hit it or moved it over or something because the blanket was betwe,m us and the REP .

Conrad Yes. I don't know exactly what happened there. Cooper It was just a few feet outside of the REP. The REP went straight on out to 270, radar was working fine, reading out everything just right, locked on, and went out to the point where it should have started slowing down.

Conrad

This is where I had a mistake in the fl:.ght plan and

didn't catch it . The computer was in PHELAUNCH and I was wondering why I couldn't get any digital readout . I t took me a few seconds to catch on to that one an d I realized that I had to get the computEir into CATCH- UP . We had never run into this problem w here we'd gone through a complete insertion checkli st

# CONFIDENTIAL (cont.)

and ones which calls for putting the computer to CATCH-UP.

I had gone through and zeroed 25 , 26, and 27, talcing the ascent routine numbers out of it. So that I knew that we were getting the right readings . I had put the computer back in PRELAUNCH, also had this discus sion at that time and that ' s when I didn't blow the cold IR doors until the REP was out .

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# CONFIDENTIAL (cont.)

CONFIDENTIAL

a strange vehicle, with strange control systems that you 've only simulated as about best you can, and no visual simulation available for doing anything out- the-window; you just cannot expect people to stay right on top of things when it occurs in the first part of the flight. This is an ideal example%3B we had worked and worked and worked and worked and worked to have our timing down just right. If noth- ing had happened, we would have had our timing down just right and everything would have gore just per- fect. Pete would have been right on his checklist and blown the cold IR doors right on time.

Cooper

I'd have been right exactly on time on getting the REP out and everything would have gone peach-keen. Just that one thing, the Horizon Scanner failure, really threw the skids to the thing and caused us to be running slightly late. There was added con- fusion in trying to figure out how to get things going and salvage the whole thing really threw the skids to it.

Cooper

The REP w ent out and it continued going out instead

of slowing down as it should. It cont i nued to move on out at quite a separation rate . The thing that still has us a little puzzled , instead of slowing

# CONFIDENTIAL (cont.)

d own and coming to a null out there , it appeared to

st art mo ving somew hat at the same separation rate to the south of us slightly towards a trail position very slowly . We tracked it for a long t ime. We were track ing it straight out and then all nf a sudden, it be- gan to loop around slightly to the le f t .

Conrad

Cooper

It did something like I'd never seen before! I'd never seen this happen in the simulator, and it still doesn't seem quite feasible to us that this could ever happen.

Conrad

One possible answer, and it's related to something that we saw later in the flight, Gordo, where we alined the platform and had yaw error couple into roll. Might not this have given us bad steering in- formation as far as our radar needles were concerned if the scanner wasn't working properly? We didn't have the platform alined right. We went along. 30 minutes, almost one-third of an orbit. If we didn't have an alined platform, that would start coupling up in some other axis like roll and we would be off in yaw. Then when we thought we were pointing at the pole, we really weren't. Maybe it didn't really drift behind us, maybe it stayed out on our wing. We must have put it out fairly well

[page 47]
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# CONFIDENTIAL

out of plane, in that it hung around us so darned long. Cooper It stayed with us for 20 orbits!

Con rad We saw ituntil the light burned out . I t was never far away from us . During five night cyc les itwas close enough that the flashing light illuminated the spacecraft. At the proper times, when we would get nodal crossing, when we turned around and actu a lly saw the REP itwas very close .

Cooper We thought we were going to hit it.

Conrad It was bright enough to illuminate the spacecraft and the flashing light really impressed me.

FCSD Rep Did you take pictures?

Conrad Yes, I think we have some 70-mm Hasselblad pictures and I took 16-mm moving pictures.

Cooper

That was the last of the REP exercise .

Conrad I understand all the movie film came out, too. So you'll have pictures of it.

Cooper At this point, we were rapidly running out of cryo- genic fuel cell oxygen. We decided that the only way we were going to salvage the flight was to stop using it at this rapid a rate. We had to make the choice whether we were going to power down and con- tinue the flight, or whether we were going to end the flight very abruptly if it continued going down

CONFIDENTIAL

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43

at this rate.

Cooper

We had a short discussion on t h is and decided that we' d better power down and forget the REP because we were in trouble .

Cooper

So we tearful ly decided to give up the REP and power

down . Houston agreed with us when we got in touch with them that we had done the right thing. That ended the REP. We did see itfor quite a few orbits later . Then Houston came up wi th the simulated Agena ren dezvous exercise , which they put on one of their computers . The three burns they gave us to do went off very satisfactorily, the thrusters worked very well . They would not allow us to use anything but the aft firing thrusters because they wanted to keep the cryogenic oxygen in the right position in the cryo tanks . Apparently the burns went to their satisf ac -· tion too . They seemed to feel that itput us right where we should be .

Cooper

We tried one of these burns with the Platform Mode .

Conrad

It did not work satisfactorily so I used Rate Command which worked very well .

We tried to take the errors out and that's where we got into trouble. We had about a error left and right. and a 19 error up and down, so Gordo fired off the 10

[page 49]
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left and right. We wound up with too much going forward and we started to back up and suddenly we remembered we couldn't back up so then we decided well, we'd just leave the errors on the burn and burn it the best we could because no matter what happened we're going to translate into forward and what we should have done and we didn't think of it at the time--but you learn--we shouldn't have burned all the forward--we should have burned down to about a foot of what we were supposed to have forward and then taken out the left, right, up and down and go ahead and burn the forward again.

The updates that they sent you on--

FCSD rep

Conrad

That worked fine. T here was no problem. We copied the numbers down , entered the computer. We had plenty of t i me to make the maneuver. We btuned r ight on the cl ock as advertised and we seemed to have gotten approximately i n the posit i on they wanted us to get to .

FCSD rep

Conrad

What burns did you si mulate?

Well, we did a-- I 've got them r ight here.

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# CONFIDENTIAL

a couple of times. And they were very
straight forward--left, right , up, down .
Cooper We even fired the forward-one quick little
blip .

Conrad

We fired the forward one then we suddenly
remembered we weren't supposed to .
FCSD rep What kind of v isual out -the -window did
you see on these translations? In other
words--
Cooper Left/right lights things up real well--
I could see the glow from the aft--they
were--

Conrad J. B. isreferring to visual cues )n the horizon and we were on the gages-- Cooper They were at night--middle of the night- everything we did was in the middl 1~ of the night--this spacecraft only ran in t he middle of the night (laughter). Conrad I really don't remember making a burn- Cooper We never did anything in the day-- Conrad Yeah, I think one or two of them were on the day side--but by and large-- Cooper I never did so much night work in rzy- life--

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CONFIDENTIAL

FCSD rep OK well, I don't think there is much we can add then--did you get all of these readings out of-- Conrad 80-81-82-58-59-69- Yeah, that stuff works. just like the simulator. We got the readings. OK On to 8.3 - RCS.

Cooper

8.3 RCS

FCSD rep

Let's go into the RCS - yeah , I don ' t think

there is anything more--

Cooper

Conrad

Cooper

This is all--

Yeah, this is all we can do on the REP .

OK -RCS Operational Checks - We did just like

we had planned in our little book.

a ctivated the RCS and Check Ring A and ACME

and direct-- al l three axis- R ing B - Check

Ring BinACME and direct--all three axis

and they worked beautifully .

FCSD rep How about the pad checks--were they--

Cooper Negative

FCSD rep No pad checks?

Conrad Not with the sealed system--

Cooper A sealed system - I'm glad it was--

Cooper Control Modes We used pulse and we used

horizon scan--

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CONFIDENTIAL

Conrad We didn't even check reentry rate command-- Cooper We used direct, used pulse. We used the rate command. We used horizon scan. Conrad I know what it was--why don't you tell them about this--and I'm going to see if I can get the fuel figures--

Cooper

OK.

And they all worked very adequately.

I thought the rate command system, I mean the RCS system was an excellent system . It was really crisp and just really, I thought, itwas a real good solid system . Rate command was much more--

FCSD rep

Cooper

FCSD rep

What about the retrofire - how did it

hold retrofire?

Beautifully, it was just no effort at all--

hold--

+ 1 degree or less? Oh, yeah, easily. We had a little offset in number 3 and number 4. I could feel them offsetting us. I just cranked in a little bit of RCS. Boy, it just glued it right in there, it just wasn't about-- I felt like we could have had four or five times the offset we had--and never have.

CONFIDENTIAL

[page 54]
CONFIDENTIAL

budged it off there. RCS, I mean the rate command--One thing on rate command before retrofire and just after retrofire, waiting for retrojet, and then starting the pitch up to go up and roll over inverted and go to zero lift, the dual ring rate command is just more than you can handle. It's just a lot more than control authority than you want--you tend to over-shoot on things because there is just so much control torque in there. As I had stated, after I fired retro and jettisoned the retropack and pitched up to roll over then from thereon I went to single ring pulse, and used that. Reentry rate command--we didn't use. Direct used direct to do the reentry on single ring direct and used the pulse mode from retrojet to 400K.

FCSD rep

On the single ring direct reentry did you have did you feel like you had all the authority you wanted?

Cooper

Yeah--until very late--as I stated some time down , oh, half way thru the reentry

[page 55]
50

where you really begin to get the high g, after your high g, in fact, along about coincidental with a real high g, when you begin to get some fairly good oscillations, very rapid rate, I had no problems damping them at all but I didn't have the time to keep switching back and forth from rate to attitude and go back to rate and damp them real quick and then go back to attitude and decide where I was on the guide and then go back to rate and damp them and go back to guidance, so I finally--they got to getting fairly good where I had to devote a little bit of time to damping them, and I finally just went to guidance and stayed on guidance and just flicked over to single ring rate command to damp the oscillations and then used the attitude control in the rate command to steer the computer steers. Which worked out very well and there was--there never was really any oscillating-you never really--I could go to rate on there and you could hardly ever see the rate needles

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# -CONFIDENTIAL

one time I noted the RCS Ring B was up to 80 degrees. I watched it quite closely for a while and then it never went beyond that and came on back down to about 70. And they stayed there essentially the whole flight. I think you need those heaters on obviously the whole--all the time--I'd never have any of them off at all now. Thruster firing comments. When the RCS thrusters fire at night they blank out what- ever you are looking at in the night side. The only way you are going to use any night attitude reference is to watch what you are doing, get lined up in a reference and then fire a thruster and plan on waiting a few seconds before you can tell where you are at again. They really light up the place. When you are firing them at night.

FCSD rep

Cooper

How far does the flame stick cut? The plume goes out about--appears to go out about 4 feet and the plume is just the width. of the outside diameter of that thruster as it comes out--it has a little bit of ex- pansion ratio as it comes out and it goes

CONFIDENTIAL

[page 58]
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r ight up just about that size--it grows very

slightly but not a heck of a lot and so it's just about something i n the order of 4 inches diameter. Something like that--it has little expansion ratio--i t expands as it comes out the nozzle slig htly, and the~ it just goes sort of like a column and it fans out very s lightly but it goes up something in the ord er of 4 to 5 feet 8.8 distance from the thruster.

Did you ever get any pictures of that?

FCSD rep

Cooper

No, we didn't . We had all our cameras stowed at the time we got that cranked up. We intended to. Systems Shutdown - It worked just like advertised and we turned the prop valves off , very shortly then it rtms out of f uel and stops firing and you notice that there is a little burning around all the nozzles. There we got a little residual fuel--not much--just a little bit-- itdribbles and fumes after i mpact--probably very neglible. I don;t really think we got them after im pact , I think we got them while still a irborne. But they were almost

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[page 59]
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[page 61]
56

[page 63]
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# CONFIDENTIAL

Cooper

Humidity. The suit seemed to run pretty dry. I wasn't conscious of any great amount of perspiration in it at all. A couple of times we had fairly heavy work loads, I was aware of any little cool air and felt like it was kind of drying sweat. 002° We got two or three indications of CO2 on the PCO2 gage. One thing, when ever a station gives you a calibrate well you get a big jump on that gage but there are other times when we weren't even near. a station when that gage came up and began to give an indication and one time it gave such a positive indication for quite a period of time that we got

a little concerned about it because it was right when all this other stuff was going on, day 5 and we had shut down, control systems had failed and we were destined for three days of drifting and the PCO2 started up. So, we pulled out one of the tapes, one of the CO2 tapes we had on board and gave a check of the suit circuit there and it showed that it was below 2 millimeters of a,, two milli- meters of mercury was what it was ... below that anyway. We probably assumed it was this usually

CONFIDENTIAL.

[page 64]
CONFIDENTIAL

erroneous gage. The suit comfort is no darn good. It's no worse than any other suit but there just isn't any way of having comfort in a pressure suit. The darn thing gives you pressure points and bulges and gouges and cuff dam scrapes you here and there and prevents you from being able to stretch and scratch and have any comfort. There isn't any comfort in the suit, I don't give a damn who says so, there just isn't any real comfort in a pressure suit. In the configuration that we flew in, from time we got our 6-4 Go, our helmets and ... gloves came off, were stowed in the foot well and they were never put on again until just before retrofire.. We ran the whole flight in just a basic pressure suit torso with the neck dam on and with wrists dams on and with a light-weight head set. I guess the comfort was as good as you could possibly have, but it still wasn't any good and we cussed the pressure suit plenty of times. The controls were good on it. No problem there. The 0 Demand Regulator, as far as we could tell, worked 2 We had no real occassion to really stress it much or anything. The suit umbilical was always in the way. Both my inlet and my exhaust

.fine.

[page 65]
60 60 60

CONFIDENTIAL

made my whole chest and rib area sore from the mainfold, the end inside the suit being gouged over, being cantilevered over and digging in side ways on me. So, it's a real pressure point. It was the worst pressure point I had were from the suit hoses, and I had my suit hoses deliberately longer than people said they should be so I could get away from this effect. So, I did have slack to prevent them from getting drug over but even so they bothered me. Finger tip lights were good and I kept one glove out and kept it over on a piece velcro on the side to use in the event we had any kind of cabin light failures. When Pete was asleep I frequently used my finger tip lights on that glove to light up some of the gages to look around with. Cabin pressure sealed off high on our gage. This is under section 2, Cabin. Our cabin pressure at launch sealed off high at about 5.9, which it always did in the attitude chamber in all the runs we made, in fact, in just exactly the same way. Then it bled down slowly to about 4.9 and never budged from there the whole flight. It stayed right there. We never saw one flick out of it at

# CONFIDENTIAL (cont.)

all. Cabin temperature ran 70 to 75 degrees and humidity ran about 62 to 67 per cent the whole flight. We have the figures somewhere here. We can get in here and get those out, but we have the figures where we ran daily checks; at least once a day and generally two or three times a day, of the wet and dry bulb readings.

FCSD Rep

Okay .

We have that ba ck in the original check .

Cooper

Okay. CO2. The cabin, I thought was just really good. It was very seldom that you really got any smell in the cabin at all. We thought the cabin would have a dark green cloud evolve out of it when they finally opened it, but I think the cabin, to the time we landed, was still a pretty fresh cabin. It seemed to scrub the odors, defication odors would linger on for two or three or four hours perhaps, but it even scrubbed those out. You couldn't smell them at all. CO2; we had no--any kind of CO2 Comfort day or night. The cabin ran too cold at night, particularly when we were drifting and had some fairly high drift rates. the cabin got quite cold and in fact even froze up the windows. The cabin fan we never used at all until we turned it on just before retrofire;

[page 67]
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# CONFIDENTIAL (cont.)

about 45 minutes before retrofire we turned the cabin fan on and let it run for about 30 minutes and it decreased the cabin temperature about 20 degrees. Got it down about 50 degrees and then turned it off prior to starting retrofire. Cabin pressure relief valve%3B never actually did we ... the cabin pressure dual regulator, the release side of the cabin pressure regulator was the only one that ever .... We never heard the cabin relief valve actuate after launch. During launch we were going up we heard it moan a couple of times. The cabin vent valve. The cabin vent valve, we actuated it on the way down once since we couldn't maintain positive pressure we actuated the vent and the snorkel. Cabin repressurization. We never checked it because we didn't need to. Cabin air inlet valve. We actually never ran any check on it. Cabin air recirc, we had open the whole time. Fully open. Primary 02. System monitoring, system monitoring was easy. Primary 02 was very good. The only problem we had with it, it kept yawing us around when it was venting. Whenever it would get up to vent pressure and vent, why, it would give us a bit of a yaw, left

[page 68]
yaw. Build up to any rate you wanted to. Over a period of time, one time we got up to about 12 degrees per second. You just sit there, and drift it will build you up more, and more and more. You can really hear it pop off back there. You can hear it "shhh". You see this tremendous big field of stars go by. If it's in the early or late. night you just, the whole sky is just completely covered with this, just millions of stars...part- icles, liquid gases ... I guess. Quantity measur- ing system; worked perfectly satisfactory. Flow rates were good. Pressure was ... pressure was fine. It got up; I don't think you ever need to use, unless you are doing something like EVA, I don't think you ever should consider ever using a heater on that oxygen system because it all by itself fairly rapidly gets on up there to boil off pressures. Boil off temperatures I should say.

Tomfood

FCSD Rep

Cooper •

fill an

How about HIGH RATE. Did you ever use that? Used O̟ High Rate when they were purging the cabin. It worked fine, reset fine. We used it then for belanding. Manual heater we never used. The controls%;B we did very little as far as doing anything with

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# CONFIDENTIAL

the ... Secondary 02 Mine was open, Pete's was closed the whole flight. That's the way they stayed, just like for the check list. Never saw one quiver in either one of them the whole mission.

FCSD Rep

Pressure stayed right?

Cooper

Pressure stayed right where it was on launch. CO2 partial pressure. The gauge was somewhat erratic. and gave us two or three readings that we had CO2 partial pressure, one of which we finally checked and found we did not have and so then we disbelieved the gauge.... After that, although it generally read down at zero. Coolant: Coolant loops worked real fine. we were running two coolant loops ON most of the time since we had fuel cells running. For 2 twenty-hour periods we had fuel cell, section 2 of the fuel cells shut off, and the coolant loops shut off. In one period of time we had circuit breaker pulled on coolant loop number 1 coolant loop. Secondary cool- ant loop, then we were running on pump B and with bypass ON. Bypassing it around so we were heating before bringing the section 2 back on the line after long shut down period we bypassed the coolant loop, the secondary coolant loop, in order to warm

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# CONFIDENTIAL (cont.)

## CONFIDENTIAL

fine for two cartidges worth and then quit. FCSD Rep Was it two or four?

Cooper

I don't know, it was some low number. Maybe it was four. Anyway, it quit fairly early in the flight. The tape recorder was finished. DCS. Okay, until the last 30 minutes of the flight, the DCS couldn't have been better. The updates were good, the ground coordination was fine on it. The things they gave us to put in the MDIU were given in a good manner and were put in. No problem. Pete got them all loaded in fine. No problem at all. until that last up-date we got from Carnarvon which figuration, after we were all ready supposed to have our last update from Houston and without telling everybody to look on his board and see what mode our computer was in, he sends this update which is just about ... blew our cork there. And which I think at this point right now, having experienced this one occasion of this happening at the worst. possible time it could happen in, my recommendation right now to flight crews is that they fly the DCS circuit breaker in the OFF position.

with

Am 0.8 good they updated us with our computer and reentry con-

FCSD Rep I concur.

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Cooper That's a drastic move to make , but just that one experience was just enough to con vince me that if you can ' t 100 pe r cent trust everybody and the system isn't going to work, then you just don't dare trust itat all. I wouldn' t even think of not flying again with that DCS circui t breaker ON .

Conrad At least for reentry.

Cooper At lease in crew ....

Conrad You couldn't have hurt us any better than by sending

that load up.

Cooper Real-time transmitter, delayed-time transmitter, fine.

Stand-by transmitter. ....

Conrad

We were out of fuel on Ring A. And we had 4.9 and 4.6 left in Ring B. Which is good. It says that Ring A ran out sometime after Ring B came on, which says we went around the world 1 1/2 times and re-- entered on Ring A by itself. That's pretty impressive. 33 pounds of fuel .... It also shows you how much fuel we used in Ring B. We tested Ring B and turned it off and didn't turn it on until sometime less than 70,000 feet and turned it back off again at 30,000 feet so we used the majority of the fuel on RATE COMMAND in Ring B from 65 to 30 which says it probably fired continuously all the way down,

CONFIDENTIAL

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CONFIDENTIAL,

Hog

damping those rates. But it sure was steady. We

used almost 80 percent of the, yes, 80 percent of

the fuel in Ring B from 65 to 30.

Cooper

65 down.

FCSD Rep On this voice tape recorder. Didn't you say · it broke after you got 4 tapes.

Conrad

Yes, what happened was that the thing worked just like advertised. Two minutes before the tape ran out you get the little flicker on the tape recorder light which is now up on the caution and warning panel, and at the end of the two minutes the TAPE OUT light comes on steady and that operates just as advertised and then one day I put a new tape in it and Gordo and I held a big debriefing on it, About what all our storage was and present and what we thought the six, I mean, that the seven troops would want to know about how we were using our storage and we thought the best place to do it was in flight right there while we were using it and we really put down some good dope and we also had some thoughts on Apollo on the darn thing and I figured we talked at least an hour on the thing, and I couldn't understand why it hadn't run out and

ade in volcan we configuration that we were in in the spacecraft,

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## -CONFIDENTIAL

I looked down in there and I marked the tape, you know with my pencil, and put it back in the tape recorder and turned it on and sure enough it wasn't running. The motor burned out in the tape recorder. Now, when I turned the tape recorder switch ON and OFF I could see a slight rise in the ammeter but I think what was happening was that we were getting the amplification part of it, but that the motor to the tape recorder was not running, it wasn't driving the tape. That seemed to be the failure.

FCSD Rep While we're here why don't you flip back a couple of pages while you were out and see jf there is anyth ing that you want to add.

Conrad Okay. Yes ,. Gordo covere d the h~ater operation on the ECS . Okay, they came on pretty early in the flight and we kept checking to see that it was truly working and itwas. System check covered the fumes and we got fumes at 27,000 and we were very light because we did have the ... . Cooper Under EX:;S I covered how you loved your pressure suit for mobility and comfort . Conrad Yes , ok ay. I won' t say anymore on that . Conrad Finger tip lights. Listen, now there's a very in-

$ CONFIDENTIAL

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teresting thing. The finger tip lights were the only darn lights we had in the spacecraft that we could move around, which is ridiculous . We kept holding a glove up once in a while looking at lights allnight because we

They sure were ....

## Cooper

Conrad

We had the gloves stowed a.nd I broke my auxiliary light because itwas too ha.rd to hold there. When I pulled it out, the very first time I pulled it out I shattered ita.nd Gordo never used the one on his side because it's just not handy. What you really need in there is, we've got to quality one of those littlepen lights .

Cooper

hild

Conrad

Cooper

One of those little pen flash lights. A guy really needs one of those little pen flash lights up there and I really wish that we had taken the ones along but we couldn't get them qualified. They had an open switch in them and we couldn't get them qualified for 100 per cent oxygen. You really need a little light that doesn't have an electric cord fastened to it that you can just stick in your suit or on a piece of velcro where you can just get to it and use it, you know.

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CONFIDENTIAL

Conrad

There is plenty of time at night when you are flying. Now the worst thing at all was a guy sleeping. If you turn on your instrument panel lights it only lights your instrument and the thing is you are interested in most is that center panel with the cabin press and the secondary 02 and all these things in it. So, the big thing is that you need an auxiliary light in there, like a pen light.

Cooper

Conrad

Y es, you did.

The umbilicals: I had about the right fit on the umbilicals and all that sort of jazz. The cabin press was great. The thing locked up a little high on lift off like it was supposed to but then a 4.9 never moved. We covered the CO2 bit. Did you cover the comfort day night and how the high rotation rates that effect us? We never used the cabin fan except just prior to lift off where it is called for in sequence and when we put the cabin cooler to the full cold position and brought on the cabin fan and flew it through re- entry that was it. Primary 02 did vent quite a bit. You covered that.

Cooper

Yes.

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Conrad

I'm sure that's all for now. It never bothered us, of any odor. The normal type venting system worked fine.

Cooper

Conrad

I covered that on the CO2 partial press .... Did you cover the coolant splashing all over the nose of the spacecraft just after adapter sep. That must have been coolant, it's the only thing I can think of that wouldn't be frozen up there. the nose after adapter sep and retrofire. It came around behind the spacecraft and I saw it splash and the marks are still on the nose of the spacecraft where it hit. Water management I thought was great except it had air in it. It water was cold, it tasted good, but we did have air in the water and it wasn't the amount that we had at the factory, but there was air in the water. could see it when you filled your darn rehydra- table food bags.

deul ages, But it was liquid and it actually splashed on

en dau, ne did have air in it but pressures were good, the

WebYou

Cooper B Yes. W

Conrad But, it was good water.

Cooper I covered the humidity sensor, we used it ... com-

webmunications, I don't think you say anything but

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74

excellent on that.

Conrad They were great. Even the UHF worked well. I

mean HF.

Cooper

Voice tape recorder. Then we were on. I just

covered that. It didn't work.

Conrad Did you cover the ... the exact details on this

DCS? How we didn't get the light. The only time

we didn't get the light.

Cooper

No, I didn't cover the details on that except just that we had gotten DCS unforecast over Carnarvon after when we already had our load in from Houston, and then it came on unexpectedly, not even checking to see what mode we were in here. We were in re- entry mode and sent us this DCS updating our T R and updating our load, DCS load there, and just as he said he was sending, why rapidly then we switched out of reentry to prelaunch but never got any DCS light on either the T_ or the load. R

Conrad

Yes, he s ent two separate commands, and th eoretically

the light should come on ea ch time but I never got the lights, so I'm highly suspicious of what hap pened and I've got to have an explan a tion why this load....

Cooper

Which he verified to the cores and they checked o ut

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all right.

Conrad

Yes, it was address 03 and address 10 and they ver- ified okay and that seemed to convince everybody except me that the load was correct and my mistake, in retrospect, I should have made them transmit the load and either satisfied myself that the DCS light had burned out, or that the operation did take place truly in the manner in which it was supposed to and it did light the DCS light. He knew the T was right because he had his TR clock synched in

with the spacecraft TR

Conrad

Cooper

Cooper And he assumed the load was right because he got maps back on it, but .... I'm not too sure I .... Yes, that's pretty dangerous. Pretty dangerous. I think this is it as I just pointed out to J. B. and we were discussing in the corridor here, my feelings on it are right now are real strongly, that my recommendation would be to pilots during really critical time periods, "I'd just turn the DCS circuit breaker off." I wouldn't even fiddle with it because that one violation that of everything we had agreed on has just completely destroyed my confidence in the whole set up. That's all it takes is that one time just to completely foul you up.

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Conrad Big Brother.

Cooper Yes sir. I do feel that way, I really do. Okay.

Let's see, all this real time, delayed time,

standby, that all worked fine, I thought.

Cooper Yes, we had real little trouble.

Conrad The coordination with the ground really in general

went excellent.

Conrad Yes, the only guy that had any problem was Guaymas doesn't have a command system so, poor old Guaymas was stuck when he was first to pick us up coming into the states with having to call us and tell us to turn on real-time and ack and then the Houston. people would have to remind us to turn it off again but the rest of the flight the command system ran that telemetry and dumped telemetry and everything else just fine as far as I was concerned. We were glad not to be bothered with it.

Cooper

Conrad

Communications control and switches.. The VCC. Man I tell you, that really worked slick, except those darn rubber guards on there. Those have got to go. Yes. The cabin is dry enough. The only reason I can see they need them on there is in case you had a catastrophic water spillage which you do very easily have....

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Coo per Yes , I pulled my ear plug and put the ear plug right in the bottom of my ear where itwas barely hanging there and I could hear anybody calling then . Then I put the plugback in. I thought the quality of the communication.ewas really, as far as we were concerned, in the air a:n:yway, was excellent .

Conrad Our bea cons worked satisfactorilyboth adapter and reentry, C band beacons most of the time they were in the command position, the people used them as they wanted them.

Cooper Let's see, the sl eep configur ation, we covered that , yes, that worked fine .

Conrad Antenna selection. I went to adapter and I really couldn't tell much different and then we decided we would go back to the check off list which called for reentry. Oh, I know how I got in adapter position . Cooper Som ebody asked you .. . . Oh , itwas that test. Conrad Yes, itwas the UHF test that we pulled and we were switching from reentry to adapter, from reentry to adapter, and I finallyleft itat adapter one time and the thing was working just great as far as I could tell. Cooper Yes, itwas there for a day or so. Cooper Yes, itwas there for a day or so. I really

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Cooper You could dump OUZD or something.

Conrad Yes, I ....

Cooper But the neoprene things are hard to see through,

you could actually push them up to the control.

knob to read what you got on there.

Conrad Let's face it Gordo, once we got those controls

set, we never moved them.

Cooper Yes, that's right. Once you set them you very seldom ever set them from there on. So, I guess it really isn't too bad. It's kind of a Mickey Mouse thing, and it works, I guess.

Those light weight head sets , Those PlEll'ltronic

Conrad head sets that we had, I don't think 8J' tybody can argue about the voice quality and they are really comfortable up there.

Cooper Yes, and they were really good reception, too. Conrad Just pull a plug out of my ear and let it hang and turn the sleep switch on when I wanted to sleep. Never took the think off my head in 7 or 8 days I don't believe. I'd sometimes take it off and hook it under here for sleeping, but after a while I just got so used to having it on my head I just unpull the ear plug and let it hang and turn the sleep switch, and the sleep switch worked great....

[page 84]
CONFIDENTI

couldn't see, we didn't have too much problem with

that, but they wanted it back to reentry and I presumed that they will get the right data out of that UHF test to know what's wrong with the adapter antennas , ifanything' s wrong with it. But we stayed in reentry configuration most of the time.

Conrad ETM controls?

Cooper We didn't have any problems with it.

We had no problems there at all.

_Conrad

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8.6 Electrical

Cooper Electrical system monitoring.

Conrad Well, I can't say enough for the fuel cells, they

really performed they --

Cooper They sure did, boy those little rascals really work. Conrad The purging, I recommend that we change those purge switches, and I don't think this is dangerous. I recommend that we change those purge switches to three position. Maybe guarded ones. Yes, maybe guarded ones.

Cooper What you might do was put a little three position

guard there.

Conrad But that spring loaded business, that spring tension on those, so I tell you my fingers are still sore from doing that. I used my toothbrush **** that's what I used all the time to purge them with. You had to jack them up with your tooth- brush because we've got them guarded and they are spring loaded, and you just don't think about it but you just try and hold that spring in that position for two minutes, it's like a year. Cooper Particularly under zero g. You don't have anything to push against.

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CONFIDENTI

Conrad So I recommend they make the purging switches. Well, I recommend that they either cane up with a gimmick that you can insert on the switches when it is time to purge so that you can flip them on and time itand then f l ip them off, or ~beyma.ke the s witches three position. Especially in that 14 day flight. You purge every 6 hours you know, and that's minimum. Ifyou are running higher lo a ds you are purging every 4 or every 2. So, that's quite a chore and it's like house keeping . Those fuel cells have to be purged and 5minutes of s witching is what ittakes, holding those spring loaded switches.

Cooper 2, 2 and almost 1, Yes, 2, 2 and halfa minute . 26 sec onds. That's really hard on the fingers , hiding behind these guards we have, makes iteven more difficult but the guards should be there. Let's se e , monitoring electrical power remaining. C onrad There was no bigargument there. Cooper No problem there at al l, just watching the hydrogen fa.11. Conrad They were either there or they weren't. Cooper Ground information required to complete mission.

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# -CONFIDENTIAL

Well, that there again.

Ti-ie cryos were re a lly

the only problem we had with electrical. The main ba tteries ... the times that Pete touched them they were just exactly like advertised .

Conrad

Cooper

Yes, they were 22½ volts every time we tested them, No problem at all. Squib ba tteries were fine , no problem.

Co nrad

Squib ba tteries came down about, I would sa y

2 volts during the whole flight. We started out with a common control bus that had been 27 volts and at the end of the flight it was 24.7 or something like that, 24.8 or something. It came down about 3 volts. But one thing that nobody ever told me, was man, when you fire thrusters and things like that you can see a lot of transients on that common control bus. That thing really gets to oscillating up and down. I wasn't sure some- thing wasn't wrong at the beginning, and I just pass that on as a tip to people who go later.

## 8.7 Onboard Computer

Cooper Onboard computer.

Conrad I can't say too much for the computer either.

It worked fantastically.

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Cooper It couldn't have worked better. It really

did.

Conrad The IGS Guidance was indicating everything that we did. We knew that we were going to loft a little bit and boy, it showed that we should pitch down at second stage and RGS did pitch us down, and when it pitched us down and put us on the IGS was centered up. I never saw any big needle deviations. I didn't see this big pitch transient at the end of the flight. I think it did wander just a little bit in pitch but none of this off the scale stuff. It looked like it was on the money all the way, and BIGGURASTVRI felt that if we ever switched we would be right down the pipe with it.

C ooper Yes. I did too. Real good. C onra d In the insertion, boy, that math flow 6 ca.me up with all the right numbers. The numbers were just right. You didn't read the numbers. Where the ta~e began the numbers were on tbe money. Address 72 was 25,808. Address 94 R dot was plus 20 feet :pga 97 was plus 2 feet. 52 said we had a perfect :insertion that we had no apogee adjust . At perigee there was 00000 an d then calcul ated, even though

[page 89]
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-CONFIDENTIAL

we didn't need one, the directions should be applied

at 3,042 seconds and the nominal value io ?, 008 seconds and I just don't think you can ask for better computations than that.

Cooper

Okay. I think that everything that we did on it worked out quite well.

Conrad

Catch-up mode worked well. The .... the one thing it did though, there was one ancmaly that I saw on there and I almost had a heart attack at the beginning of the flight. Remember, we got into orbit and I don't know whether I did it or what, but I got in the mode where I got the darn IVI's running and it wouldn't stop running, and the worked until I switched into pre-launch nav again a couple of times and I finally got the IVI's to quit and then I was very careful about how I did any switching after that and I don't know what that was. I'll have to sit down and talk to the computer people about that. It seemed to me that what I did

Cooper

Conrad

It happened once more. Yes, ithappened one other time and we got out of i t by going to pre-launch and letting itsit for

[page 90]
85

awhile and itfinally ran itself out and stopped.

But it looked like the accelerometer bias took off or did something that ju stmade IVI's run . I don 'tre a llyunderstand what happened but I wanted to note that an anomaly. I felt that the thing was running right and that this might have been a little glitch so I didn't report it to ground because, well , later on we didn ' t really have any need for catch up or anything like t hat and it seemed to operat~ okay.

Cooper Okay, let's see. Orbit maneuvers. I don't think

there was

FCSD REP How about the powering down and powering up? Conrad It shut down and started up just as advertised. ON with the on switch and 18 seconds it went through it's self check and the green start comp light came. on green and it did it every time.

Cooper Okay, Orbit maneuvers we have already covered that. Conrad We powered it up for all our updates and it accepted it every time, no strain. ✓ Cooper Retro fire, you got those numbers through. We gave the number to .... IVI's after retro fire. Read 269 aft and 10 left and 181 down.

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Conrad 10 left and 181 down, 269 010 181.

Cooper Yes.

Conrad And as soon as those retro's fired the light came

on green and it went right into reentry guidance

... reentry guidance

Cooper Reentry guidance was right on the money when it came

on, it came on exactly on time. Roll needle, roll

bug

Conrad Stopped at 400,000 feet, right at the time Houston

gave us our computed time to 400 K.

Cooper And the 290 K steering commands came in just right.

Came in just where they should, the direction they

should come in and everything.

Conrad At about the right magnitude ....

Cooper And about the right magnitude. Then the problems

started.

Conrad And that was the loose nut on the ground and not

in the air, fortunately.

Cooper MDU, that worked fine.

Conrad That apparently worked fine.

Cooper Computer modes. Let's see, pre launch worked good.

Ascent worked beautifully, catch up .... we didn't

really do any catch up except the one ....

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# CONFIDENTIAL

never got itto read through the compute1r now I ****

Cooper Yes, but my analog read-outs read.

Conrad Yes, but wait a minute, your analog readouts only

go to 300,000 feet and that's 50 miles and we were

never within 50 miles of it, so ....

Cooper Yes, but they read correctly and I got steering,

radar steering.

Conrad Yes, but the analog couldn't have read correctly. If it read anything on your scale it was wrong because it should have read only digital .... Cooper What I saw it was showing that it was getting a reading.

Conrad Oh, yes, well, there was no doubt that we were locked up. Cooper The R dot was going right on out past there , you know, and then itcame on past . Conrad But I don't know whether ifthe problemin the

[page 94]
89

digital read -out was a computer problem in the

catch-up and rendezvous mode of accepting radar data or whether itwas radar problem, but I ' llmention under the computer because I sort of suspect itwas a computer problem.

Cooper

But I don't understand why it worked so well the one time and the other time it didn't work.

Conrad

Something gave out . Either in the radar or in the computer. Well, then we never did get· to check'-a.ny thing in the rendezvous mode .

Cooper No, reentry ... Conrad We don't know what the problem was in reentry, but I think the computer did a 40 job it did just what it was suppose to do. It just had bum dope.

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CONFIDENTIAL-

8.8 Crew Station

Cooper Okay, controls and displays, sequence telelights.

The only comment I have on sequence telelights is

that the comp light on the computer is too bright.

Conrad That's right.

Cooper We are going to have to have some way of iimming that or put som e tape over it or something , because Conrad T hat 's a comment for GT-6 especially . Cooper Because when you are running itat night with the computer on for rendezvous, that comp light darn near blinds you.

Conrad Yeah, it's really bright. That needs a dim feature.

on it.

Cooper The other sequential telelights that are in there are all dimable, or turnoffabl e .

Conrad Say, there is one thing that we didn't try through. I wonder if that thing is on the bright-dim sequence .... We never did put the switch to dim. I never thought of it in 8 days either. I'll bet you it's on the bright-dim circuit, but we never used that switch. We've never had occassion to ever use that switch. You know we always check sequence lights bright.

Cooper So, that is what that check is for. (laughter)

CONFIDENTIAL

# CONFIDENTIAL (cont.)

## CONFIDENTIAL

Conrad Learn something new everyday.

Cooper I didn't think about that.

Conrad I'll bet baby it is.

Cooper Well, that's something somebody ought to check out.

This is just a comment.

Conrad But we never did have any reason to dim it in the

simulator. You never tried to look out the window.

Cooper You don't have anything to look out the window at.

Conrad Yeah.

✓

Cooper_ Okay, event timer -- We stopped at 48 minutes after insertion and never ran it again until we cranked it up at 27 minutes prior to retrofire.

Conrad Yeah, that's right. That was one of those things they had us power down. We never powered it up in INSIDE the flight.

Cooper

Conrad

Cooper

Apparently, it is a fairly good power consumer.

But itworked all right.

The IVI's worked fine, other than the one comment Pete made while ago that they were continually run- ning there for a while. The FDI's -- excellent. Range and range rate indicator worked good on the REP, boy, really, really good. It worked very good. on the --

CONFIDENTIAL.

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92

And the analog range was in close agreeme:'lt with

Conrad

the digital range when the REP was going away from

us.

Cooper Yep. The GLV fuel and oxidizer pressure gauges worked excellent except for the IPS. Stage two IPS fuel gauge failed to the full max deflect: i. on posi tion just shortly before POGO started, ancl stayed in the OFF position until after staging. It came back on and worked for about a minute an d then went back off again. T he altimeter worked just lik e it worked in the altitude chamber. Stopped at 96 800 feet .

Conrad It was very jerky on the way up.

Cooper It was erratic going up.

Conrad And I don't guess you can expect a pressure alti-

meter like that to follow as fast as that booster is

moving.

Cooper

I t's r eallywinding up. Conrad Coming back on reentry, why, we were apparently a lot slower on the other aide of it, because it unwound in a.n extremely steady manner and it seemed to be right with the barostat. Cooper It was right on the barostat, actually. Conrad And this is really the important thing.

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Conrad Suits.

Cooper The first thing that happened. Pete's suit had

to be repaired.

Cooper

S wizzle stick -- I used the swizzle stick for qui te

awhile to punch off the DOS light when Pete was asleep, but, finally, itgot to where it was j:ust easier to reach over there. I've got pretty long arms. I thinkmost people would probably need the swizzle stick t o get over there to punch it off.

Conrad

I never had the occasion to use it.

Cooper That's the only time I used it. I used it once for turning on the ACME power over there. FCSD REP B efore we go a:ny further, while I'm thinking about it, on the pad out here, you said you could see that umbilical tower when they started to raise it. Conrad No, the erector.

FCSD REP The erector. Yes. Conrad You could take the mirror out of the holder and hold it at the bottom of the window, and you could measure the distance. Now I don't know exactly how high we are above the road, but where the road winds up to the pad and makes a left turn in and drive straight into the pad, you could see the intersection of that road. So, I say that you can see the ground some

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CONFIDENTIA

350 feet away from the booster. You can see ground level, and we were going to use that procedure if we aborted. We didn't know if we were going to make a land or a water landing, but we felt that we could use the mirror to see if we were over water or over land, at least within 350 feet of the space- craft in the direction of the windows. I didn't use the mirror on the water landing out over Bermuda, because I could see the water out of the corner of the window by just putting my head up and peering at it ―― in the two-point attitude. I could see the water coming. I knew we were fairly low. As a matter of fact, that altimeter was just about on the money, wasn't it?

Conrad We were at just about zero feet when we hit the water. We had a good altimeter setting. Almost exactly zero feet.

Cooper

Conrad

Th.is is what McDivitt said. Don't go on that 29 .92. They gave us a 30 .10 altimeter setting , and when it read zero we were on the water.

Cooper Yes, that was a real good one.

Conrad So, I recommend they stick with this -- giving the

altimeter setting in the recovery area because it

can make the difference of a couple of hundred feet.

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## -CONFIDENTIAL

9709

Cooper Okay-, radar. Warm up time -- we don't have any
comment on that?
C onrad No. T hat was straightforward.
C ooper A cquisition range --
C onrad It acquired in excess of 250 miles and read at
250 miles.
C ooper T hat's that. Acquisition attitude -- well, at one
ti.me I thought we were out of attitude, and it still
was reading right on, locked up.
Conrad Yes.

Cooper Ease of lock on -- good. Capability of holding lock -- it seemed to hold lock very well. Flight display -- C onrad I t was fine. All you needed.

Cooper R adar tests generally -- from our point of view it went very well. We never had any false lock problems at all. We didn It reallygive these a fair shake, however.

Conrad Yes.
Cooper But, from the testing that we did, we encountered
no false locks.
C onrad We didn't get a false lockwhen we turned around
and looked at the REP.
Cooper No, we didn't .

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CONFIDENTIAL

Conrad We turned around and we waited until 1 minute was over, and banged on the radar and it didn't take this. 23 seconds or anything. It just bammed. It just locked up on us right there.

Cooper Locked up instantaneously.

Conrad There it was. No doubt in your mind.

Cooper Lighting, indicators, and instruments.

Conrad Okay, there's a deficiency here. You need to see

that center instrument panel, and --

Coop er You need some kind of glow. You need some kind of

a littleglow down t hat center instrument panel to

be able to see that t hing. T hat thing is really

black . Without bringing that big darn --

Conrad I really don't unders t and why those guys took that r ed center light out.

Cooper While we are talking about lights, let's see if we cover that. No, we don't. But there is a real safety-of-flight item in that cockpit -- lighting. That is, if you leave any one of these lights on, and, in particular, the big bright center light which is the landing light I think it is on there -- in the light solenoid area, the reostat, you build up a heat thing that is actually to the point of being explosive. It actually gets to

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## CONFIDENTIAL

99 99 99

where it will burn --

Yes , you could smell paint.

Conrad Cooper It burns the paint in the spacecraf t . Conrad You can smell paint cooking. That's the first thing that we noticed, the first day. I'lltell you what heats up. It 's the reost at. Well, the thunderstorm light th.at Gordo 1 s referring to doesn't have a reostat. T hat just flat puts out heat.

Cooper

It just flat puts out heat. You can burn your

glove right off your hand on th.at one.

Conrad Your under-window right and left lights -- if we ran those at great periods of time with the light dimmed down, that reostat gets so bloody hot that want you can smell the paint cooking again. I felt that that was a real bad situation and we have comments on that --

Cooper

So we kept rotating th ese lights on and off.

Conrad We never did burn our lights too steadily unless we absolutely had to . T he other problem there was that anything that generates th.at much heat is going to have a tend ency to burn out, and I 'lltellyou, you lose one of those cockpit lights, buddy, and you are screwed.

Cooper You really are.

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[page 107]
102

103

we ran the left side only, we ran the right side

only; we ran them in a:ny combination you could think of , ju st dependent on what you wanted to do with them. Sometimes you needed lights in the daytime , sometimes you didn't need lights in the daytime. It depend s on what your orientation ~a9 and what you were doing. T hat was very interesting. It'san entirely lighting situation than in an -ai-rplane .

Cooper

Let's see. We checked out the one light that we hadn't E mentioned here. I think we mentioned all of them ex- cept the doggone docking light. We did check it out, and it really throws out a nice light out there. We didn't have anything to try it out on out beyond the nose, but it sure lights up the nose. As a matter of fact, on that one night side we kept wondering where in the heck that light was coming from.

Conrad I kept saying, "Hey, the sun is really shining on the nose for a long time." It was the night I blew up the-- We were pointing straight up.

Cooper

Conrad

Yeah, I 'd blown up the shrimp and gotten ita llover the right console , and when I was cleaning itoff, I had inadvertently turned on the docking light switch. It took me about 10 minutes looking out there trying

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to figure out what the heck itwas shinj ng out there

on the nose . Itfinally came to me in a. flash that the docking light was on. Now that is another thing - I don' t know how they covered that REP with the re flective t ape, but , man, that thing wa s bright!

Cooper All you could see was the light.

Conrad No, I mean in the daytime.

Cooper Oh yes.

Conrad In the daytime with the sun shining on that thing, it almost burned a hole in your head. Boy it was bright! Cooper Yes, actually--

Conrad It looked like a little sun out there. Cooper Pete went into it deciding that he was never going to see it in the daytime, and I think he had a big sur- prise. I was determined that we were going to see it. Conrad And we did see it in the daytime, several times after it had gotten a fair distance away from us, I'd say 2 or 3 miles away.

Cooper It was bright. It was almost brighter on the day- side than it was at night. In fact, it was so bright it would blot out those blinking lights. Conrad Yes, that's right. The REP, itself, was bright enough and reflective enough that it would blot out the

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flashing light, but there were times when we saw it

close enough in the dayside that we could see the flashing light . itdidn ' t get that far away from us, and thats why I st illchallenge this 375 miles-- Cooper You aren ' t going to see that dipole as long as we did . The last time I saw that thing, I was still seeing the dipole antenna.

Conrad That's right. That's the last thing I saw.

Cooper You aren't going to see that dipole at several hun-

dred miles.

Conrad That's right, and we saw it in the daytime.

Cooper Yes.

Conrad And it was on the 5th or 6th orbit.

Cooper Okay, utility light, interior lights, outside lights--

FCSD REP Talking about outside lighting from external--

Cooper We didn't have any flashlights. All we had was the

gloves.

FCSD REP

It says glove . Itshould be glare .

Cooper Gla.re-- well , anytime the sun comes whopping in the window there, you are going to really have a gld,re And anytime you are sitting there watching the earth, tracking a target down on the earth, and you suddenly come back into the cockpit, you aren ' t going to see a

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thing. You a re completely blinded because when you have gotte n used to the outside--sunlit earth -- and you come back in .. the cockpit , it takes a few seconds to adapt to seeing things ins ide .

Cooper Intensity controls--I think they were fine. I thought they worked pretty well, and I must say, as Pete mentioned, I did like those red lights very well. Fingertip lights--they worked out all right. A flashlight would have been better, but the fingertip lights are fine. Onboard data--

Conrad ___ Flight plan strip we really didn't use. We used our own checkoff list, because all we had on the flight plan strip was checkoff lists. You couldn't read it at night, and we just put something on there because it was going to be in the spacecraft.

FCSD REP You didn't use it?

Conrad I set it up in the proper places, but anytime I really

used a checkoff list, I used this one right here. And

I think that one is going to be replaced by a clock.

Cooper Yes. Checklist cards--

Conrad I can't say too much for them.

Cooper They are really good.

Conrad We beat them over the head and we reworked them and

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reworked them. I know we drove those guys nuts down there, but I'll tell you, there are darn few things I'd change on these set of cards right now, after having flown the flight. They really helped us. And the experiments book helped us and the log book worked well, and I think we kept things fairly straight. In general, I think the books worked out very, very well.

Cooper

Conrad

Our big flight plan book worked out well, it didn't get in the way. Our reentry book, I think, could be made smaller. I would recommend next time that they put the schematics together like Neil did in the GOH Junior, which turned out that he had the schematics in a book that was 10 inches high and 2 1/2 inches wide and about 1/2 inch thick. Just by folding them a certain way, and this you would put away and never pull out. Now, everytime we hauled out that reentry book to do anything, we had all the schematics and everything. We really didn't need to haul those around all the time. We could have found a proper place for them. So, I'm not complaining against the reentry book and I wouldn't take anything out of it. By golly, we used everything in the books. We looked

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Conrad Okay, maps and overlays--they were really good. D -6 books and the data books were good and we used the star charts--

Cooper The onl y maps I thought weren't worth a darn were the Apoll o landmark maps. Conrad Yes , well you' ll get to debrief on that through Apollo inhere. But our straight data books and everything--

Cooper Yes, they were good. Conrad We used all of them. Cooper No comment on them. Conrad We took the experiments procedure book and the ex- periments log book just like this, and whoever had the watch side put them in the Volkswagen bag. We'd take the reentry book, which we had the PLA updates in, and the other book, and we would just throw them down between our legs. If you wanted to look at the flight plan you would just flick it up, grab it, and read the thing, and throw it back down there again. Cooper There was enough room so that Pete kept them on the side of his left leg, and I kept them on the side of my right leg, and we would just pass them back and forth. Cooper Okay, start charts--by golly, I thought they were

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r eallygood, and I think anybody that wants to get

lined up for a night retro, if they do :_t once and aren't convinced that star charts were p rettyuse ful they're --

Conrad

Well, itgave us a great deal of confidence to go

into the star chart the last day and pic:k out the right yaw stars, and then, as we were aJ.ining the platform, to see those yaw stars go right through the middle like they were supposed to.

Cooper

I think the star chart was very usable snd very neat,

much smaller and neater in this fashion than itis in this great big mechanism thing we hav-e . I think they're very usable in that fashion.

Cooper

Stowage. Hah! What are we supposed to say about stowage? Boy, it's probably the most critical thing in a long flight. It has to be kept up on an hourly basis. Belts and harness-- I thought they were perfectly satisfactory, except for one set of belts I wanted to get out before the flight and if I were doing it again, I'd take my own scissors down there and cut them out. That is the knee belt which was put in there for pressurized ejection. It is still in there, and it is in the way, and I hated the darn thing. Mine flopped and flapped around in there.

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I finally took them and gouged them down in al ong side the s eat. I took my scissors and cr ammed them down in there , and that is where they stayed the whol e fl ight .

Conrad Yes, I'm not convinced they are necessary.

Cooper

T hat knee restraint belt was put in there so that ifyou were ejecting at high altitude and you came out in a pressur i zed condition - -

Conrad

I think the arm restraints ought to be looked at the same way.

Cooper

My arm restraints stayed in the down position, I launched with them down, I reentered with them down, and they never came out of the down position. They could have saved a good 2 or 3 pounds of weight on my seat by taking my arm restraints out. I told them that before and they said, "Well, they wouldn't ever be able to get them off." You know the seat. was out sitting over there and I could have removed. them myself in 5 minutes when we were in Weight and Balance. They said the paperwork involved in re- moving them would probably take a year. So, those two items I flew with I thought were completely worthless. And the lifevest--I don't know what. you are going to do better. I really don't

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honestly !mow what you are goi ng to do betterbecause

of the ejection situation , but they are in the way. T hey are in the way of everything you do, and they are real littlebearcats to get on and off ---these little lifevests.

Conrad We didn't have a place to stow them. Cooper Yes, we left them on the whole darn time just because we didn't have anywhere to stow them. But they are really in the way. They are a real pair in the rear. Conrad Yes, it's all part of the suit combination.

Cooper Well, that's right.

Conrad If you didn't have the suit, they wouldn't be so bad.

Cooper Waste disposal--pack harder.

Conrad Yes.

Cooper Pack tighter. That's a very grave problem, in the f a ct that as you start getting defecaticn wastes of this type you want an area where you are not going to mix ing that with other items too much, and you want an area that you start packing right the first time so you don' t have to keep dragging itall out and repacking . I don't !mow how you are going to do it any differently than we did~ inke eping one a rea completely open for it , and just working and using that for your disposal

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area.

FCSD REP How about urine?

Cooper

The urine system worked just great .

Conrad

Except for one problem. It leaked on occasion , and I reallyattr ibute that to the fact that this rubber device gets covered with tars . I covered t his pret ty thoroughly with the doctors . I recommend that you take new urine rubber receivers a long, one per each day of the flight. We had four along and we changed t hem every two days. They get gummy and tarry and they don' t have their holding power and urine tends to flow back.

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around the side. That is what it amounts to.

Cooper Yes.

Conrad We never had any trouble with them when we put on a new one. The new one would last about a day before it would start getting gummy. We tried everything to keep them clean.

Cooper

It wou ld get gummy .

Conrad ... wipe on them and we left them unrolled so that t hey would dry out.

Cooper

The rubber gets so gummy you can put the t wo together and they j us t stick together. Itgets a ll gummy and sticky. It may be a better material is available .

Conrad I still think its the urine that does it. Cooper That's what I'm saying. There may be a better material available that the urine won't effect that way. The urine is eating into that latex--its latex rubber, I suspect. Either carry more good ones along or get a better material to use. That should have been evaluated by CSD. They should have determined that urine does effect them and makes them go to pieces in a hurry.

Conrad Yes, I'm not sure they don't even wash them out

occasionally.

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food bags and juice bags. And then I'd have another bag just full of these wet wipes. If somebody wanted a wet wipe they could go in and get a wet wipe. They wouldn't have to be handed back and forth, back and forth. They wouldn't be hanging all over the cockpit. And that way you'd have a very neat set up. You wouldn't have a lot of food that is difficult to stow. The big difficulty in stowing __ this food is the paper. This makes the bulk. All this tinfoil and other things wrapped in individual plastic and then more foil and a great big package holding the whole thing. And When you get all this paper gathered up the best you can possibly packet you have at least equal volume to what you had initially with the food. I think that you can cut down a great deal by clever packaging and allow the pilot to choose his foods per meal. I think he'll be happier. I think the packaging of it will be neater and easier. I think you will get a lot more effective use of space. I think the biggest wall problem for GT-7 will be that they are going to have a 2-1 factor. Everytime they pull out a package of food, by the time they get that food plus the waste products back in and stowed it's going to be exactly

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twice the size it was w hen itcame out. I don ' t believe there is anyway t o ge t around it the way the food is packaged.

Conrad What are you going to do? Jim and Ed ate everything in the spacecraft. You and I hardly ate anything. If we had known that we were going to eat what we ate, we could have had twice the room in the spacecraft. Cooper Yes.

Conrad We left 10 packages of food there. We never ever touched it. Plus we filled up the locker with another third of the food we didn't eat from the packages that we opened. Toast, apricot cubes, brownie squares, fruit cakes, and I don't know what all were stuffed all over that spacecraft. We didn't eat any of that. I couldn't eat it if I had wanted to. I just didn't have any desire for that stuff at all.

Cooper

I don ' t know what it was about, but it just seemed to be so dry, and chew and concentrated .

Conrad

The doctors figured we were running on about 1800 calories a day, and I don't feel that we were cheating ourselves. There is a big difference between our flight and Jim and Ed's. They went after this. big extravehicular thing, and I think that it probably--

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Cooper Well, I ' ll tell you, a couple of days we ate a lot more . That third day we had a real full day . We were really busy . Man, we really had the appetite . We really gobbled down the food and we ate good. T hose days we were just drifting were--

Conrad That makes sense to me because if I'm working I eat a lot and if I'm not working I don't eat much.

Cooper Maybe our morale was low all over. We didn't consume much food. I got hungry and Pete did, too. I could tell when I was hungry, and we'd say okay let's break out the food and eat. We really boiled medown to just about 2 meals a day when we powered down and 3 meals a day when we were working hard. for It was only about 2 meals a day powered down that we even wanted. The bite size food tastes awful good when you just sit around and snack on bite size food. It just didn't taste worth anything up there. I may have finished off maybe one or possibly two packages of it up there just by having it. sitting around in that little nook or cranny. Maybe once a day, I'd have one of them. Just an in-between meal snack but other than that it was really a waste having them along. I think that if we had all bite size food we would have quit eating

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entirely .

I imagine that would be an ea3y way to

package the food. But the rehydratab l e , )nes w ere really good. There is just no getting acound it. They are good food. The are nourishing and ...

Conrad

Cooper

Boy, I don't know what to say about the sleep periods. The juices were good. They were really excellent. We had some leaks. We had four bag failures on those plastic bags. I think it was the function of crumpling this bag all up again and having to wad it around to fit it tightly into a different shape from the fold that it was in. I think that those four bag failures could have been real serious.

Pete had one that was worse probably --

Conrad

I was eating merrily on the eighth day, shrimp creole, and it blew out the side, and it blew this itty bitty dehydrated, rehydrated shrimp all over the circuit breaker panel. It was red and it looked like somebody had flashed their hash all over--Ha, ha! You can't. clean it up in zero g. Everytime you wipe a shrimp off one place it would float over somewhere else. I was snatching shrimp out of the air all over everywhere. I was bloody mad at the bag. I was about to have a fit.

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FCSD Rep Why don ' t we finish this sleep period? And we wil l be through with systems and pick up those questions . Conrad Start the experiments. Okay .

Cooper Okay, sleep period. I think the schedule needs to be set somewhere around the normal sleep cycle that a person has already, in other words, I don't think that the sleep ought to be set for mid-morning or mid-afternoon. And I personally think that the cockpit is small enough that you're almost going to have to sleep both guys at the same time. Conrad I concur. I don't think you can be doing the ex- periments with one of them-- Cooper And have the other one asleep. Conrad Yeah.

Cooper

Pete and I both found that the times when we really slept the best and most comfortable and really got some good sound sleep was when we powered that thing completely down and turned all the lights out and were down around the backside area of South America and there wasn't anybody to cut in and be flashing in to tell us all kind of things and they would leave us alone and we just both power down and go to sleep and get a good sleep. And that is the only way you are going to do it, because if one guy is

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doing experiments or working, or if one in the spacecraft, or doing a ll this other stuff, the other one is just not going to sleep. This i~: pure and simple as that.

FCSD Rep

Cooper

How about mentioning about how quiet it is. The inside of the spacecraft is just as quiet as the inside of a very quiet office room.

Conrad

Yeah. Well now , the big thing here is ihat we had taken our helmets off and put these neck dams on so we had no, none of this suit air flow over the mikes. And when you get in that configuration so you are not picking up any noises, as a matter of fact, we had our intercom volumes turned down . Most of our talking we were doing was to one another.

Cooper

We were just talking in our normal tone of voice.

Conrad And our radio volume levels were extremely low. We were carrying about 4 on our radio volumes . And that was more than adequate volume. I mean that guy came in loud and clear in the headset. You could hear a pin drop in that spacecraft. The only sound that you were aware of was a very gentle swishing sound of air which was flow due to the recirc being open .

Cooper Right.

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Cooper

Conrad

And it was so quiet that you could hear a guy when She picked the book up and started turning the page. Yeah, I could hear in back in the adapter section after really getting adapted to this thing, we could hear the hydrogen vent, we could hear the fuel cell hydrogen purge. We couldn't hear oxygen purge. We could hear all thruster firing of the attitude thrusters. When we did our burns, we didn't even have our helmets on. Did we? We had our helmets off when we did the maneuver burns, when we did those perigee--and we could hear all thrusters firing. Aft firing thrusters. We blipped the forward firing thrusters and we fired the up-down and left and right thrusters and we heard them all fire -- all the maneuver thrusters and all the attitude thrusters. And I could hear. many other noises working back in the--There was a pump package or something squeaking back there that squeaked for all through the test period and I was curious to see if I was going to hear it in flight and sure enough, it was loud and clear. It was back there behind my head in the adapter section. And you could hear just anything that was out of the ordinary noise. And that was what the problem

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was, it was so blasted quiet in there that when something did click or snap or that was not cyclic in nature that you got used to it woke you up just like that. And as Gordo says, turning the pages in a book, or he'd reach over and pull something off the Velcro, just a little food package and just that little zip of the Velcro sounded like it was magnified in there cause it was so blasted quiet in the spacecraft. He couldn't talk in the micro- phone without me hearing it.

Cooper

I tried actually cupping my hands and talking into my mike here so I could make as little noise as possible.

Conrad And I tried it too.. We would wake each other up. So our recommendation - I'm sure the spacecraft is safe. You may want to look at something - I really. don't think you need this, but I think it should be looked at from an engineering point of view - what would what are the catastrophic things that could bother you if you were both asleep that would need somewhat of a warning to wake you up and I really don't think you need any myself.

Cooper
Conrad

I don't either.

But I think that the spacecraft and we felt that.

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night that I did. There was one night that Gordo. slept maybe 6 or 7 hours and I let him sleep that whole time because we were just exhausted. And that was the same reciprocal thing he let me -- sleep for 6 or 7 hours. That was the only time in the flight that we both really slept any long period of time. The rest of the time I don't think we ever slept longer than 2 hours at the most -- And most of the time it was 50 minutes between stations. Well, that's the whole thing, that the -- on this schedule thing there are many, many, many inter- ferences to sleeping and these stations just calling in letting you know that they have TM sclid and are standing by, interfere with you--they wake you up. They shouldn't even do that--on backside passes un- less they got something to give you, they shouldn't. even call you.

Cooper

Conrad

Cooper

And then too, when they start handing you a bunch of flight plan updates and they want you to do this and that and one man is trying to be--they are try- ing to keep one man real busy while the other sleeps, just doesn't work out. Configuration, well, just close your eyes. The best configuration to sleep is to turn all lights off and sleep. I will say one

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thing right now that we haven't mentioned before,

Conrad

Cooper

I believe the Polaroid window filters we took were the greatest things we had along. Especially when we got on that drift in flight. I'd really recommend those very strongly. We put both of those up dim then down to where they com- pletely block things out, turn the lights out, go to sleep and really have at it.

Conrad One guy could open his up and really see the ground well with them in the open condition, but it was a circular hole that was small and with the filter on the other window it kept the spacecraft relatively dark if the other guy was trying to sleep.

Cooper

Ri ght .

What ' s this miss ion briefing?

C onrad I think that was supposed to be the t hing that we changed courses in midstream and we di d; we briefed each ot her and br ought one another up on what was going on and what we had written down .

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half of them.

Most of them occurred during my sleep

httime.

Cooper

Okay, the next one was Sequence 212. And that is on Lake Winemarka and it was a point out in the lakes in Brazil--down in the Brazilian area, and it's a large lake.. There are no other lakes in the immediate area. The lake was very, very distinctive. You could see it from some 6 or 700 miles away very clearly--big, heavy jungle all around the lake and the point that they selected was the finger of a little peninsula out in the lake in a particular point right on the peninsula. I thought the lake was easy to find, the peninsula was relatively easy to find from quite a distance out. There was no problem getting on it. It was a fairly distinctive landmark. The light was fairly low - it was late- in-the-day type pass, and the light was fairly low over in the West, but no particular problem getting on it, holding on the target, and identifying it. Apollo landmark--let's see, I took 1, 2, 3, sequences of pictures over that. And Apollo landmark 213 was the next one, and I wonder if they want the magazine and sequence numbers. Okay, on 212 it was magazine 1 and exposure 62, 63, and 64. On Apollo landmark 213

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it was magazine 4, exposure 10, exposure 11. 213 was Lake DePoopo in South America and here again the lake was fairly distinctive although this was a shallow water lake - the other lake was in the mountains in a fairly deep water - crater-type lake, whereas this Lake DePoopo was a flat land lake fairly shallow, the lake was not the same shape as on the map that we had of it. In fact, the map we have is quite a poor map and the island that the point is on, Isla de Panza, is not the same shape as the island that is shown. It is the only island it can be, it is not exactly, quite different in reality than it is here on the thing. The island is changed in shape, but being a shallow water lake you can see that the lake could very readily change with the water level -- change shape with the water level%;B and these islands could very readily be modified fairly readily just by dredging or hacking away at them. It was obviously the only lake in that im- mediate area that it could be and it had the same. general shape as this lake. And it had the river leading in. The lake was fairly distinctive, and fairly easy to find, the point was easy enough to get onto, and I got these two pictures of it. Light

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conditions were again fairly late-in -the-afternoon type light conditions, but they were good enough. I don't think this lake was nearly as distinctive however, as the Lago de Winemarga. I don't think you can trust these shallow water lakes as being that definitive in that they may change a little on you and won ' t show up as good, particularly f r om higher altitudes I don't believe, as the deeper water lak e perhaps . And the next one , let ' s see, as to time--days and times-- first of a ll , I was skipping that, day 2, 21 hours 45 minutes 39 sec onds was Sequence 212 which I covered, Sequence 213 which we just covered was day 3, 21 hours 38 minutes and 2 seconds; these were all made at -- 212 was made at 1/250 at f/8 because of the quite low light value, and Sequence 213 was made at 1/250 at 9.5 and then one at f /8, because here again, itwas a fairly low l ight level. They were a llmade at fairly near 90° pitch down. Sequence 207 was made by day 5, 7 hours 14 minutes 27 seconds. I made two pictures there. 57 and 58 are magazine 4, 1/250 at 9. 5 and approximately 70° pitch down and 30 to 50° yaw . These were yawed off at some slight angle . And 207 was Canary Islands and itwas the southern point

•

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on the La Palma Island, and very distinctive%3B how- ever, one can get confused if there is any little bit of cloud cover at the islands you're looking at. There are approximately five or six islands out in this group and with some of the scattered. cloud conditions, vou can get on the wrong island there fairly readily, particularly if part of one island, where partially covered by clouds, maybe just a point--you can very readily get the wrong point. However, I think we got the right point all right without any problem. And I think the lighting conditions were very excellent, really, except for the scattered clouds on the water down there; the lighting conditions themselves were good for these pictures. And on day 5, 10 hours 25 min- utes and 2 seconds, we got Sequence 208 which was the one we had tried the first day and had had cloud cover. That was magazine 4, exposure no. 62 taken at 1/250 at f/9.5 90° with about a 20° yaw right, and there again that was the point near Cape Rhir near Agadir and the comments that I had to make on this one are that there are three points going down this same general land mass that are neither one a great deal more distinctive than the

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other . In fact, the one that is the most distinctive from quite a distance out is Cape Sim near Osaweira . Itis a lot brighter, lighter colored sand and is more distinctive than Cape Rhir . However, once you learn the place , Cape Rhir becomes a little more distinctive when you learn what to look for , because Cape Rhir is at the edge of the mountains and just to the southeast of Cape Rhir , there is a river and a valley -- a big, wide, green valley which travels up to the east along the edge of the mountains . When you once learn to look for it, this river and valley are quite a give- away, because look just to the left of itand that's Cape Rhir . I think , prob ably itis the most distinctive of these three. The three points that sh ow up immediately from perhaps 800- -1000 miles out are Cape Hodad and Cape Sim and. Cape Rhir . You can see all three little points sticking out there . Neither one of which are particularly more distinct except this Cape Sim has brighter colored sand and begins to show up a little more distinctive, but once you learn where the land marks are , these mountains and valleys near Agadir give away Cape Rhir . I believe itis the best landmark--in that immediate area . I ' m not sure that

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I agree, incidentally on all the Apollo landmarks landmarks we've got here. I'm not sure I agree, in general, with any of the Apollo landmarks that they have. I think there are lots more distinctive land- mark features around the country. I think that their idea of selecting a point of land down in the water is good, but I think that there are numerous places around the world where, say a large river comes out and intersects with the ocean maybe at a point, at a point in a river and things of this type, would be even more distinctive or an inter- section of a river and the ocean, or an intersection. of something in the type of causeways in Miami or the causeways here at the Cape where they cross the water with a very prominent water landmark. They'll give you a very accurate telescopic point to sight - on, whereas the particular points of land that they have selected are not really accurate type sighting points for real accuracy, I don't feel. They're reasonably distinctive, but I don't think any--nearly as distinctive as a lot of other areas around the country that could be selected.

# CONFIDEN INTIAL ENTIAL (cont.)

FCSD Rep

Okay, why don't you look through these things here and see if there is anything there that you haven't

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Cooper Okay, let's see, going down on the 9 ,0 Operational

Checks - Acquisition..

FCSD Rep That's Apollo Landmarks.

Cooper

All right, the--I think to find these landmarks, things of this type, one thing that I feel pretty. strongly that you really need is a platform. You need a platform to operate from. You need pointing, something to give you pointing information. Now, you can find it approximately with the plat- form off, and by knowing about what BEF or SEF are, and by yawing approximately so many degrees, knowing what time to look for it, approximately what degrees. to pitch down. Chances are, if it is fairly dis- tinctive you are going to find it. But for certainly very accurate acquisition, you certainly need a platform up and some accurate pointing information, then you really got it pinned.

Cooper

We tried itboth ways and there is no comparison.

Ifyou really want to make sure you get on a target, if you've got a time and at the time you are at this time, then the pitch angle and the yaw angle to be at, boy, you just can ' t miss it . Ifyou go to those angles just a few seconds ahead of time and set right there and as you come up on the time ,

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# -CONFIDENTIAL

there the point is, right there. You just don't miss it. Updating, of course, you've got to keep these times updated as you--depending on your ephemeris, and how you are sliding around on your original time. Ours, fortunately, was just right on the money practically the whole mission, fairly late in the program we began to decay enough that we were changing times fairly significantly, but the weather is the biggest factor of all. Of course, if the weather is bad in the area, you don't get it. You just don't get the target. If it exists, humidity. like you find along the West Coast of the United States then you aren't going to get it although some places out there like the point by Santa Barbara and Point Arguella and some of those points, even in spite of fog and haze, almost invariably show up. These are the kind of things that should be taken into consideration. The weather is probably the biggest factor on whether you are going to get a point or not. Sun angle is not so important as weather, although it definitely is a factor in that very early or very late the sun angles really tend to cut down the visibility, particularly if you have the addition of humidity in the air. If you have

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# CONFIDENTIAL (cont.)

the point they had might have proved to be better. Maps--Boy, we ran the gamut on them, but in general, the Apollo maps we got were just stinking. They were lousy and they didn't give you any lead-ins to where you were trying to find these things, and if it hadn't been for Harry Kazuma's map over there and our regular orbital map, we never would have be- gun to have found these places. We couldn't have possibly told where they were. And the Apollo maps that they have on here, these colored lithograph types gizmoes things, are just worthless. They are not worth the powder to blow them up with. There are hotel several real typical examples of why these maps are so bad. For instance, right here, just on the better map of the group, they have the Canary Islands, but they don't even have all of the islands in the group. The island that you pick is sitting way up here at the corner of the map and you don't know what's leading you into there, or whether there's maybe another island just right by that one. You need a bigger scale map like this one. That was a little too big a scale perhaps, really, but that's the kind of map you need to really point out what you need coming into it, and somewhat of a more reasonable

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# CONFIDENTIAL

picture .

I think the prime example we had of any

difficulty in map location was not on the Apo llo maps themse lves , but i t is exactly the srune kind of thing . What was that one that had the lit tle i s land? Lake Depoopo .

Conrad

Cooper No, no. It had one tiny little island right off

the coast and it wasn't on the Apollo maps. It was

the--

Conrad It was a D-6. That was that thing off Brazil. That's all it was. It was a chart of water with an island in the middle of it. It turned out that right at the edge of the chart was another island. We took the wrong island first because, heck, it looked like there wasn't another island--

Conrad

I'm just making this comment beca use itwill apply to the Apollo map making, as well, and this w as an ideal example of how t o really screw someb ody up.

Cooper

We also got another island right up there. We got it and we were sailing along thinking that was a good shot we made of that island, and we looked down and I said, "Hey, look down there. What's that. That's another one." I swung over on it, and he said, "Let's get it, too." So, we discovered

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# -CONFIDENTIAL (cont.)

## 9.2 Cabin Lighting Survey (cont.)

147

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150

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10.0 VISUAL SIGHTINGS

# CONFIDENTIAL (cont.)

## 10.1 Powered Flight

Conrad We l l, everything wa.s straightforward up · .mtil Fairing Jet. We told you about the problems we had at Fairing Jet . We want to take a look 1 :1.t that . Cooper I didn ' t see anything-- Conrad I did see the horizon come into vi ew at 1 :1.bout 60° . Cooper Yes, I saw it just as we began to stage 1 '.>ver . I l ooked out over your window. Conrad That 's right. Right after staging in guidance ini tiate itca.me down to about 80° on t he horizon and man , itlooked great out there . Cooper And the only thing that I noticed at SEGO was a lot · of debris.

Conrad Oh , yes, itwas stuff all over everywhere. About the funniest thing of all was -- Cooper Snow a ll over the whole area.. Conrad Yes, and just all sorts of glittering pieces of thi s , that and the other thing. Cooper Pieces and bits. Conrad Then a.11 these washers and goodies started floating a.round in the spacecraft, but the .. .. . 'll as the washer floating along -- Cooper That was three or four orbits later. He : t:'e we are

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153

whipping a lon g at 17,000 miles an hour or so and I

looked out and here's that washer floating right in front of my window. Itsat out there and floated around a while. I pointed itout to Pete and he got over and looked at itand itfloated on around and finally it · just was drifting on off. Fin a lly itdisappeared. And about an hour l ater a bolt came off.

10 2 Orbital Flight

Conrad We didn't see our own booster. We were too busy.. We started the flight plan right away and we never turned around to look at it.

Cooper

We never turned around to look at it.

Conrad

We sure as heck saw the REP.

Cooper

We saw the REP and saw the REP and saw the REP.

Conrad

We saw the REP blanket too.

Cooper The REP blanket, I think we mentioned before, but the REP bl anket someway or other got between us and the REP. This means that the REP either went through itor tumbled over it, because the blanket was be tween us and the REP . Man-made objects in orbit. Let's see booster, REP- -

Conrad Okay, now that satellite-- Cooper Satellites. We never saw any of the scheduled ones.

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# CONFIDENTIAL (cont.)

## 10.1 Powered Flight (cont.)

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## -CONFIDENTIAL

155

# CONFIDENTIAL (cont.)

## -CONFIDENTIAL (cont.)

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CONFIDENTIAL

Conrad One day we went past El Paso and the lighting con- ditions were just right. You really could see the individual streets in El Paso. You could distinguish the streets but this wasn't always true. The light- ing conditions had to be right. One day we made a pass over the United States and I could see the streets, the airports, the lakes and every princi- ple town across the United States all on one orbit. We started at Los Angeles, went to Phoenix to Tucson, Abilene, White Sands, El Paso-- Cooper You could see the details down there in Clear Lake - Taylor Lake area--like you were flying over coming in to land.

Conrad Dallas, Nashville, Memphis--

Cooper It was clear as a bell.

Conrad And when we went right out at Savannah and we were

looking right down the pipe at Jacksonville, Florida.

You could see the bridges and the St. Johns River

and everything.

Cooper When we came over the Cape here you could see every one of the launch pads.

Conrad I should have two 70-mm photographs. I guarantee you that I got a 70-mm photograph of the Cape one day like nobody ever took before. If i t came out ,

CONFIDENTIAL •

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# CONFIDENTIAL

159

inAustralia was a good example. Two different days itwas completely clobbered in where you couldn't see anything on the ground in that imme diate area. This point Rhir was clobbered in one day. We were going to get an Apollo landmark on it and it was just back in under the clouds in fact. And Kano we were going to get a shot of the Kano air field, wasn' t it?

Conrad

Yes, that was clobbered .

Cooper

Yes, itwas clobbered, We got right up close to i t and there were these low clouds hanging in there just scattered to broken clouds and we couldn't see .

Conrad

Actually on the D-6 stuff most of the time the experimenters were up on what was clobbered and they didn't even bother to give it to us , or if they gave it to us itbecame clobbered before we got there. They usually were able to tell us that itwas going to be clobbered and then many times they gave us that the weather was pretty good, but there's three tenths cloud coverage so you may or may not, It didn't bother us too much around the coastal regions.

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Cooper Cloud Coverage. We had varied cloud coverage

throughout the flight.

Conrad Boy, I think we saw every phenomenon you could

think of with the clouds.

Cooper Just about everything you could think of. We saw

typhoons, and hurricanes, and--

Conrad We saw well defined eyes in these tropical storms

and others without--with such cirrus cover that you

couldn't define an eye. We saw some of the most

fantastic thunder storms we have ever seen.

Cooper We saw hundreds and hundreds and hundreds of miles

of tremendous big thunder storm lines with squall

lines going across it.

C onrad N ear Sout h America. Cooper H ad at times as many as 15 to 20 thunderstorms that were lighting up all at the same time . Conrad I think I have some good 16 mm camera coverage of t he thunderstorm lightning at night . Cooper And these are--then we saw --then we had great expanses over the same areas of excel lent weather, clear weather. We saw a lot of dust storms

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# CONFIDENTIAL (cont.)

## CONFIDENTIAL

in Arabia and Africa.

Conrad Yes. You could see those desert storms real clear-

ly.

Cooper The w ind picking up and moving the sand al ong.

Other d ays we saw the same areas just as clear with

no wind. Be aut iful weather.

Conrad It was interesting in those deserts to notice that

you could really pick up the prevailing wind trails.

Cooper Yes.

Conrad You know from the sand flow. Cooper The way the sand dunes were-- Conrad And which as I sort of remember back e1omewhere there was a lot of explanation about how the whole desert moves , you know, and you could r eally see these great --! mean for a hundred miles- hundreds of miles you could pick out thes e gre at obvi ous prevailingw ind tracks in t he sand that just stretched for hundreds of miles.

Cooper Yes.

Conrad And again this was in Egypt and south of Egypt--

down in that area.

Cooper Well, you could actually see by the cloud

formation--was odd, too. The thing I noticed was,

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you really could see the lower altitude prevailing winds in the cirrus clouds or the lower altitude stratus type cloud you all around and you really could see the wind pattern and one thing that really impressed me, was the--on cloud formations low altitude cloud formations--up in the Himalayan areas, how that stratus-type cloud would hang-- would just completely define the land shape. You'd see it hang in the valleys and swirl right down in the valleys and you'd see where the peaks were, it would puff and was quite definitive of the land mass. And then coming in off the-- you could see the prevailing wind direction in the lower altitude clouds. You could see the way the wind would come in and you'd get the wind shear where it would hit the mountain peaks coming in off the desert areas there and it would kick it up over the peak areas.

Cooper Okay.

FCSD Rep Let me ask one question.

Cooper Okay.

FCSD R ep Was there--as far as good pictures are concerned-

how many pictures did cloud coverage prevent you

[page 169]
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159 E

in Australia was a good example. Two different days itwas completely clobbered in where you couldn't see anything on the ground in that imme diate area. T his point Rhir was clobbered in one day. We were going to get an Apollo landmark on it and itwas just back in under the clouds in fact. And Kano we were going to get a shot of the Kano air field, wasn't it?

Conrad

Cooper

Yes, that was clobbered.

Yes, it was clobbered. We got right up close to it and there were these low clouds hanging in there just scattered to broken clouds and we couldn't see.

Conrad

Actually on the D -6 stuff most of the time the experimenters were up on what was clobbered and they didn ' t even bother to give it to us , or if they gave it t o us itbecame clobbered before we got there. They usually were able to tell us that itwas going t o be clobbered and then many times they gave us that the weat her was pretty good, but there 's three tenths cloud coverage so you may or may not. It didn't bother us too much around the coastal regions .

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CONFIDENT

Cooper

T he carrier was the one thing that itreally

bothered us on. Two different days on the carrier shots doggone ityou could see one day- - for in stance we saw the carrier wake and--

Conrad

But the sunlightingwas such -

Cooper

T he sunlighting and the--

Conrad

You lose the wake and everything--

Cooper And then the scattered clouds, too were such that you were kind of hunting for him in and around the scattered clouds and sunlight angle was low on it and we lost him.

Conrad

The day we got him there w ere clouds b~ck there

but gee we could see him for 500 miles out and we never lost them.

Cooper

Just the lighting conditi ons were ideal that day

and he was also o ut in kind of an open ar ea in t he clouds .

Okay, horizons. The horizons were of course, as usual, I think day and night were fairly well defined except as you come into the--as you go in out and out of the terminator. Just at that period of time where you're going into the light or out of the light through the terminator it's a very fuzzy

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ill-defined, odd area--

Conrad Yeah, looking down the sun.

Cooper Where you have no defined horizon at all. It's

very--a real messy situation. The only thing I

noted different about the horizons this time was

at one morning, at one sunrise, when we saw

those tremendous thunder heads out clear on the

horizon--you remember that?

Conrad Yes.

Cooper Where we saw the horizon well-defined and these great big thunder heads with the handles on them sittingup above the horizon. They were those big thunder storms. I would guess that those things must have gone well in excess of 50,000 feet probably to be that well defined--clear out on the horizon some 12 to 15 hundred miles away you could see that profile of them. Do you have any thingmore on horizons? Conrad No.

FCSD Rep One thing we might mention here while we're talkingaoout these thunderstorms, you mentioned before the l ighting in the spacecraft from this lightning.

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CONFIDENTIAL

Conrad Yes, the lightning was bright enough to light the

shingles on the spacecraft.

Cooper You--the whole spacecraft could be li';. You would, even through the polaroid windows--with the polaroid windows down full dark,some of these cig thunder storms were lighting the whole thing .

Conrad

Well , I tellyou we saw some lightning· like I just never dreamed existed . I mean the lightning bolts must have covered a hundred miles.

Cooper

In general in this lightning--

Conrad Cloud to cloud Cooper In the clouds , in this lightning, in general,these clouds light up like they were a big puff of cott on with a light bulb inside, and the whole thing just lights up. But Pete md I both saw several cases where we would see a thunderst0rm a l ittleways out in the distance , and I actually saw air to ground lightning bolts come right out of the clouds and right down just 11cho, :,m".

Conrad

T here was one storm we looked at for t: 1em in the daytime where we saw air to ground lig , 1tning in the daytime-- Cooper We saw lightning go all the way from t he edge of

CONFIDENTIAL

# CONFIDENTIAL (cont.)

163

stofthis big black cloud right down to the ground. Very clear.

Another thing that was different that I noted that was a little different than the usual type of the whole big mass of clouds lighting up-- one long series of thunderstorms, I noticed where there was horizontal kind of a chain--horizontal lightning going over and you'd see it sort of travel along horizontally through the clouds like cloud to ground.

Subway bait was moving from cloud to cloud rather than from

Okay, thruster firing.

You could see every thruster

on the spacecraft fire in the middle of the night- you could see the glow from it.

FCSD Rep

These aft firing thrusters too?

Conrad

I don't know.

Cooper

I was just trying to think about

the aft firing ones and we were so busy everytime we fired themthat I wasn't aware of them.

I don't know . We had the lights up in the cockpit when we were firing the aft -firingbecause we were busy--

Conrad

It ' s unfair to say without pulling the test, you see, because when we were firing the aft firing

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thrusters, we were also firing attitude thrusters

and the attitude thrusters you could see all of them.

Cooper I don't know whether you see the glow off the aft firing thruster or not.

Cooper

# CONFIDENTIAL (cont.)

You certainly can feel t hem firing . You can hear
them fire .

Cooper

I thought I could hear the- -

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Conrad There's no doubt in your mind that they are firing. Cooper Yes . I think it 's almost more a matter of-- FCSD Rep Did you fire t hem before you separated? Cooper We fired them just as we separated . We hit SEP - the spacecraft just as we-- Conrad Gordo counted them down 1, 2 SEP and I hit the SEP button and I don't know when he started firing . Cooper I fired just as you hit SEP . Con r ad Yes. We came out clean as a whistle , I'll tell you that boy. Cooper We fired at the same second that we hit SEP . Conrad There wasn't any pitch or yaw of anything - -we just separated as smooth as a bell. Cooper And what I did , I--we held that on in there in direct and then switched over to rate command then a couple to 3 seconds later . FCSD Rep Okay, how about the--why don't you describe the plumes a littlebit here on the different thrusters and what you saw. Cooper Okay . Well, the only really- C onrad You don ' t see any plumes. Coope r You don't see any plumes off the OAMS and all you do is get the glow from them back there--you see

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# CONFIDENTIAL (cont.)

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C onrad

Like a nice candle flame.

C ooper It just goes up in just a contained column almost - in fact the column appeared t o me to be no bigger around t han t hat saucer .

C onrad

T hat 's right, if itwas that round.

C ooper Some 4 to 5 inches maybe, in diameter at the mos t and just went right s t raight up for a period, distance of about 4 to 5 feet I guess w here it faded, something like t hat .

C onrad

O h, I didn't really think itw ent that high. I really didn't think the thing stuck up more t han about a foot . That i t was visible light that would bother you.

Cooper

Well, itw ould bother you, but I could actually

detect when they would fire, I could actually see from the pitch down--I could see t hat going almost to the t op of the window on something on the order of about a 4 foot dent where you could see any line at all. I'm ta l king about w here it fades you lmow completely . And it'sactually only a couple of feet out from where the light is r ea lly bright.

C onrad

The t hing that I thoug ht of when first I ever

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saw one fire was one of these 4th of ~- uly fire

cracker stand-up type bombs that you light the fuse, you know, and the thing sort of like ·; he Roman candle--it sort of spits out flame and a few sparks you know and then--

Yes, that's right.

Cooper

Conrad

T hat reallydid it . And the other thing is that everybody's been talkingabout how bright they were at night and maybe again I was geared to see in the really, really brilliant light --I didn ' t really think t hey w ere that bright--now t hey do disrupt night vision and they did disrupt t he horizon, but they.'re not that brignt.

Cooper

Well , of course you 1 ve got to recogniz,~, too , that we saw them under different conditions and the fact that we w ere expecting t hem to be very bright and we bad cabin lighting up full bright.

Conrad

Yes .

Cooper And they were by comparison with the full bright cabin lighting --they were not as brigh t as we expected.

Conrad

We also went around though with the lie;hts on red

there when we were alone and you were firing only

# CONFIDENTIAL

169

in PULSE.

Cooper That's right. We actually only had it in PULSE. Conrad And really what it is--as a matter of fact, firing in PULSE and everything--you could always keep the horizon in sight.

Cooper You could keep the horizon in sight and we had the red lights on, and only we didn't have them down dim and firing just in pulse you coul d hold the attitude visually very well, b ut when you go into any amount of RCS thruster firing you 've lost the horizon .

Conrad

Yes.

Cooper

Okay . One thing we have here on thruster firing both attitude and translation . I think we covered att itude pretty well. I think our OAMS was a very good attitude system to begin with . I think itwas gradually degrading as the flight went on. Getti ng worse and worse and worse and mushier and sloppier so itwas not fai r to evaluate it later on in the flight because itwas pretty miserable. But the RCS attitude was beautiful . It was really good. It was crisp and real precise and just a real pleasure to fly . Translatio n, we

[page 181]
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used all the translation thrusters only one little splurt of it on the forward, in other words the forward firing thruster-the small forward firing thruster, but they were all very, very positive and you got very definite distinct action out of them. And you really got a feeling of real acceleration out of those aft firing ones, I thought. I felt like you really were- really had a big afterburner lit off when you lit those things.

Conrad

Yeah, man, I would have liked to have some more

kinds to mess around-like turn off thruster 10 or something like that, and burn a couple of feet on one thruster because i n the si mulator you can't hold itin Rate Command.

Cooper

Conrad

I think you probably can in the actual spacecraft. Well, I don't know whether you can or can't but I think that the difference between 2 thruster operation and 1 thruster operation is going to be apparent to you just like that and these guys in FOD are making this big deal about having to burn after separation from the booster and maybe only have one thruster or anything and I think anybody who has flown that thing once is going

[page 182]
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to have a good feel for whether he has two aft

f i re thrusters or one because boy, with those aft f i r i ng thruster are firingyou're just like you 're flying an airplane and you put the throttle to it. You really feel i t.

Cooper You really feel it. Yes, it's really got.

acceleration.

Conrad And you can hear it--it was that high speed water jet type sound, it wasn't an explosive sound or a roar or anything like that. It was more of a a swishing sound.

Cooper More like a big hose.

Conrad. Like a couple of big hoses firing back there.

FCSD REP Okay, you say you did fire the forward firing--

you checked out the forward firing?

Conrad Just a bleep.

Cooper

Right.

FCSD REP What did you see here?

Cooper Oh, man. You really see the flames off that.

Conrad Yes, well, you don't, I don't really think you really

see the flames, but it throws a great deal more light.

Cooper It's a light rather than flames--alight more than

flames.

FCSD REP

Could you see a distinct plume?

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Conrad No . Cooper No, not a plume as such, but just it rei ally litup . You got a lot of lighting from it. Much more so than you did the- - Itwas distinc tive enough that itreally made an impression on us .

Cooper Let's see, the side firing was really-- the thing that's surprising about the side firing was just as I--you might anticipate, if you really stop and thought about it but you don't get this in the trainer or anything when you fire a side thrust-- Conrad A side thrust--Yes, that was really weird. Cooper You really could feel that. Conrad It fired down, then up, then left and right then you raise up in the seat or you slide down in the seat or you go left in the cockpit or right in the cockpit. You know that you really going to do this and you-- Cooper And you can see all the debris and everything coming through--swish! Conrad Yes, everything starts going sideways. And it's pretty funny. Cooper Okay, we're at paragraph 10.3 reentry. Number 1 adapter separation. No doubt.

10. 3 Reentr y

Conrad Yes , there was no doubt but there agai11 one of those

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173

things where both Gus and John and Jim and Ed said ,

"Man, that thing really went out there with this horrendous bang," and I was really spring loaded . I was waiting for a 16 inch gun to go off in my ear, and, therefore, there was no doubt that itfired , and there was no doubt that itleft, but I didn ' t think itwas that loud--but then again, I think, it'swhat you're anticipating , and they had both said that they got quite a --

Cooper I think there again, you and I were keyed up to it being a tremendous explosion--when it went off-- Conrad But there's no doubt about it that it is loud -- Cooper There is no doubt about it--it's loud and it really gives you an acceleration--a delta acceleration.

Conrad I actually heard SEP ELEC and SEP OAMS lines squibs and I don't know whether you want to say whether we felt them or heard them fire, but we could hear a definite "kerplunk, kerplunk" back there when you push both of them--not loud--

Cooper Just like the trainer. I think the trainer is very realistic of those sounds. Conrad Yes, the trainer is very realistic. Cooper And the trainer sound is really pretty realistic

CONFIDENTIAL

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of the adapter sep now. I think they're all three fairly realistic of the trainer.

Conrad And now in adapter sep you get a little accele r ation force wi th it , and you feel that. You real ly feel that--

Cooper W ell, itshudders the whole thing as you come of f- as you separate. And re t r ofire to me w~s a big surprise .

Conrad I t was a bi g surprise to me, too . Cooper I remember in Mercury tha.t everybody had different feelings on what retrofire felt like , a~d I didn't feel that they were that distinct i ve or th~t great at all in my previous flight, but in this one I felt like we were on the front of Stapp ' s rocket sled o

Conrad Yes.

Cooper Everyone that fire.

Conrad. We were pretty G sensative by this point, 8 days of

weightlessness.

Cooper It felt to me like we were just hanging on the--

Conrad Yes. Gordo said he thought we wound up going in the

other direction and I had the decided feeling that

we pitched up and did a loop everytime one of them

[page 186]
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175

fired, I had the feeling that we pitched up another

30 degrees and went streaming up that way you know, and then another one would f ire , and I really thought we were going around a big circle . That was my physical sensations although the gages said we were right on the money. But, all through retrofire those darn re tros did not overlap. That 's right . They didn ' t . Number 1.

Cooper

Conrad

Especially 3 and 4. As a ma tter a fact, there was enough of a de lay--

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CONFIDENTI

Cooper L et's go through these now. Number 1 fi red exactly on time. Boy, right on the money with 'I'R. We were right on the money. Every clock we: had in the spa cecraft was just reading right O when itfired. No delay or anything anywhere. Just beautiful. Number 1 was stillfiring wh en number 2 started to fire.

Conrad That's correct.

Cooper And there was no off-set whatsoever from number

1 and number 2.

Conrad That's right.

Cooper Then number 2 had finished firing for a definite

delta time period before number 3 fired.

Conrad That's right.

Cooper Then number 3 fired and had an offset to the left --to the left--ye s to our left which was not bad and I think they had r times that am::runt of off-set ithad and still hold itwith th~ RCS , no with the rate command. No problem at all. No doubt in your mind. You were way more t han over powering. You must keep it glued right t here. But then number 3 finished firing and then there was an even greater delta time- -

CONFIDENTIAL

[page 188]
47 177 177

Conrad That was a period of time that I--

Cooper Before number 4--

Conrad I thought we weren't going to get number 4.

FCSD Rep What would you estimate the time?

Conrad Well, I'd say it would have been a full second.

Cooper Boy, I think it was at least a full second.

Conrad Time up there is going to seem like--

Cooper Time--yes.

Conrad

I t may have been shorter than that-- but there was a definite delay.

Cooper I1 m sure that our time sensingmechanism was overly tweaked at that period of time and we probably were overly sensitive to it, but there was no doubt I don't believe there was any doubt , and we both arrived at this conclusion independe ntly too-- that number 2 came in at the right sequence on number 1 and then there was a short delta time and then number 3 fired and then a longer delta time and number 4 fired.

FCSD Rep Okay, how about the visual sightings during this.

Cooper Man--

Conradt We were IFR completely the cockpit lights up full

white, pitch black and--

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# CONFIDENTIAL (cont.)

Cooper And the whole window areawas completel;r obliter ated by flames. When the retros go off you're just in a bigbarrel of flames--because the who l e thing is just covered by flames.

Conrad

I wasn't even aware of that. I didn't (~Ven -- I'd have said that we didn 'tsee any flume at all. Well , we had everything at full bright-••

Cooper

Conrad

Cooper

I guess I had my eyes locked on the instruments-- Well, I did, too, but I also was going to look and see what it looked like out the window there and I noted that everytime one of them went off you got tremendous flame coverage which surprised me because I didn't think you would. I thought maybe you'd see the glow from it but I had a distinct feeling that the whole--that the whole flame expanded to the point where you felt like it--maybe you just felt like it was so bright it just lit up the outside that much, but I had a distinct feeling that you really had flames all over when they went off.

# CONFIDENTIAL (cont.)

Conrad

Really that's the high light of the flight in my mind is going down through that--watching that TR clock count down and going through TR - - 1

CONFIDENTIAL

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minute to T +45 seconds throught retro-jet. You know seeing that sequential system go and everything work just like it was supposed to, and the checkoff list go and everything Boy, we were really spring loaded on that.

Cooper I know Pete had made some comment , "Well , things have continued to fail and I just hope that is one that doesn ' t . "

Conrad I had lost faith in sequential systems somewhere along the way. We had all the emergency systems out though, and we were ready to fire it any way we had to. Cooper Yes, we had gone through our little emergency retrofire and our emergency SEP ADAPT and all this. We were all set to go on those, and I think we'd have been in real good shape even if they hadn't occured. Retro-pack jettison -- Conrad 1 Straightforward.

Cooper We held retro-attitude, waited on the light, armed the reto-jet and when the light came on Pete toggled them and off they went "Kaplunk". They sounded just like in the simulator. Conrad Again we didn't see anything. It was pitch black. Had How cockpit lights up full white. FCSD REP Now, you turned around, and you saw it burning up.

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Conrad It really was. Cooper However, if you don't have full instrument panel, I'd recommend you forget it. Because if you don't have an 8 ball and rate gyros and a darn good rate damping--well, that's not true. If you've got an 8-ball and rate gyros, then you could fire them just as well in Direct system as well as Rate Command; although, think, you could handle them in direct with no problem.

FCSD REP Do you think you need both the rate gyrcs and the

platform?

Cooper I do. Yes. I would strongly recommend that for a night retro you not try them on purely rate gyros because you just--even the little--

Conrad And the reason-- Cooper The RCS attitude system disrupts your night vision so much out there that getting all squared away for it--just about the time you're getting right in to retro attitude there if you have to fire a thruster or two you'd completely lose you attitude-- Conrad I think the other big thing is that that is absolutely the world's biggest "vertigo giver", because you are really g sensitive and when those retros go off if you don't have the whole smear of

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183

instruments--like I said I was watching the instruments and they were sitting right dead center Gordo had that thing pitched down that darn retro attitude, and I was convinced we were doing a loop--even watching the gages. That is the worst set of vertigo that I ever had in my

hul boonste 30 degrees and we didn't hardly over 2 degrees off

Fit Bakanlife.

Cooper And I had the distinct feeling that I had just lit woff the biggest after-burner I'd ever had a hold of and was going back straight west just as hard as I could hold on.

Conrad That's exactly the feeling.

Cooper And everyone of them had fired.

Conrad Yes,--.

Yes.

Cooper Conrad All over again and I really--if you were doing it on just rate needles--well, doing it on rate needles wouldn't be as bad as doing it just on the ball without rate needles. Listen, boy doing it just on the ball--that's just bad news.

Conrad I always felt even in the trainer that

bad news.

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184

Cooper Well, I don't know. You could do it on the ball. I think if I had my choice between ball and rate needles I'd rather have the ball.

Conrad Would you really? I'd rather have the rat e needles, I think, because I could understand them even with this crazy sensation ; where I might try to int erpret the But , you see,

Cooper But, you see, our rate needles never ventured off the middle. We never got a rate on the rate needles. Conrad Yes, well that's fine. Then you know you're staying right where you want to be.

Cooper And the ball--to me the ball i s the real good i ndicator. Ifyou keep your rates down ·;o zero you still coul d actually get off slightly in attitude and still have almost, you know , essentially negligible rat es.

Conrad I think the point is it, it's pretty comforting to have a whole bag of instruments.

Cooper Yes, it sure is. Conrad I'm not saying it can't be done, but really there was no sweat on night retrofire. Gordo's right about. that. I mean, we went through that, turned the lights up bright--matter of fact, it's just like you're back in the simulator.

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Cooper Like doing it in the simulator.

Conrad Until retros fired.

Cooper When they fire, it's quite a sensation.

Conrad But, we went clear to 400K--we went almost the 14

minutes before we had a horizon. We had the

ground in sight previous to this

Cooper Well, not much previous to this.

Conrad

But we were looking at that screwy gray-- Well, I'll tell you, we fired them at Hawaii, and White Sands was the first thing I saw coming out of the termina- tor and that's looking straight down. It was still black right behind White Sands and no horizon looking at the nose. But looking straight down, White Sands was the first.

Cooper

thing I saw. We still had a rather nebulous horizon about 45 degrees out the window when we crossed the Mississippi River , I had the decided feeling that we were right on t he east coast, but by this time the pla sma w as so bad th at I couldn ' t really tel l . I had the decided feel ing that we were crossing into the Atlantic Ocean by the time that we had a full horizon out there. Well , now I think our windows on this fligh t--! was

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really pleased. I think our windows were really stayed relatively clean. We built up a slight coating on them, or something.

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187

you can see both stars passing under you and the earth passing under you. I can't figure how you get all these odd reflections in there. There's a period of time when everything just gets completely jumbled and it's a real dim gray area there you're going through just for a few seconds where you have absolutely no visual reference at all. You're doing beautifully on a night horizon on the airglow and all of a sudden "zunk" you're into this cottony ill-defined mess, and you're getting all kinds of odd reflections and all kinds of odd light patterns, and then "zoom" here you suddenly have day reference on the ground. That period of time is a very poor time to have to do any kind of out-the-window atti- tude control. And it obviously is a very confusing light period because this is what confuses the hori- zon scanners, too. The times when you do get the-- when we had that one horizon scanner that was really screwing up. It was overly sensitive, of course, and it would just drop out. Every terminator we went through it would drop off the line. And even our no. 2 dropped off, initially there, a few times going through the terminator. You get a few ignores

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going through the terminator. Okay, retro-pack

jettison, we covered. Reentry--our reentry was

exactly like we had planned it. We flew single-

ring pulse down to 400K. At 400K--

Conrad 400K came on the time that Houston gav: us, the computer 400K guidance came in wit hin a second or two--

Cooper The roll bug came in right on the second.

Conrad Right on the money.

Cooper At 400K, then, I switched the attitude control selector to Rate Command. The RCS Ring B came already off and Ring A I took to Direct--so it gave me single-ring Direct. I flew single-ring Direct then on down through the--

Conrad. I think we covered the horizon adequately.

Cooper Let's see--

Conrad Spacecraft was--boy, I never even saw---

FCSD Rep What do you recall on visual sight rings?

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Conrad

the updated blackout at 16 + 14 and end of blackout

at 21 +20. He updated reverse bank as 19 + 25 for a bank lef t 54 , a bank right 68 , which was a change of 1 degree from 53 and 67 . He gave us drogue at 22 + 05 and main at 23 +48, That was the l at e st updated quantity after retrofire.

Cooper Okay, spacecraft oscillations--

FCSD Rep

Conrad

Cooper

Could you tell anything visually? Man, that thing was like a rock coming in! I'd been hearing about 40 degree yaw oscillations and the drogue and everything else. If we had anything over 5 degrees--maybe it is just me, but I don't think we had anything over 5 degrees. Let's start farther up in the reentry. After we got to 280 K, I was switching back and forth at this point from rate to attitude. I would switch back to rate, and when I'd see we had a little rate build up, I'd tweak it, and then back to attitude and hold my attitude on the attitude needles. Then I'd wait just a few seconds and switch back to rate and tweak out the little rates set in, and go back to attitude-- back and forth in this fashion. On single-ring direct, I had more control authority, initially,

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# CONFIDENTIA

than I needed.

I had to be very carefu l to just

put a little teensy tweak in to damp the rates. Later on, as we got on down, maybe half way through the g pulse area, the rates began to in crease in amplitude and in frequency . J still was able to handle them very adequately. No problem at all on tweaking the rates out on pitch and yaw. However, at about this I1 eriod of time, itbegan to take so much time t o switch back and forth from rate to attitude and get the rates damp that I was getting concerned about the math flow guidance in here and making sure I stayed on it. At this point then, probably half way through or somewhere on down through the l atter part of the reentry, I just switched over to the ACME position and allowed the RCS rate command t o damp the rates . T hen, I wouli reach over and check the rates once ina while to see how itwas damping. But, then, I could concentrate on purely attitude .and just fly this same single ring attitude control. It left me plent ,v of attitude control. Never once when I cheJked the rates were the rate needles ever off zer). It

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was just keeping it damped to zero. We -weren 't

firing thrusters too overly often. You could see them fire now and then , but itwasn't a great task for them to fire at all. I really thought the whole reentrywas quite stable and at no time did we have a;ny real oscillations .

Conrad Somewhere in there Ring A ran out of fuel. But

I am almost convinced that--

Cooper Well, let me say right here now Pete. I

way flying the thing . Ring A didn't run out of fuel as long as I was flying. We s tillhad control. Now you are talking about down a fter drogue deploy. I ' m talking about during reentry . U ntil the time that we went to dual- ring RCS , we still had fuel left inRing A.

Conrad ☐ Yes, I know we did.

Cooper Okay, I just wanted to make that clear on the

record.

Conrad It ran out somewhere bel ow 65,000 fee t . C ooper Yes, by those figures you got yesterday , it looked like we still had fuel in Ring A sometime af t er we br ought Ring Bon , w hich was at 60 ,000. Right?

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Conrad That's right. You get an idea of how much fuel you use because Ring B was tested but never used until below 65,000 feet%3B we shot 80 percent of the fuel out of it on the drogue. So, it is no surprise to me that Ring A ran out of fuel. There is no doubt about it that Ring A was still running, unless somebody shows me otherwise on a traces, at least past drogue deploy. It was run- ning until at least we got Ring B running.

Cooper I really firmly believe, based on what we tried on here and my feeling on the thing, you could shoot two or three orbits of attitude control and align- ment and the whole smear of retrofire and the whole reentry and everything on one ring with no problem at all.

Conrad Now , let's look at another thing . When you are at drogue deploy , we were on rate command and there was a high frequency, lo w amplitude oscillation, but itwas well outside the rat e band. So , those thrusters went to steady - state firing .

Cooper Yes, they did.

Conrad They were firing full blower all the way, trying

to damp. And they did. They did an excellent

# CONFIDENTIAL

.193

job of keeping it damped. We were steady as rock coming in there.

Cooper

Conrad

Of course, this is the way to do it.

They were firing all the way, and itdoesn't surprise me at all that we us ed all that fuel out of Ring B. But Ring B, I know , wasn't put on until the drogue was out. And I know t hat Ring B had no fuel taken out of it except to test it two orbits back. There are some 33 pounds in Ring B, and there was 4.9 oxidizer and 4.6 fuel left in Ring B. So, we shot a lmost 25 pounds of fuel on the drogue.

Cooper

Conrad

Which is fine . You might as well use the fuel up at that point. There's no sense in saving it. Again, this tells me that up to drogue deployment you might as well take that reentry rate command and throw itaway because the pilot i sn't going to accept four degrees per second anyhow. He is going to d.Q.mp before that. So , you might as well use the wire for something else. Use rate command, and ifyou fly the reentries just like that , you've got more than adequate fuel in Ring B to poop itaway on the drogue and insure

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Cooper

yourself a nice steady ride. We never saw any- thing that approached over 5 degrees oscillation. The nice thing about the control system is that it is a simple matter to switch back and forth between direct and rate command in the system that we had set up. If you are damping and the damping gets to be too much of a task, or it gets more than you can damp, all you do is switch over to the ACME position on this one switch and it will damp in the rate command. In that rate command, you have really good damping. You might as well have a system that will damp it right down to a gnat's eyebrow, and then you can switch back into direct, concentrate to what you are doing, and switch back and forth if you want to. Let's see, drogue--

FCSD Rep Did you get enough of an oscillation during reentry? If you looked out the window was there enough trailing you that you could probably damp by looking at this? Was there any possibility to do this?

Conrad I don' t think the spacecraft is that un~table. Cooper We didn ' t have that much oscillation .

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Conrad I don't think you have to worry ab out Lt , to tell you the truth. I really wasn't aware of any oscillations at all. Gordo says he was damping. For all I know we rode in there free.

C ooper

He speaks highly of my damping.

Conrad The first tim e I reallynoticed anything was when we got on the drogue , and I didn't have a whole lot to do. but to look out t he window.

C ooper T here would have been some oscillation, but it would be kind of interesting to ride one down and not damp it, to see how itwoul d do. I re a lly doubt ifyou'd get very large amplitudes or very much--

Conrad Not until you get down there below a 100,000. Cooper I don't think this is true of a rolling reentry. That's why we never were in favor of a rolling reentry. On the simulator the thing goes wild on a rolling reentry. But, I think, as long as you hold a steady bank angle, whether it is full left or 90 or whatever you hold, I think the thing is really stable. It sure felt that way. to me. It felt to me that it is a good stable vehicle. Now at drogue deploy--I very deliber- ately deployed the drogue at 70,000 feet.

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Conrad You might put down that I was reading the check- list off, and I called standby for 70,000, which is our point to put the second ring on RCS rate command, and we were going to put Ring B on. I said stand by for 70,000, and away went the drogue.

Cooper I reached down, uncovered the cover on it, and punched it out right at 70 K. I might say here. that the drogue went out beautifully, it squidded a couple of times--a typical supersonic drogue fashion. No hard squidding.

Conrad I'm not sure that it stayed reefed. Did it?

Cooper Yes, it did.

Conrad It did a couple of gyrations up there. I wasn't really sure what it was. I don't think it stayed reefed for 16 seconds.

Cooper Yes, it did. It stayed reefed for 16 seconds. Conrad It looked to me like it flew out and opened. Cooper It came out and opened in the reef condition. That was that squidding you saw. It opened in the reef condition and then it squidded about three times in the reef condition and then dereefed fully opened. It was as stable as a rock. And I fully anticipated some of the lines were

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197

probably booken, and I began to look at them. They looked good. I decided, well, it wasn't really any problem, even if I had broken the lines. All I had to do was reach up and deploy the emergency main deploy if it departed, and we were still in Chan good shape, so--no problem on it. As a matter of fact, the combination of when the drogue went out and the RCS left us as stable as a rock. We just came right straight down the glide slope and I don't think we had any oscillations of any kind all the way down, other than these very very ☐ minor little higher frequency ones that felt like vibrations off the drogue lines.

Conrad

T here seemed to be more interaction between the spacecraft and the drogue lines than anything else.

Cooper

Right. At the time that we came to the main chute, when I pickled off the main chute, it came out completely straight; we didn't oscillate or swing on itat all.

Conrad Let's backup one second. The best calculations of mice and men were completely wrong though. At 50 K we went on with full repress and O2 high

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rate.

And past 27,000 feet that cabin :lndicator

hit zero fas~er than you could say Jack Robinson. That thing came off the peg and I had to go back to the old procedure of--

Cooper

Snorkel open up.

Conrad

Snorkel vent open, and recirc at 45 deg.eees. We didn ' t seal itup again until 2,000 , so that didn't work.

Cooper

Then, at 10 . 6 the altimeter and the barostat light were exactly right together. I punched the main and it came out reefed. Itheld rnefed for approximately 12 seconds . We were nxactly straight, no oscillations or swings or gyrations on the chute at all. In fact, we were flO stable on the chute that in the reefed condition the skirt was exactly symmetrical arou."1.d thn bottom. There was no breathing to one side or anything. I think that is another thing that speaks highly of this rate command business, even through we shut it off at 30,000 feet. By that time, we were well slowed down, and there was no big os cillation , left on the drogue . So the 1•est of the ride with no system was free . Now, when that

Conrad

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chute deployed we weren't even swinging or anything. Like Gordo said, boy, when that thing came out of the reefed condition, it was perfectly circular around the bottom. We looked at movies of these. things and we've seen them collapsed on one side, billow out, and collapse, and everything. It didn't do that. That chute came out, stayed perfectly circular. Whenever the number of seconds went by, and the thing dereefed, it dereefed per- fectly circular. It never breathed, never oscillated, never swung or anything.

Cooper

And we never turned on iteither.

Conrad

We never turned or anything. The only oscilla

tion we got the whole time was when we went to two-point. We got the see-wawing action. That was it. We went straight into the water. The chute almost landed on top of us.

Cooper

Okay, on Rand R separation--we might cover that

after drogue deploy-- itis just exactly like it looks in the sequences. You see a ll the whole smear trunneling out there, the great long Rand R section going out, and all the lines feeding out , and then the main opens, and the Rand R

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# -CONFIDENTIAL

can goes on off. It looks just like it does in those sequential drawings. Main chute deploy-- we've already covered. We anticipated the landing attitude as being kind of a jar. It is kind of a whip action there, more than anything. As long as you are braced for it, it is no problem. And then on landing--to me that was a surprise, because on landing I could hardly believe we had hit. It was so easy. We didn't go under water, didn't splash water, or anything. The windows were clear when we hit. I could see the water as we hit. I could see the chute. When I purched the chute jettison, the chute just floated cut in front of us and slightly off to one side. The windows were clear. They had some condensation on them but not bad. We could see out of them very clearly. We condensed them over a little more just breathing on the inside, I guess. But when the frogmen got there the windows were still clear enough that they came up and got up close to the window and we gave them the thumbs up. They visually got our thumbs up signal with no problem. The only abnormality was that after we got on the water AIR BOSS apparently was not

"CONFIDENTIAL

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receiving us. We were transmitting coming down on

the chute, on the main chute. We made two steerage transmissions and counts, and AIR BOSS received these and acknowledged them and got the clears on them. After we were on the water, he apparently was not receiving us.

Conrad

Okay, now, I found a mistake, and that is my fault

on the HF antenna. I went down through the check listbut I read this one item wrong. I had all three squib batteries off. I should have left the No. 3 squib battery on. The antenna goes up on the common control bus, so that is my fault that the antenna didn't go· up.

Cooper

But, I thought I remembered when you put those off

was afterwe had already gone through all this.

Conrad Well, I'm not sure that you are not right there, but I stillmade the mistake of turning all three squib batteries off. I'm sure that ifitdoesn't go up with the squib batteries on, then there is something wrong with the antenna, but ifit goes with the squib battery on, why itwas my fault . Cooper But, in defense of Pete on this, I'm almost sure that we had already gone through all the sequence

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and said, okay, let's go through and really see what we can power down here now. We had gone through to really see what we could power down here now. We had gone through a sort of second power- down checklist when he turned the squib batteries off--

C onrad

Yes, you are right .

Cooper .And we had tried several transmissions prior to this and had gone through and rechecked t his an tenna switch location. So, I'm kind 0f inclined to think that was not the fault of the Bquib bat terybeing off.

Conrad

I really don't know. Then, we powered the whole spacecraft down when we left it, so there was no telling what was going on. I can't speak too highly of this checkoff list. As many times as we went over things in the simulator, boy, if you don't check these items off item by item, in the height of the excitement and the way it goes you are going to miss something. That is the way we went through these checkoff lists. We checked them off by the numbers. Anytime back here where I didn't do an item--where I left it open for some

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reason like right here, suit fans 1 and 2--I

made a mark out to the side, "faceplate closed", so we would go back and pick them up later. You've got to do it that way. T hat's all there is to it. It sure did make it easy.

Cooper

Very brieflywe would like to cover post-landing.

First of all, we had ideal conditions. It was early morning, the airwas cool out on the water. The wave condition was, at the worst, 2 to 3 feet easy swells. Almost calm conditions, low wind.

Conrad Let me add one thing on that. We sat there for 4 or 5 minutes in these 2 or 3 foot waves, and every once in a while a wave would wash over the top of the spacecraft. I think you want to be real careful, and I still say-- Cooper Not over the top, but they could wash into your window.

Conrad Right over the window.

Cooper Your window was the down window.

Conrad But it looked like it would roll up on your

window.

Cooper That's right. That is a good point.

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# -CONFIDENTIAL

Conrad Even on as calm a day as that, boy, don't ever open those hatches unless it is a dire emergency until they've got that collar on there. Cooper I agree.

Conrad I could see that thing going right straight to the
bottom.

Cooper

I agree. Pete and I both were in complete agreement

on this.

Conrad
Cooper

It was as calm as you could get out there. It was a beautiful, calm day. And even so, his point is exactly valid. I think that if you open up even the left hatch, which is the higher hatch, there would be an occasional wave which would throw water into it. I think opening those hatches out there, even with the splash curtain, is a real bad situation, unless you Just absolutely have to. You are risking really filling it. Of course, I think you can get them closed and shut down if you start takingwater on board, but there is no sense ingetting the whole inside all smeared with salt water. However, we were perfectly cool inside with both suit fans operat ing when we got the repress off, the o 2 high

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205

Thirossan vin rate off, and both suit fans back on the line.

We sat there and we were perspiring very lightly, but the spacecraft was cool%3B we had cooled it down prior to reentry as cold as it can go. It was 50 degrees cabin prior to retrofire and 50 degrees. suit loop--

Conrad

We had thought when we hit the water ifwe were

going to have any wait--and itwas apparent when we got down there we were going to have a wait- the smartest thing to do is to get out of the suit. It became real apparent that the smartest thing to do was to stay in the suit and get the snorkel open, get the both fans running, and the cabin fan running.

daw a

pantang med

Cooper

And this was the answer, because we were really cool in there. There was no problem. We got our helmets off, our gloves off, and our neck dams on so we could recirc through the suits good. It was nice and cool in there. No problem at all. We could have sat there for hours on end if we really had to. No problem. Of course, there again, we want to emphasize that we were there under ideal sea conditions, and I am sure that

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CONFIDENTIAL,

that little spacecraft could get mighty nauseous ifyou reallyhad roug h seas.

Conrad We did have just a twinge of RCS fumes in there. We had sealed it off at 2,000 feet and it had only buil up to a pound by the time we got on the water, so that secondary 02 flow rate and 02 high rate is just not putting out a heck of a lot of flow.

Cooper But it helps. I think you really had to really sniff to--you had to be hunting for it to smell. the fumes.

Conrad Once we got the snorkel open again on the water and had the cabin fan and the two suit fans running, the smell disappeared shortly thereafter.

Cooper Yes, itwas nice and fresh. Conrad I t got to be nice and fr esh in there. As Gordo says , we wer e perspiring lightlybut ou~ best bet there w as we were getting good flow in the suits from the t wo fans with the snorkel open. Cooper I might recommend at this point for later crews that this~a good point to take that doggone bl ood pressure bulb and pump up the water system and drink a ll the water you can drink right there .

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Because once you hit the carrier, the medics aren't going to let you drink for about a 3-hour period while they run all their little diddies on you. They don't care how thirsty you are or how natthes Bebad a situation it is. So, I would recommend that you just fill up with water right there.

Conrad The most uncomfortable and the hottest we got was in the helicopter ride back, which was 35 minutes. SUMES It was hotter than blazes in that helicopter. We still had the suits on. We could have gotten. gandising out of them, but we had gotten out fairly dry to Podle to wobegin with, and we just decided to--

Cooper We decided, as a matter of principle, we were lot going to arrive on the carrier with our suits on. Conrad We arrived in uniform on the carrier rather than sand in a bathrobe. Cooper Besides that, we didn't have patches on our bath- robe.

Conrad Right. Cooper Okay, that's all I think of. One thing, after we got out--just to cover briefly--when the swimmers got the flotation around the spacecraft we decided we would open my hatch. We opened the hatch and

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I climbed on out over onto the nose sec·;ion. I felt no illeffects at all. I was kind of watch ing for it, being careful about it so I didn't f all in the water right off. We wanted to keep our suits dry. I climbed out on the no.3e section; and they wheeled one of the bigger raft· :i over around the flotation collar and I stepp~d on off over into the raft. Pete stepped on out. T he only dampness we got on us was when the chop· per ca.me down pretty low. He was sitting there "blowing spray all overus . He had a heck of a time getting the horsecollar over to us for some reason or other. He finally got over. Pete took it and went up in itand dropped itback to me. I took itand went up in it. We had no illeffects in the horsecollar and no illeffects from there on. Did you crawl out of the left hatch too, Pete? Yes, Gordo got out and I powered the siacecraft down and turned off all the batteries end the rest of the switches and got out on the left side, and then with the flotation collar on, I climbed back over the right hatch and stood on the right side because itwas plenty stable over there

FCSC Rep

Conrad

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209

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# 11.0 EXPERIMENTS

11 . 1 Visual definition of celestial objects (D-1) , nearby object
photography (D-2) , and terrestrial features(D- §l

Conrad

Okay. D-1, mode 01. These are going to be real straightforward. D-1 mode 01 was done in con- junction with D-4 and it was done photographing the moon. It was done as advertised at 01 days. 16 hours 30 minutes, and we took the moon with magazine 11. We took 4 pictures at 1/30 of a sec- ond. We took the moon on magazine 9 at 1/60 of a second, 4 pictures. We took 4 pictures of the moon on magazine 10 at 1/125 of a second, and all at that time period or shortly thereafter 16:30. In the meantime, we were making the recording IR measurements of the moon, so we have 12 pictures of the moon on the three camera backs, 3400 film, 3401 film, and 8443 film. That was sequence 3 with the Questar lens, visual acquisi- tion mode. Now, we did not track with the peri- scope. We found that the boresight was good enough, and we didn't want to screw anything up. So Gordo did all the tracking with the reticle. I think we have mentioned it before, but we might

Cooper

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mention right here again that when the reticle

was exactly boreaighted on some object, like the moon or a star , so was the Q uestar lens. It was right on the moon.

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Cooper Reentry--Number 1--Adapter Separation. No doubt. We set the Magazine at 1/60th of a second--4 pictures We took 4 pictures of the moon on Magazine 10 at 1/120th.

Conrad

At that time period shortly, thereafter 16:30. In the meantime we were making and recording IR measurements of the moon so we have 12 pictures of the moon on the three camera backs using 3400 film, 3401 film, and 8443 film. And that was sequence 3 with the Questar lens, visual acquisition mode. Now, we did not track with the periscope. We found that the boresight was good enough and we didn't want to mess anything up so Gordo did all the tracking with the reticle.

Cooper

We mentioned before, but we might menti,m again that when the reticle was exactly bor esighted on some object like the moon or a star so was the Questar lens. Itwas right on the money .

Conrad
Cooper
Conrad

Yes, r eally good boresight .

And the radar was also right on. D-4/D-7, 422 was done at the same time. Do you want to cover that now seeing they were done together, or do you want to wait until we get over into D-4?

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FCSD REP

Conrad

Why don't we wait?

We did that portion of D-1 that was.... Then the next D-1 we did was Mode 2. This was done on Venus at 02 days 13 hours 00 minutes. We took 4 pictures of Venus at 1/30th of a second on magazine 11 which was the 8443 IR Film. It was taken through the Questar lens visually with reticle tracking. Let me check the book to see if that is all. D-1, Mode 2 we did at 02 days 13 hours 20 minutes, on Alpha Centauri using magazine 9 which was 3401 Film. We used the Questar lens, took 4 pictures and that ramcompleted the D-1 Experiments. Let's run through Incas the updating techniques and communications procedures that are used with the other experiments and I'll only cover them once and that's this time. We send up the title of the experiment, the GMT of the experiment, the sequence number if required, a Mode number if required and then any other require- ments went in the remarks section. Things such as pitch, yaw, up, down, filmspeeds, and delta times or anything else went in remarks. I think that this procedure worked extremely well. There was never any confusion on our part as to what

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experiment or how it was to be done. Cooper The only caution that we might throw in is right here--

Conrad

Stick to sequential times.

Cooper

Right, stick to sequential time exactly so that you have running sequential time. You can keep track of all the great number of things that they are sending up. They might also consider what--equipment set up and stowage problems you have when they're sending these things up. We had a great deal of equipment shuffling to do there. In general, it worked out fairly well. All the equipment worked extremely well except 35mm camera which jammed several times on....

Conrad

Okay, now the reason it jammed was that photo event indicator, which straps on the film transport adapter cable, was too long when the trigger was squeezed. That had a tendency to jam the camera mechanism, and I had to back it off out of the thread zone so that it wasn't tightly in there. In zero g it would continue to back itself out. I would get a couple of pictures and then it wouldn't take a picture and I would have to reach down and screw it in. I

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215

would screw it in too tight so I would get one more

-Pb form is

picture off and then it would jam, and I would back itout a little bit. We finally got to where it worked prettygood.

Cooper But this still is an equipment discrepancy that

should be--

Conrad Yes, and equipment discrepancy and it almost cost. us a couple of good pictures. Especially, when we hadn't found the ship about four times and all of a sudden the camera was jammed. ...wall light was fit in there. I might say here that this is D-1, ambag bow geD-2, and D-6. D-1 we got, D-6 we got quite a bed bit of, and D-2 we did nothing. What we are talking about is the camera equipment associated with D-1 and D-6.

and

## Cooper

Acquisition Techniques--They varied. Acquisition techniques varied depending on whether it was a celestial or ground target. Again we can't emphasize enough to do experiments where you have to point to certain places to find things the only way änszeto do it in a professional manner is to have a plat- (sform up and use the pointing angles. It makes the task a thousand times easier and it eliminates all

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this sloppiness. If these experiments are w orth

taking platform time and power to do .

# 11.0 EXPERIMENTS (cont.)

## Cooper (cont.)

217

where to go and I took the pictures; and we used

that consistently . No w that's a switch from what they wanted but I think itbought them some. It still proves that you can do the job. The telescope has too small a field of view . I recommend ifyou want the man in the right seat to track and fly them he should have a reticle on his side. Then he can track with the reticle and not the telescope. He tracks with the reticle and he looks in his view finder just to make sure that he's got the picture where he wants itin the view-finder .

Cooper Comparison of operational modes.

_Conrad We covered that.

Nab

eCooper

Cooper Voice recorder usage. We used it while we had it. FCSD REP What about your D-6 logs? Conrad This D-6 log is pretty long. Do you want it all? I can give you the time FCSD REP Why don't you just go through it? Cooper I think it might be better to reproduce. Conrad It's not that long. It's S-5 and S-6. Conrad At 01 days, 15 hours, 33 minutes, we had a Sequence 053 which we didn't get. Target obscured by clouds. 02 days, 13 hours, 41 minutes, we had 012 which was

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Monterrey, Mexico. Itwas covered by elouds , so

we took Tampico instead. We took two pictures.

02 days, 15 hours, 16 minutes, 59 seconds, they asked for 020 which was James Connally AFB at Waco, T exas . Itwas obscured by clouds so I t hink we got the Dallas Air Naval Station and itwan sort of hurried but I think we got five picturHs. The next thing they asked for was on 03 days, 11; hours, 37 minutes , 28 seconds , we got our fir11t missile.

I got five pictures. I won't guarantee whether the missile was in it or not. Shortly after that time, we got seven of Holloman. I was so tickeled to see the sled down there that I shot 6 pictures instead of four. At 03 days, 16 hours, 44 minutes, we took five pictures of Bergstrom. On that same pass, we took four pictures of the Cape and that's when we were tracking with radar.

Cooper

Conrad

Yes.

Then they gave us a target on 04 days, 12 hours, 08 minutes, 13 seconds of Los Palmos and we got four pictures in the mode that they wanted. On 04 days, 12 hours, 24 minutes, 02 seconds, we got Mozambique. I'm not sure how well we got it, but I took six pictures down here so I guess we got it

-CONFIDENTIAL

# 11.0 EXPERIMENTS (cont.)

## Cooper (cont.)

# 11.0 EXPERIMENTS (cont.)

## Cooper (cont.)

219

pretty ~ell. At 04 days, 13 hours, 29 minutes I got Savannah. Municipal even though they were asking for something else and that was covered and then I t r ied to get them a picture of this Blantyre Airdrome at 04 days , 13 hours, 58 minutes, 50 seconds and all I got was the terrain around it, because i t was covered by clouds . I t ook a couple of pictures down there anyhow, because this was IR film , and I thought they might want to look at Africa. At 04 days, 15 hours, 56 minutes , 53 seconds we got W!iite Sands again on a 424a. I got 5 pictures . Then we got the best one of all 04 days, 15 hours, 04 minutes, 40 seconds . We got 6 pictures of the USS Lake Champlain.

Cooper

Let me interrupt one thing here. I think you said 15 hours on White Sands.

Conrad

Did I? White Sands was 14 hours, 56 minutes, 53 seconds. Then we picked up the California missile on, the next one. I don't think I got any pictures. and End of that. We saw the missile real clearly but Gordo didn't get on track so I don't think we got the missile in the picture--Every one of these pictures that I mentioned are Questar except the Savannah Municipal which was on a 200 mm. Then we came up

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with object 65 which was this small island off Brazil and that was 04 days , 16 hours, 51 m in utes, 25 seconds and we have four lovely pictures of the first island which is 120 miles above the cor r ect island . We have four more pictures of the correct island . We finally found it.

Cooper

Conrad

Here is the map problem that we remarked about earlier . Here then i s the only one that I really messed up. 05 days, 11 hours , 43 minutes , 41 seconds was the Cape radar test, and I had the darn lens on l/250th and I should have had on l/30th . I don ' t think those 4 pictures will come out. And that ' s itfor D- 6.

FCSD REP

Conrad

You might mention here the tracking of these missiles? No strain. You've got to get on them right away. When Gordo finally saw it the second time it was just to far away to get him in PULSE. When they come right off the pad you can see them all right. It gets harder the higher they get. Especially the second stage. I got the first missile all the way to first stage burnout. Then I was behind him. I kept seeing a piece of the contrail here and there but I really didn't catch up with him until he passed our altitude.. Just about that time he

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__ burned out again and then he was gone. We could have tracked him through second stage. If you are going to get him on IR you better get him coming off the pad because after that you can't follow them very well with the naked eye. We had two entirely different lighting conditions. The first day we had them against the clouds and the second day we had them against the land and water. We had him against that one string of clouds. We lost him going against those clouds. If you had a solid land water background I think you could follow him the whole way without any problem. Conrad The first day he didn't come up out of the clouds but he did to us. You know it was clear at Vandenburg but the clouds were close enough to cut off our angular view. First, we saw him when he-- But we had good lighting conditions in spite of his being above the clouds. The lighting was such that we could follow him real easy. But the second day I was looking right at the pad, and I saw the engine light. There's no two ways about it, I saw the engine light or whatever the fire was coming out of the hole. I don't know how they fired them, but from the time that flame was

Cooper

Conrad

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above ground or wherever itwas, I saw them come off the grormd just as plain as day. You really could see them. He really stood out tt.e second time against the sand background.

Cooper You extended your eyes on that. You didn't save them for the visibility targets . Conrad We'll t alk about those visibility t argets . I told you,before I went, I didn't think t hat was the way to measure eyesight up there.

Cooper I don't either. I think, that the problem -- 11. 2 Celestial , Space , and terrestrial Radiometry (D-4/7)

Conrad Celestial space and terrestrial radiometry , D- 4/ D-7.

I think , what I'd better do is just go right through t he log.

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223

Conrad

All right we started out on D-4 on 01 day, 11 hours, 40 minutes, 15 seconds with Mode 410. Let me just read them and look them up for you. 410 was a star measurement. No camera was required. I have down here 410 and it was done so it must have been Deneb. Anyhow it's annotated on the voice tape and it was a 410. Pitch angle was 70 degrees. The yaw was 0 degrees and the location was Carnarvon, Australia. We put 4 minutes of MD-4/D-7 data on the onboard tape. Okay at 01 days, 11 hours, 48 minutes, 00 seconds we did 411 which was a night land measurement, 90 degree pitch down. The experiment was made while over an No camera was required. And it was done past Sydney. It was done for minutes. Okay, at 01 days, 14 hours, 14 minutes, 00 seconds we did measurement No. 420. We started to do measurement No. 420 which was an IR cloud blanket swee and the place they gave us had no clouds. We didn't do it. So at 01 days, 14 hours, 42 minutes, 00 seconds we did 410A. That was Vega and I have it marked as Vega. We got some recorder time on it. It should be correlated. I know what it was. It wasn't 410. This was

WOV

pininga

DAV SAN experiment station.

ash3

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done in conjunction with D-1. The first; measure- ment on there was a REP, don't forget that. The first twenty minutes of tape is the REP.. Now at 01 days, 14 hours, 53 minutes, 10 seconds we did a 405 and I have the notation "boresight okay." And that was where we calibrated our RAI) gages. They were all right. At 16 hours, 03 minutes, we did 422 which was the moon measurements. We got 2 minutes and tape recorder on that. Then we go to the next day. On the second day, 14 hours, 06 minutes, 00 seconds 420 which was a horizon to nadir measurement and back again, and I believe IR cloud findings sweep. You'll have to correlate what part of the world that was in. I'm not sure that it wasn't over Ascension. 03 days, 12 hours, 50 minutes, 00 seconds we did a 408 which was a black sky measurement and void black space. It was done over an experiments station. It was done over Carnarvon. Then on 03 days, 16 hours, 02 minutes, 00 seconds we did a 409 for 4 minutes over Carnarvon. This was Zodiacal light measurement. At 03 days, 16 hours, 07 minutes, 50 seconds we did a 410B which was Alpha Signus or Deneb. We got

# CONFIDENTIAL

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two minutes of record time. On 03 days, 16 hours, E37 minutes, 28 seconds we got our first missile, 423 Alpha. We have about a minute and 30 seconds of record time on that. 03 days, 22 hours, 48 minutes, 17 seconds we did 425A which was a Hawaii volcano measurement. I did Monique. It is the only one I could find sticking up out of the cloud. That's not active, but it's a volcano. Maybe they will find something. On the fourth day, 14 hours, 57 minutes, 33 seconds we did a 424A which was a White Sands engine measurement. I got one minute of record time. It should have been a good run. 04 days, 16 hours, 28 minutes, 07 seconds we got the second missile, 423B. I don't think it's on the track. I don't think Team Gordo was looking at it. We may have been pointed _at it right at the beginning, but I doubt it. On the fifth day, at 10 hours, 27 minutes, 00 seconds we did a 414 in East Africa, correlated with some 16mm magazine film. 414 was a desert It was done in the area of the Sahara Desert. On the sixth day, 08 hours, 43 minutes, 00 seconds I did a 417 in the East African/ Mediterranean. 417 was a water land measurement.

lose Endland.

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It's on the recorder. At 06 days, 08 hours, 44 minutes, 40 seconds I did a 418 which was mountains. Those were desert mountains in East Africa. Again I got some record time. On the seventh day, 09 hundred hours, 00 minutes, 00 seconds 419 I got the Ascension calibration except it was done in drifting flight over Carnarvon if I'm not mistaken. And that is the end of D-4/D-7. Updating techniques and communications procedures were exactly the same as covered. Equipment set up and usage was very straightforward. The checkoff list was good. The cooled spectrometer checks worked out fine over Carnarvon. We had a go the first time. We never did make the alinements. The only thing we looked at with the cooled spectrometer was the REP. The REP measurements were made 1 hour and 50 minutes after liftoff.. We had a go at Carnarvon. I went to PROP GAGE-EXPERIMENTS, RAD-1, Cold IR-ON, IR-ON, power-ON, transmitter ON, recorder-OFF. Shortly thereafter we had trouble with the scanner. At 2:05 we were still having trouble with the scanner. We were having trouble with the platform aline. We were in the process

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of turning and I missed Agena BUS ARM EXPERIMENTS and I missed jettisoning the door on the cold IR. That's my fault and I jettisoned the door on the dave a cold IR at 02 hours, 16 minutes, 15 seconds after liftoff. I started taking the first REP measure- ments and unfortunately it was at 2500 feet. I felt that it was still readable so that is where the data starts. We got some black sky along side the REP with the cold IR. The radiometric and IR spectrometer alinements were right on the ☐ button. So was the cold IR. We had no trouble with the power down procedures. It was very straight forward. We never did get to do the cryogenic gas lifetime updates. We never got the Milky Way with that cooled sensor. We did get the void black space with the cooled sensor. We got the Zodiacal light. We got most of the star measurements. We got the moon. We got the night land measurements. No, well, we got the numbers that I mentioned. I just don't remember all of them. I did not get any cloud illumination with lightning. I did get day land measurements. I got the Ascension calibration. I got an IR cloud hd blanket sweep, but I did not get the cumulus clouds.

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I did get the moon measurements. I did get one missile measurement. I did get one volcano measurement. I did not get the sun measurements. We were in drifting flight then and we never drifted into the sun. The equipment tape recorder should have had by my calculations, which were generous and I think there was probably more left on it than I had calculated, 12 minutes and 40 seconds worth of record time left on it. This says we recorded some 41 minutes worth of data. The voice recorder was used until it broke down. The flight control procedures were straightforward and we did most of our tracking with the reticle. I ran the equipment.

FCSD REP Did missile coordination turn out okay?

Conrad It couldn't have been better.

11.3 Synoptic Terrain
and Weather Photography

Conrad

I could sum up this synoptic terrain photography.

We have over three hundred photographs. I'm just saying that I think we got some tremendous geological shots. I think we got some great weather shots. I can't say anything al>out it until I see the pictures. We've got them all

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logged .

We should be able to dig our way through

them. Some of them were done on 35 mm film which was not requested by the man. It was done on the extra 35mm film that we carried with the 200mm lens so we may have some great shots. The relay of data was good. The voice recorder was used until itbr oke. All the equipment operated . The Hasselblad camera operated fine. It never jammed. It took every picture and I think they were all good pictures. The tape recorder quit somewhere in the third day. I've got a log over her e that says voice recorder tapes. We had a tape that ran from launch to 01 days, 09 hours , 25 minutes , 00 seconds and we picked up the next tape at that time . It ran till 02 day, 13 hours, 10 minutes and we had another tape that we picked up at that time. It ran till the third day, 13 hours, 47 minutes. Tape 29 ran until the third day 17 hours , 15 minutes . There was another tape in there and that was the one that quit. We don't know how much we got on that one. That was the fifth tape. We ran 4 tapes and itquit on the fifth one. That fourth tape takes us through third day, 17 hours , 15 minutes . We took

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pictures of Betsy and Doreen and we got a couple of typhoons, also. We got them all marked down.

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# CONFIDENTIAL (cont.)

Conrad

Let me just maybe give you a synopsis here of some idea of what we probably have down here on the log, and, just looking at the pages here -- started out pretty generally, lot of Baha California, few in Mexico, Island chains, sunrise, couple of shots down of Saigon, Tibet, Tibet, China, Japan, Arabian desert, Tibet, Tibet, China, Arabia, Hanoy, Phillipine Islands, desert dunes, Oasis, African continent, hurricane, coast line, Cairo, Gibraltar, Tripoli, Apollo landmark, Mexico, U.S. California coast, Cape, Florida, large thunderstorms over Antigua, Baha, California, Islands and coast, large circular swirls and clouds, river mouth in Shanghai, Japan, typhoon by Japan, Tibet, Tibet, Formosa, Cairo, an S-6 mode 07, Florida, Cuba (if I can mention the word), Guaymas clouds, Houston coastal weather, tropical storm Central America, Lake Titicaca, Arabia, China, Carache, North Australian Islands, Africa, Cairo, Tibet, Pete (laughter), Apollo landmarks, Cyclonic clouds, Hawaiian Islands, Hawaiian Islands, Iran, Turkey, Tibet, Glazier, Tibet, Hong Kong, Nile, Florida, Cuba, West Coast, South America -- gee, he's got a lot of pictures of me in here -- Pete -- tropical

hard water large storm on an S-6 at 01 day 17 hours 12 minutes,

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# CONFIDENTIAL (cont.)

storm Doreen, West Coast, South America, Andes, Formosa, big Islands of Japan, Tibet mountains and clouds, Tibeten geology, Tibet village, China coast, North Coast of Australia, Australia, China, New Guinea, North Coast of Australia, Cairo, (got a lot of Cairo we really liked Cairo), Central Australia, clouds at Cape Rhir (oh, I got a really spectacular cloud shot at Cape Rhir of a cyclonic cloud forma- tion a minature one), East Africa, Canaries, Dallas, Fort Worth, Jacksonville, Houston, U.S., Carribean, Getmo, Baha, California, Mexico, storm Doreen, urine ice, Amazon, Hawaii storm, coral reefs, Midpac, tropical storm, coral reef, urine dump, Tibet, Formosa, Africa, Arabia, weather, Crete, a string across the Meds, large something, India, Islands, Arabia, Palestine, Rev 87 - Australia, East African geology, African lakes south of Nirobi, east African coast north of Tananarive, Madagascar, clouds in the Inter-Tropical Convergence Zone, Jacksonville, Florida, aircraft carrier West Coast by Windowhec, Africa, night photos, clouds, Baha, California, South Mexico, South America, Zodiacal light, moon, cloud formations in the Pacific, cloud formation Hawaii, South American geology, West South American weather phenomena of sunrise in

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Japan, Japan weather, night pics, stars, Milky Way, thunderstorm and lightning, something village, China, something Shanghai, Marshall Islands, tropical storms, oil well fires in Africa, geology in India, Tibet, Solomon Islands, sequences across Arabia, New Guinea, _ China coast, Islands due west of someplace -- can't read it -- West Coast Africa, I can't read any of Gordo's writing, some other islands, 102 Rev Australia, Canaries, S-5 no. 48 -- wonder what that was -- East Africa, very hazy, African geology, Cape Kennedy, ice particles, and that's it. Pretty _ varied (laughter). That's a lot of film there, I'll tell you.

FCSD Rep Greed on Tibet? Cpnrad No, that was Gordo -- he really goes for that Tibeten How country up there -- that's where he sees all his goodies. It's pretty clear and pretty up there.

11.4 Visual Acuity and Astronaut Visibility (S-8/D-13) and Vision Test (M-9)

Cooper Okay.

FCSD Rep Why don't we go --

Conrad Okay -- updating techniques and communications pro-

cedures. Again remain the same as before. Equipment

set up the thing we had there, of course, was a

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vision tester and photometer and the first thing there on the photometer -- I got the first day measurement with the photometer which required a 30 degree sun angle and this was really -- had been given a loca- tion to put the sun on the Gordo's side of the -- instrument panel to assure that we had the right sun angle -- okay, we made that measurement. We had the photometer in the window whenever we went by the S-8/D-13 target we got those measurements, but we didn't get the last day photometer measurement be- cause we were in drifting flight and didn't have the fuel to set it up. But I don't think the window changed.

Cooper

Conrad

Cooper

I don't either.

Yeah, okay. Let's see, the vision tester, I thought worked very well. No problem on it everything worked just as advertised and we did run it just as we had agreed to run it and was scheduled to run it. In fact, in- creased our numbers of runs on it later on. Every- thing went fine on it. I sure noticed a variance from day to day in our performance back and forth, back and forth -- it would seem to me like we -- and I think this is probably a function of how much we

# CONFIDENTIAL

235

have been looking out the window --

Conrad

Yeah, I thinkyou hit the nail right on the head with tha t one --

Cooper

Because once you have been looking out the window for a while, if you come back in and do anything for a while until your eyes kind of got settled down was very difficult. The M-9 11 it's not the M-9 vision test -- it was the M-9 vestibular functions tests of Dr. Miller's -- we ran that just as we had said we would run it - we held our heads alined with the headrest, as straight as possible, and turned the thing on -- I took mine in my right eye, Pete took his in his left eye, so that I could read along the side of his and he could read along the side of mine. I alined with the top of my instrument panel which is offset by some 30 degrees, or so, and I assume that Pete alined with the top of his also. And we would spin the dial and then while looking in there, aline with what we thought was the parallel alinement with the top of the panel and then say read, and the other man would read their reading or would record the reading down then, and we did this five times to get the readings -- enough said for that.. I just will say that I -- my personal opinion on this thing

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# -CONFIDENTIAL

is that it was put in here politically, that it was ill planned, ill defined, and is a worthless experi- ment. I hope someday somebody will have the courtesy to check some of these things out more thoroughly. Ground observations - we can't even say about the Australian site -- the Woodleigh site because the weather was such that we never got a look at it two times we could have gotten a look at it, the weather was very bad over the area and one -- We saw the smoke so clearly though, and the weather was so clear that I could sort of put that in a category with Yuma, you know, I just wished we had seen it

Conrad

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# CONFIDENTIAL

here again, I say I realize why we were trying to salvage what we could out of a bad situation but it didn't really do justice to the experiment. We never really once really gave the experiment as far as the ground observation, a really fair chance. And the one time when we really did give it the most fair chance, when we did have attitude control, was extremely bad weather the haze was bad. it was just about like the day when we went over it in the airplane trying to do those observations, it was a low sun angle and haze and the visibility in the area was not real overly good. Pete's already covered the window measurements checklist. I think that this whole experiment was very well laid down and very well prepared for and that the people con- cerned with this experiment did a real fine job of it --

Conrad

I have to make one comment though , I think that the target size was small enough such that the target itself, although ithad the high contrast ratio with the surrounding background, that they were looking for, you know so itwould stand out, was lost in the acquiring -- in other words, th3.t thing was designed for our close overhead work to see it , and therefore,

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besides the smoke there was nothing else to in

a contrast nature to attract us to the target area --

He Cooper That's right.

Conrad And that -- the problem was acquiring it-- we were always in the process of acquiring but by the time we acquired it, we were already overhead where we should have been making readings .

Cooper Yeah, I think that they might do well to put some big colored panels out or some type of something that would be more distinctive

Conrad

Let's say this -- the times that we saw the ships, the time we found the carrier, we had the carrier wake in sight for 500 miles even though we didn't have the ship in sight and we were boresighted, tracking spacecraft pitching down keeping track of that thing when we got close enough to actually see the carrier with our naked eyes, why it's because we had been tracking and looking and focusing right in the right spot all this time. You can't do that with that type target, and this was the thing that I was afraid that was going -- they've tried to control everything in this S-8/D-13 experiment -- measure the atmosphere, they have measured our eyes,

a's zole they have made the targets the right size, but they

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# CONFIDENTIAL

left out the one thing that really made just like -- being in the desert -- you are flying along out there over the desert and a very, very small think road stands out and the reason it does, is because it's got the right contrast ratio. You can put a 6 foot road in brown in a brown field and you're not going to see it from 100 feet in the air. And this was the whole trouble. The targets were to small that their contrast ratio didn't help us acquire. I feel the experiment was really a good one. I really feel badly about not getting the data, but my opinion hasn't changed from before flight -- I was worried before flight that the contrast was going to be such that we would never locate it and that was exactly what our problem was. Now the Woodleigh site, I feel might have been a little bit different. We had such a good sighting cue in that Sharksmouth Bay, and there was no doubt in our mind where the target was the one time we saw it with the smoke and in relation to Sharksmouth Bay, and everything that if we had had some fuel up there, we very well may have seen those targets far enough out to acquire the site and start tracking and then we might have gotten them some useful data. No doubt in our mind that we'd

# CONFIDENTIAL (cont.)

241

have had a heck of a lot easier problem if the visual acuity targets had been located up in Yuma and not Laredo. Everytime we came over the West Coast, if I didn't see Yuma, why I was surprised because I think! I acquired Yuma every time -- it's real easy to pick it out of the desert and there was many clues to lead you right where those vis targets might have situated if they had been in the Yuma areas, and I felt that you would probably see them. And I still think this is a real worthwhile experiment. I think it's good for 7, but it's got to be revised considerably. They have got to move that Laredo location.

Cooper

Okay.

FCSD Rep Have you got anything in the book ther e that you want to put in?

Conrad Well, yeah. Let's just run by it real quick. What happened on each one of the -- I have several passes listed and I have on the first day 00 hours 00 minutes that we took a vision test, well, those are all in the flight plan and they are all marked on the cards so that's not necessary to record. It was on the first. day, 18 hours 26 minutes, when I did the window scan. The Laredo siting we did at 1 day, 18 hours, 34 min- utes, 38 seconds and we didn't even see it. Then

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at 18:25:05 on the second day, Gordo saw the targets and I didn't. On the third day, 13:32:40 we saw the smoke -- no targets bad sun angle then the third day, 18 hours, 16 minutes, 14 seconds, we saw a 1 in the first row, and a 4 in the second 1 in on the second row -- then on the seventh day, 16 hours, 40 seconds, we saw the smoke, saw the targets on Gordo's side and he scored a 4 and a 1 in the first two boxes and the window measurement was made at that time also. We had to, you know, had the photometer and that's the only S-8/D-13 data I have down.

11.5 Electrostatic Charge (MSC -1)

Cooper

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# CONFIDENTIAL

for regular exercise through the day--both of us used it. There was no noticeable changes in physiological condition. I think if anything, it is easier to use inflight than it is on the ground, under lg I mean. One thing I might recommend is that it have some little better method of rolling up in maybe some kind of velcro strap fastened onto it to be able to roll the thing up into a stowage type configuration. This is one thing when you start to stow it anywhere, it tends to keep unrolling and getting all over the place. But it worked very well--no problem.

11.8 Inflight Phonocardiogram (M-4)

Cooper As far as I know, it functioned all right. It was just like any other sensor, it itched and was trouble- some as far as another sensor. It was not comfort- able, but it was not overly painful, but it certainly was very noticeable just like other sensors.

11.9 Cardiovascular Reflex Conditioning (M-1)

Cooper This worked for some 4 days on Pete. He was the one that had this on. There were no procedures or operational problems--it was turned on and left on for all this period of time in which time it ran out of air and quit and the cuffs were itching him very much under his suit, and we proceeded to get. his suit

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off 11 enough off that we could cut the cuffs off and throw them back in the trash box. The cardio- vascular conditioning bottle valve was very objection- able. It was extremely noisy. It woke both of us up everytime it actuated -- with a loud thud and hisses of air-- and I don't care what anybody says in a very quite room, it was very definitely objectionable and I won't change my opinion of it one bit! It was too loud and my recommendation would be if they can't decrease the noise of this valve, that it be eliminated from any flights. Your M-1.

Conrad My M-1, huh? Yeah, that was a crazy one. FCSD Rep Let me ask one question on this. You didn't say here . Did you feel anything?

Conrad Yeah, let's go into that . I very definitely felt that afterwe finally spent many hours down her e with Gene Tuggs and rebuilt the cuffs -- yeah , they were doing the job that they were designed to do. They were cutting off the venous flow and I could feel that in flight. Very easily in my feet. So I think itw as working correctly . It was a shame it ran out of poop -- gas , air .

Cooper I'm glad it did!
Conrad

Yes.
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11.10 Cloud Top S pe ctrometer (S-7)

Cooper Here again, there weren't any problems

in the hardware in the flight that we didn't know about before flight. There were two occasions where the spectrograph's shutter was re- leased inadvertently either in stowage or unstowing a and the main shutter had not been -- just as we knew-- this is a very weak point of the mechanism because all you have to do is bump it against something and the spectrographic shutter was released. --which ruined the whole that particular exposure you had to recock the whole thing. As far as the procedures of using it, it was easy enough to use, it was a little bit cumbersome in shape but we used it holding it the lenses upright up high so that they got out the window. I think we got them some good data if Pete will get the log out here he can read over that. We recorded on the voice recorder as long as we had any tape. We recorded comments on the clouds, their appearance, and all that while making the photographs. Now, all the photographs taken were specific photo- graphs requested at a specific time. There were some that were requested at a specific time that we didn't get. I think the experiments people have those

Conrad

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down or they can correlate it real easy if I give you the ones that we got.. So we had a -- and we always took two sets, one at an eighth and one at quarter, so we had a set at 1 day 20 hours 2 minutes and 30 seconds, and we actually would up with four pictures. Apparently they requested four. Then we had another one and that was cumulus clouds wherever the location was -- Gordo took the pictures ' and another one on the second day 21 hours 33 minutes and 02 seconds, four pictures of a tropical storm. On the third day, 6 hours 32 minutes and 46 seconds we had four pictures taken over the Philippines of clouds in the Philippines. Then the next frame, number 13, was exposed accidentally. And then on the third day at 21 hours 20 minutes and 8 seconds, it doesn't say what the picture was made of -- but a set were made -- of an 03, mode 03 -- that was, let me look and see here.

## Cooper

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calibration card--that was frame number 18, Conrad Then on the fourth day 16 hours 37 minutes 00 seconds, you had thunderstorms over someplace---is that right- thunderstonns?

Cooper Yes, the tip of Florida, up right off-- Conrad Yes, thunderstorms off the tip of Florida--that's right, they ask for that. And then on the fourth day, 19 hours 44 minutes 02 seconds, we had another Eastern Pacific for two pictures. Then on the fourth day, 21 hours 09 minutes 25 seconds, tropical storm Doreen--two pictures. Twenty-seven was tripped in the spectrometer again--the twenty-seventh--

Cooper That's right.

Conrad Then on the seventh we had seventh day, 4 hours, 18

minutes 21 seconds, we had another Philippine/Guam

area.

Cooper Right

Conrad Two pictures.

Cooper Yes, and that was it for the cloud top spectrometer.

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# CONFIDENTIAL (cont.)

## were. (cont.)

Everytime while setting, it seemed to have linear

polarity , somewhat vertical, but I never could pin this down to anything well-defined. While the sun was up, well into the sky, I could rotate the filters and rotate them within themselves to any degree and couldn't discern anything but equal polarity coming out of them in all directions. Itdidn't seem to have any linearity to itat all or any well-defined specific axis of linearity . I never could see anything from the sun other than with the polaroid filter in . After the sun had set, you could see quite a glow with the polaroid filter in, but at the same time you could see itwithout the polaroid, too . A couple of times when we got the Zodiacal light quite strongly --

FCSD Rep

Cooper

Can you see the stars down through this airglow? Oh yes. You can see the stars right on down through the airglow. The Gemini window is much cleaner in general, apparently, or much better visibility out of it and night visibility than the Mercury window, because we were seeing down to about seventh magnitude of stars. We saw the clusters in Orion and we could see seven stars in the belt of Orion. We saw a great many stars which we couldn't

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begin to see in the Mercury flights. In f a ct , on the basis of the number of stars we've seen, our recommendations are that you crank up the planetar ium atMoorehead and increase the brightness of itover the l evel at which we were studying itbe cause itwas, to me, rather confusing when we got up there due to th e number of stars we actual ly were seeing. Didn't you think we needed to up the number of that you actually see?

## Conrad

Yes, very definitely. You see quite a bit of the sky .

FCSD Rep Did you get any pictures of opportunity of something

--something that you really remember--that wasn't

scheduled?

Conrad Pictures. You mean photographs?

FCSD Rep Yes.

Conrad

Oh, I think we have some outstanding photographs

in there if they came out . FCSD Rep I mean something that m~be you wanted to take a picture of that wasn't on the-- Cooper Oh , yes . \. le took a number of pictures because-- Conrad We got some real good pictures coming across the states , with the clear day we never expected to see, where we got two or three of the big major cities

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# 12.0 PREMISSION PLANNING (cont.)

be held to an absolute minimum.

12.4 Mission Rules

Cooper

I think that the mission rules were i n genera l very healthy . I think the attitude of the FOD toward mission rules was very good. Itwas obvious that just as we have seen many times before, that FOD uses the mission rul es as guidelines and certainly wil l deviate from them to keep the f l ight going, but keep everything as safe and as smooth as possible. I really can ' t quibble with the mission rules we wound up with at all. I think they were very good. The mission rules on the fuel cells were the best things we ever had, they were written real opera tional ly. I would like to compliment the people who wrote those rules .

Conrad

12.5 Experiments

Cooper

Experimen ts is a sore point with me b<?cause I again

feel like the flight crew get trompled on all the way down the l ine. T here is no polic;r that has ever been held to or ever backed up on adhBring to an experiments cut-off date. Very obviously, there were a couple of experiments thrown in on a politi cal basis and nothing else . I feel that this is not fair to the experimenters and to the flight crew,

# CONFIDENTIAL

257

glavabo

nor is it fair to the operations people when ex-

periments get cranked in past the experiments freeze

dates. I feel that these freeze dates should be

established early, agreed to by everybody concerned,

and should be held very rigidly to. Unless a safety

of flight or a significant development occurs.

warranting a spacecraft change, the freeze date

should be adhered to. If you don't, you affect

thardware, you affect all the previous and subsequent

training and planning involved, and you compromise

everything as well as the experiments which did

meet the agreed-to schedule.

8008 A

- 12.6 Training Activities

Cooper We were extremely short on time to do adequate flight plan training. Although we had it pretty well in hand, but it was still very marginal. I guess it was just as well since circumstances re- quired considerable real-time planning. It wouldn't do much good to get timing patterns down real pat Jamison these things anyway. Usually it boils down to doing them real time. There were several experiments of Fradthat I would have liked to have had a little more ad from Drtime to run practice on the simulator, or, at least sit down and lay out exactly how we were going to

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# CONFIDENTIAL.

Conrad

do it. Although experiments worked out relatively well, we could have used a little more time on them. Concerning mission planning. I would avoid wiring experiments such as MSC-1. They clobber up very critical time phasing in the mission. For instance, arming the Bus Arm Switch at SECO added an unneces- sary step at an extremely time-critical time, which is just pure lousy engineering planning. That door could have been blown by any number of circuits. It didn't have to put it on that one.

Conrad

The next thing is the laying out of the flight plan. It became obvious that we were crowded. So, I think they should take a more objective look at the se- quential aspects of flight planning, particularly in terms of how long it takes to complete one ex- periment. This business of being pitched all the way to the nadir, going backward, then having to pitch forward again to pick up the next target, is time consuming. Neither the flight plan people, the crew, nor anybody else for that matter picked this up until we were flying.

Conrad

Sleep cycles, On the long flights you have to plan for dua l s l eep cycles. Stations shou l d monitor and not transmit . The crew shoul d sleep at the same

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# CONFIDENTIAL. (cont.)

Conrad

time for a period of 6 hours, at least. I am firmly convinced the first three orbits should be devoted only to wringing the spacecraft out. There was a tremendous mistake made in the planning on our flight. We assumed that everything was going to run correctly in the very beginning. We didn't even test anything but the thrusters and that was a mistake. We had the time to make several systems checks. You have to do a good platform check. You need to check the scanners. You ought to have a de- tailed procedure laid out in advance. If we'd have done that, we'd have known that the primary scanner was no good. You should have a computer check, which con- sists of going into Catch-Up mode, hitting Start COMP, maybe inserting a few numbers and see what they read out. We ran into one computer anomaly where the com- puter kept running and running and I still don't know. what that was.

Cooper

Conrad

Had that occured during the REP exercise we would have

really been up the creek.

That's right. In pre -mission planning we should lmow what the most critical systems are to be checked. For us there was the Platform, Computer and Scanners . One of them bit us and that was the Primary Scanner. We

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were forced into being put all the way back into the first orbit, and it was a mistake. The mission rules were good and I agree with the comments Gordo had on the experiments and the training activities.

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# CONFIDENTIAL

on the gage.

Cooper

Electric al--1 don't think there was a:ny problem on

the electrical system. The problem Wc,s in the cryogenics rather than the electrical. I should say in the cryogenics and in the water product of the fuel cells. These were the limiting things rather than the electrical power we were using. As long as you could run the fuel cells there w as no limit to the power you could pull off of them.

Conrad

Let's put that to bed right now. The GPO fluffed powering up those fuel cells after they'd been powered down. If our electrical problems didn't do anything else, we got to cycle electrical loads all the way through the flight on those fuel cells. As far as I'm concerned, those fuel cells are flight proven. Every fuel cell in every spacecraft that goes off should carry the maximum load of RSS supply so that he has all the electrical power that he wants to use. He can run that platform, computer, or any combination of electrical gear that he wants anytime during the flight. The same thing with the experiments. You've got to have that platform. We kept pinching electrical power and pinching electrical power. I think we proved that the fuel cells can take

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wall

the load. It shouldn't be any problem to

fix a couple of things like that. There's no

doubt about it, those fuel cells can go up and

down, and up and down under load and they will hack

the course. We sure gave them a beating. Especially

that Number 2 fuel cell.

Cooper Can't say enough about the fuel cells.. I just think they did real well. I was extremely impressed at the end when we kept loading them down. We loaded them down even more and the doggone thing began to come up rather than fail, go down or poop completely out. Conrad That thing stayed on sixty or seventy hours of the whole flight. That's a lot. It must have been sixty hours at least.

Cooper I think that the fuel cell really goes into a hybernation period when you cool it down. I think it almost hibernates like a storage battery. Conrad The way to bring itback to life is to load itdown to get itwarmed up, and then to purge it. And I would have liked to super purge that Number 2 cell a couple of times to see ifI couldn't have brought it up higher.

Cooper Yes, I think it probably would have worked. The

batteries--

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Conrad

We didn't always agree withMission Co ntrol. One example--! would have l oved to argue with them about the heater circuit on the OAM S. I was against turning it off .

Cooper On fuel cell--do you want to go back to OAMS. We've already gone by it.

Conrad Yes, I'm a curious person by nature and so is every- body else that flies one of these spacecraft. When you send up something you ought to tell them why you're doing it. Especially when we get into these screwy conditions. We didn't have any choice when they said shut down the fuel cell but to shut down the fuel cell. It wouldn't have cost them another two words to say what they were trying to do. I think it was obvious to us what they were trying to do. I tell you, they made some decisions down there on the ground that I'll still sit back here and argue with them about.

Cooper

Yes, you are right on that OAMS heater .

Conrad

OAMS heater was one of them and another one is the manner in which they conducted that solenoid warmup idea on the OAMS system to unfreeze i t . That was a poor way of doing it.

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265

Cooper That was a very poor plan. Conrad That wasn't thought out very well. I think, in that particular case, we had all the time in the world to discuss that with the ground. We could have. gone a couple of revs talking that one over and it wouldn't have made a hill of beans.

Cooper I think the time that they chose to do itwas ill planned . Every test that they laid on us wound up to being a test in the middle of the night . I don ' t know why. I 'm sure this wasn't planned that way, but that is the way it turned out. Anything else on the fuel cells, batteries, or mission control? Conrad No.

13.4 Flight Plan Changes

Cooper Flight plan changes--I think here is one thing that 5201 we want to say about mission control. I'm well aware that the flight plan people were kept extremely busy having to do this tremendous amount of real time flight planning. I think in general Flight Planning back there did a fine job. I'm sure there were a lot of the people coming in and adding this and that and changing this and changing that. There wasn't enough thought given to the crew. The crew was extremely compromised throughout the whole

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# CONFIDENTIAL

Conrad
Cooper

flight in the way the flight plan changes were made. This was unintentional, I'm sure .

We had to blow the whistle on it.

They did things like trying to keep one m an busy al l the time , just to keep him busy . It was obvious that was exactly what was being planned . Certain experiments were put on one man when th,~other man was asleep then the otherman whe he wa :, asleep without any thought being given to who had what orwhich side of the cockpit.

Conrad

I think, that we documented this well enough, and I don't think the 4 crew emphasized it enough; but, the people on the ground don't realize how long it takes to perform these other mundane tasks that aren't scheduled such as: hygiene, food, etc. They did allow long time periods for food, but there were other things that they didn't allow the time for such as: garbage, cleaning, etc. That's right. General housekeeping and cleaning up the spacecraft.

Cooper

Conrad
Cooper

I think we can straighten this out with th em. I do to , but we are talking here about flight plan changes in mission controlling. I don't m ean this as critical as it sounds. I want to say I think

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they did a fine job. I think they made a good effort to salvage all we could ou of a poor situation.. zuersI think they really did a fine job. As a result of what we found, and we didn't know before we got into the real time situation%3B we discovered that the people compromised are the flight crew. They wound up cutting into sleep periods and certain functions were performed at the wrong time for each avanone of us. It could have been better planned as for as who did what when.

SELAVE

13.5 Systems

Cooper

Mission Control for systems. I think the biggest handle you have on systems is right on board, and I think we had a good handle on what was going on. The things that presented a real question were the rate of decay, the rate of dwindling, some of these cyros, etc. The ground got a good handle on them and began to give us some good information on what we could expect. Although, I think some of them were new enough that the ground wasn't aware of what was going to happen. For example, they didn't know when they would vent and when they wouldn't, what the rate would be when

waited fe I still think so.

Bygg

corper savethey vented, etc.

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13. 6 Experiment Real Time U pdates

Cooper I think these worked out pretty well. We mentioned about needing a platform before and about needing attitude control. And our OAMS system got worse and worse where we had no attitude control to speak and weren't allowed to use any, I think, a great many of these things that were put in just hoping we might drift through. They were sort of wasted. It was a waste of time. They could have saved our time, theirs, the writing time, and everything involved, because trying to get some of these experiments while in drifting flight is completely impossible.

Conrad Itwas really funny. It couldn ' t have been better planned to work out opposite. They'd say get a D-4/ D- 7, lik e the Milky Way--You'd expect to drift through the Milky Way long enougr. to get it. Anytime we had the gear fired up we nev-er got anywhere near the Milky Way.

Cooper No, we would always be pointing at the ground. Conrad There was one time when I tried to do it. We were pointed at the Milky Way. By the time I found out that we were going to drift through it and the ten minute warm up time for the gear passed, we were

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# 14.0 TRAINING

14 .1 Gemini Simula tor Procedures

- Cooper The procedures that we went through in it and our training was pretty accurate. I think that we used the right procedures in the development of our checklist. In going through the procedures we should have had; our flight type checklist at an earlier date in order to get a little bit more familiar with them and to iron them out a little. more in the GMS. We should have had them 3 or 4 weeks earlier. System knowledge--I didn't feel we were too bad off system knowledge wise, did you? Conrad No.

Cooper

We were pretty well on top of everything. We had a great deal of confidence in knowing the systems. The systems training that we got in the GMS on the failure analysis along with the lectures we got by the systems people, both the GMS people and the McDonnell people, put us in pretty good shape system wise. We were in excellent shape concerning launch training. I might say that if there is any changing to be done we should emphasize the nominal launch more. We ran through all types of emergencies. We had some good sessions on the DCPS. We had some

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wasted time down here trying to crank up some of these launch failures that take quite a while to ad balabreset on the GMS. We should have gone through them wita on the DCPS and let them go at that. It was a waste of valuable time during the last few days. Many precious hours were wasted cranking the program into the GMS to go through some of the failure modes NAKEN AT that we could have done in a tenth of the time on Javed Brook the DCPS. Due to the shortage of time we cut way Blowback on nominal training. We could have had more nominal launches, nominal insertions, nominal insertion checklist, nominal preretro, and nominal retro, etc.

Conrad The best day we had was the day before the ac tual flight. The day after we had scrubbed. We ran about 8 nominal launches . About 4 reentries a ll the way through to the end and that really put the fros ting on the cake.

Cooper Yes , we should have had another day of t hat before the first attempted launch. As itturned out we got into reas onable shape because of that one scrub date. We reallyput itto good use. Conrad We got a chance to go over the books some more and

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learn things that really helped . Cooper We were short on nominal time . Conrad I can ' t say enough for the w ay Deke schEiduled the things when he asked for t wo weeks . He was right on the button. We could have used a co u ple more da ys.

Yes.

Cooper Conrad A little more nominal training like that to polish it off. If we had, I don't think Gordo would have put the drogue out at 70. And I don't think I would have left all the Squibb batteries off. We shouldn't make those kind of mistakes. Cooper We would have had more time to run through the nominal procedures and get them down.

Con.rad We' re the first ones to admit that we maie them, because we just di dn't have the f light checklist . I finished all the time . We didn't run· ~hat thing that many times .

Cooper We ran very little orbital training other than the REP. I think we spent a great deal of time on the rendezvous and the REP, because it was the first priority. Conrad One thing that slipped by us, too, was that it took

# 14.0 TRAINING (cont.)

273

BAL LOCK A us a whole day and a half in flight to realized azed that these experiments were going to run so successively close to one another. The one thing that we were not prepared for on the ground and had to learn in the air was how to organize a series sea of different experiments to run them in a row. I'm not sure we could have figured this out on the ground.

Cooper One thing we could have done if we had had the time, we could have taken one of these Stateside passes love that we knew would really be cluttered and run 20% were through it in real time.

Conrad I think the recommendation here is what should be done in the future for a flight that had experiments like this one. I'd run a auty a osim-net-sim with Houston. We had individually erected and taken down and put up every experiment enough times that we had no problem in assembling anything. We had no problem in knowing where how angles everything was, we knew where everything was in the na hy die car spacecraft and we got it in the shortest amount ailed to beeof time as possible even in the flight. We didn't have any trouble in that way. The one thing that we did miss was, and they have a sim net sim of

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CONFIDENTIAL

revs 15 and 16. It might have been a good idea if we had listened to it in that we might have. picked up the fact that the sequential running required just a little bit different operation. Again, I'm not sure that you can practice this on the ground, because at the times we had the gear out we wouldn't have been able to load any spacecraft on the ground the way we wound up using it in zero g. I had lenses floating on the floor and film magazines hanging by just a couple of little velcro threads on the overhead which you couldn't have done in a 1 g horizontal environment. You couldn't stow your gear around the cockpit like you can during zero g. Maybe you might compromise here. You might consider a sim net sim to get some idea of how things are going to run into one another, and then if you're up for 4 days or something like that, you might take an orbit to lay out a series so you can learn how to stick stuff around the spacecraft. It's not apparent to you on the ground exactly how you wind up storing that stuff. We really came up with some new places to stash gear as the result of being in zero g.

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Cooper Yes, that's right. Okay, rendezvous isnot applicable . If there was one area that we were pretty well trained on, that was retrof ire .

Conrad

Yes.

Cooper I think we were in good shape for retrofire. We had _ our checklist for a long time for pre-retrofire _ and retrofire. We were in good shape, well-trained, and we went right through it like clockwork. I think this area we were sitting right on top of No With problem at all.

Conrad We were in good shape in SECO, too . We went through those SECO procedures in dandy shape. Got the numbers out of t he computer and had all of the se~uences and so for th and got that well down in the GMS .

FCSD REP On rendezvous, how do you feel about the GMS training? Cooper The procedures that we learned in the simulator were fine, but you just can't take away that out-the- window simulation. When you add the out-the-window element to it, it's different. It's easier when you kick the REP out and there it is out there visually you can do it fine. The training that scita Bild so we had up at McDonnell on that simulator was just identical to flight. Didn't you feel like we were

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almost in the McDonnell simulator when we got the REP out? Just exactly. That training that we did up there with the visual presentation was invaluable.

Conrad

A lot of people don't realize how time critical that whole REP maneuver was. We didn't realize it. even when we ran it at McDonnell. When we ran at McDonnell, we had a visual display and no outside encumberances and no other systems. We had a computer. Gordo had a ball and an out-the-window display, a reticle and a hand controller. I had a computer and an MDIU over there and that was it. And we would sit there, shoot the breeze, talk to the guys out the window and run that thing. I don't think we became aware of how critical it was until we came down to the Cape and got in that first sim-net-sim. Then we had the ground honking on the horn. They wanted information. We had a spacecraft around us in the GMS, and they could throw in little cliches every once in a while, which they did. It turned out that we got little cliches in flight starting out. The one thing that we spent an awful lot of hours on was the REP.

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I'll tell you I wouldn't have given you a nickels glanchance if we didn't have up systems. We would have doos. That would have been pure luck. But I You are just reading the checklist. They were extremely simplified this a lot in Spacecraft 63B we were up against the wall. We had to stop somewhere%3B take it and work with it or we weren't going to get it. done. They were still in the process or ironing out the procedures. We did more of an evaluation, involved in the evaluation stage, which was not the

ham was I am had to fallen back on one of those backup jobber

know yakewouldn't have made a mistake reading it.

went a adincomplicated and long-winded. Now I guess they

TAVINE

Vox 200 Balthough it was a learning process, but we were

yaw with you time for us to be doing this.

jelayanpokal man bring

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# -CONFIDENTIAL

Conrad

Let me just add one thing. My recommendation is that you are going to have to be extremely careful with the mission planning people because I saw what happened to us. Every flight is going to have a different rendezvous. Somebody is going to want to start changing something, or mickey-mousing around. I think it is going to wind up to be a crew responsibility and that a couple of months before the flight they really put the axe to them to stop. Whether it is the best way to do it or not, the more you do in rendezvous, the more complicated it is and the more time critical it is doing the maneuvers. The computer is a complex little gadget and can really foul you up if you make one mistake. So, training- wise I can't emphasize running the mission the way it is really going to run in real time. We haven't enough time to really get it down.

Cooper

Cut it off at an early date, so you can adequately train on it. I can't conceive that you could ever get the off-sets that we were using in some of our retrofire training. Plus, I don't think we are using the right torquing moments on our Rate Command system. The trainer doesn't have anywhere near the brute power that the actual RCS Rate Command has.

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Itis a great deal of difference.

Conrad

Yes, itwas a pretty tight system . This is probably a function of each individual sys t em because I remember Jim mentioning the fact that itwas so much sloppier in Rate Command RCS and there is a differ ence in the tolerance. But it sure wasn't apparent to us . Both the OAMS and RCS Rate Command systems were just as tight as they could be.

Cooper

Well, the OAMS Rate Command system definitelywas tighter because you could come zapping around with it and the second you let go of the handle itstopped right there . Barn, itnever even quivered ,just held right there .

Conrad Yes, we must have had an outstanding set of rate gyros. The RCS Rate Command there had a wider band. There was so much power and authority in the RCS Rate Command that it actually gave me a little bit of problem just hitting the point, getting lined up on it for retrofire. There was just so much authority you had trouble getting just small amounts of control force until you got used to it. There was so much power there, betaalmost more power than you needed for fine control. It would be interesting to simulate

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# CONFIDENTIAL (cont.)

281

22 ada in the ball park with the previous spacecraft.

Cooper It had to be traveling right because as long as you keep your rates zeroed it is going to trim to its proper trim point. I agree with you completely. It seemed to me as though we trimmed a lot nose higher twmuch earlier in the reentry than we did in the A PAYA simulator. You have less nose up above the horizon poradus for a longer period of time in the simulator than you bimet do in the actual case.

Conrad That was the only thing that seemed different about

the reentry.

Cooper Itdidn't concern me because I knew we w ere damped and trimed out okay.

Conrad Yes, I knew we were in good shape, but it was a sig- nificant enough difference so as to be a glaring dif- Lference with the simulator.

Cooper I don't know whether it actually was the case or not, with but the reentry seemed to go much faster than it did on the simulator..

103

Conrad From Guidance Initiate to 100 000 feet, itseemed to pass at considerable less a.mount of time than itdoes in the simulator .

Cooper Yes, itsure seemed to me like itdid . That is some thing I think we ought to have people check into to

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see what the actual time difference ws. s. Maybe it

was just us.

Conrad

They can ring that out real easy. We can improve

Cooper

the reentry on the simulator a little bit, it's different in this respect.

Okay, Crew Station. I have the same comment that I made after Mercury on that. I think that it is just too bad that we can't have horizontal simulators be- cause that is exactly the way you are in orbit. You are not laying on your back, you are in a horizontal. configuration. If your simulator ran horizontal you would be standing just like you would be in orbit. Orientation is entirely different.

Conrad

I compliment the Gemini crew station on the layout of

t he para.meters that are displayed to you. I feel that there are some other para.meters that I would like to have seen displayed in the spacecraft throughout the fl ight . As an example, I ha te to rely on the ground for radiator temperatures or have them call me to heat up a cooling loop. That type of thing is an onboard function . Itis very nice that the ground monitors and takes care of you. The spacecraft was extremely well layed out , and as we thought in the simulator itturned out to be true in flight.

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Cooper I think the simulator people down here did a great job getting the simulator up to our spacecraft configuration.

Conrad Yes.

Cooper When we came down here it was pretty close to our

flight configuration.

ercerin

Conrad Yes. Cooper Stowage wise, they had it in pretty good shape. sin Conrad With particular reference with Apollo, having worked for 2 years in the Apollo cockpits, and having now flown a Gemini, and knowing that these two cockpits have been layed out as far as I'm concerned, with two different philosophies, and I think this is the right one.

ala dan word

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14. 2 LTV and DCPS

Cooper I can't really say how accurat e t hey uere because we had a nominal mission. I think that they were good training. I think a certain amount of that is very good, very essential. I think there again we have to be very careful not to over em phasize it. I don ' t believe we did in o ur case . J think we had just about the right amount, a lthou gh I think there was a number of people who were concerned that we could have used maybe more DCPS.

Conrad I'll say one thing ab o ut the DCPS hor izon. I thought that that w or ked out just almost the way itactuallyhappened.

r
Cooper Yes sir, I do to. I would like to--

Conrad Boy, that horizon came in the window just about

the same time you saw --

Cooper I think that DCPS should really be utilized to ad vantage as far as this out-the-'window reference . Just crank it just a l ittle beyond and do a little bit of work as far as o ut-the-window referencing and I think it wi ll be an extreme help .

Conrad I wonder if we might not be able to do some help on platform aligning and this sort of stuff. I would like to go back again and look at the DCPS

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the nadir, but I think it was helpful and I think flight proved the same thing that we concluded in this, that it was a very simple task, once you had acquired something. .....the track.

Cooper

Conrad

Once you ha.d acquired something , yes.

The one thing that I, to this day gave me the funniest sensations though, is when you track through the nadir and the things started to speed up and reverse I get adbeathe weirdest sensation that we passed the nadir and got about 30° going behind us. I almost had myself reversed in flight, like I was coming up on it again.

home at Now, I can't explain the feeling but it was weird.

Cooper

It's a real odd optical illusion where you are like you are in an inverted spin-type situation. You are looking--going back over here and the angle out is changing such that you almost do have the feeling that it's that you have suddenly started changing your whole angle....

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Conrad And with the gun site superimposed, excuse me, reticle superimposed on it. Put it right there to orient it with the Southern Cross and Grus and _ Fomalhaut we would have never gotten that experiment done, without having gone through that whereally that half a day did it for that experiment.

Cooper Yes. That salvaged the experiment. Of course he will probably ruin the film anyway. The celestial identification up there, I think one thing that I recommend that we are going to have to crank up the debebrightness of the stars because we have had them cranked down to the Mercury level here all this time and it's just too confusing when you get up there you see so many more stars than you did in Mercury " so we are going to have to raise the level, brightness level of it back up. Up for the training that we do because there were multitudes more stars than we

0990

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and even with a star chart sitting in front of you it wouldn't help you with spacecraft orientation. I take itthat wha t you are saying. Do I know what I am in roll, pitch and yaw to the horizon, or something like that. I don't think so, because most of that stuff is moving too fast up there. Well , so far as it'syaw orientation :.t gives you relatively good angle. For instance you always know ifyou swing around just one lit·;le You remember when we would swing around and there was Cassiopeia, you knew that you were hended generally north.

Cooper

Conrad.

Well, yes that's true. You knew that you were on one side of the track or the other.

Cooper

Pleides and the ... whenever you would see the Pleides, italways points east, so thnt gives you a clu e and there are several pretty good clues and I always lmow when I see Delphinus that the Summ er Triangle isnear by.

Conrad

You're right, itwould tell me where H was pointed but it wo uldn't have told me anything in roll. In othe .r words I wouldn I t say that I would use it completely for a three axis spacecraft orientati on. Itmight give me an idea of which way the sky was

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pointing but that wouldn't tell me whether I was

Willowupside down or right side up or anything, but I

KOREAN 4 Adon't know the stars that well.

Cooper With the accurate star chart updated and then finding the stars on there , then you could use them for spacecraft orientation.

Conrad I'm taking this to mean you are talking about a quick orientation, you know, I aborted in the We middle of the night on launch if I went on a night launch, would I know which way I was going? duit dI don't think so. I don't know. Cooper You would be very lucky, you would just have to see one you could recognize.

Conrad You can take your time when you are planning in advance. Okay. Now you want to use Orion to line up in a certain way with my reticle. Now weed To that's a different story, but that would have to be done at a specific time because Orion moves all althy bad the way through the sky and it turns over on a 72 degree launch azimuth.

Cooper Well, tracking task. We didn't cover that but I inda think it is pretty obvious that you can use it for egalsutracking task we found.

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censure

the horizontal SEDR was around the spacecraft

was really the only

flight experiments thing that we did on it up there.

Let's see, flight experiments. Briefings. Well,

than others. Some were lousy and generally the ones

that got there in politically where the lousiest,

or they didn't bother to show up. I think this is

something that should be very carefully controlled by

the experiments board. If the experiment is going

to be chosen the people who are the experimenters

should be forced to come in and give you a good

briefing on these, everything about them, or other-

wise they ought to be thrown off. Equipment 11

now this is along the same line -- I think that you

need desperately to observe freeze dates for the

operation and availability of the experiments.

Equipment for the experiments, if it isn't available

it ought to be thrown off the flight. I think that

somebody somewhere along the line ought to back this.

Maybe it has to go to the LBJ level or something, I

don't know. Spacecraft systems test .... I

multiple

Vlees torta di I think some of the experiments, some were better

wembe

how bow personally am not very impressed with the

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parallel testing. I don't feel that the crew really gets an awful lot out of, out of the spacecraft systems tests anymore because there are so many tests going on at the same time that you can't really keep a handle on what's going on and really get much of a feel for what's going on. You evolve to an automated-type thing of calling three scripts at the same time and throwing switches and listening to quite a complex thing going on. I think that a few of the systems tests that still go on such as the ECS test and the altitude chamber type thing are still well worthwhile, but I think that the parallel method of testing has decreased the value of the spacecraft systems test to the crew by great extent.

Conrad

There's no doubt about it, though, in being present you keep them honest on many occasions.

Cooper

Well, that's right. On the--it is good in that re- spect, but as far as the training point of view it does give you some certain familiarity with the sys- tems too, but I was just pointing out that it was decreased over what it used to be.

14.10 Egress
Training

I really thought our egress training was well worth- while--

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unhazardous occupation...

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hear over the net . . . the reentry sims are more im

portant ... because it~s a more coordinated effort between you and the ground, and I'm convinced that for any rendezvous situations that some net sims have to be--be run ...

14.16 Z ero "G" Flights

Cooper Yes, well, okay, zero g flights,...I'm not really. sure just what value you get out of zero g flights. Conrad Well, I learned one thing, it was the only oppor- tunity that I had before the flight to get--even though it was a bunny suit at the time, a pressure suit up there in zero g and get some idea--opening and closing it which we did many times in the flight and so forth...And I think we both learned a little something there. I would say now I've done zero g in the airplanes and I've done it in the spacecraft, and if I fly again I certainly don't need to go back and do any zero g work again.

Cooper I really--

Conrad As far as Gemini is concerned.

Cooper I really didn't--

CFCSD Rep

Conrad Oh, Oh, well that's a different story, yes. Well,

we did do EVA's...but if I was going to do something

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EVA again, yes,-- Cooper Yes, I think this zero g airplane plane is well worthwhile for a specific mission, especially mis- sion training. But so far, as just in general... I don't believe it's particularly worthwhile. Well, it is worthwhile like Pete said, that if a man hasn't ever made a flight before and never ex- perienced zero g, certainly good to familiarize. him.

Conrad

Yes, I agree with you on EVA .

14.17 Flight Plan Training

Cooper

O kay, f l ight plan training.

Well, we n ever did

really have much time to do any real f1i ght plan t raining, other than--

Conrad Yes, the only thing that we were involved in really was the REP and how it was going to go.. We let Jerry Jones lay out the rest of it without us really putting much effort into it. There really wasn't a heck of a lot we could do along that line... Cooper And I think for long missions this real-time thing is going to go, is going to have to go on, many changes to be made so I'm not sure that the over-all mission needs training...I think maybe you might just run spot portions of it on the time-critical of course--

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Conrad

What do you mean by operational check, you were talking about system checks; in flight? FCSD Rep Yes, flight plan training . . .

Operation checks.

Conrad

Thruster ill umination . Well, I don't have much feel for that one way or another other than what I said earlier this morning--yes, I think I don't know why it's as plain as the nose on my face but I thi nk we l eaped off the wrong assumption--that everything was going to run right without checki ng and I think that we shou l d flight plan up the first orbit now with more checks in it. Th at was a very poor assumption on this part, the more I even think ab out it , because itwas a perfectly likel y situation to have some part of those three systems to be not working right , and itwould have been a simpl e matter to have gone to the secondary scanners and el imina ting the problem at the very beginning that we had, but we weren't smart enough to know that . We are now .

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trying t o sleep duri ng the day and run any kind of

dar pa night tests.

So far as the people that we had with us that run the place. -- I think the place is very adequately run. I think one person here who certainly deserves enough for keeping all the laundry done. She keeps the place, I think, very, very satisfactorily clean and squared away. Pete, do you have anything to add? Well, I didn't hear all of what you said, but I really thought the crew quarters were a great save for us. I agree with all the things about the noises and everything, with all the construction going on now. It's kind of hard. I do think that there is one thing that I'm going to have to go on record as saying we missed in our training, and there's no doubt about about it. We were so pressed that we didn't have enough time for adequate physical training.

prodatud alal bouquets is the maid, Joyce, who just can't do

✓

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watch here I kept on G.m. t .

15.5 Miscellaneous Discrepancies

Cooper

OK, I have a little list of discrepancies list that I might just include here. These are discrepancies that I noted during the flight and some of them have been noted before, but I might just hit them real briefly. Just to make sure we have all of them. 1. We lost the stage 2 IPS fuel gage shortly after launch. 2. We encountered this POGO effect at 2 minutes and 6 seconds. 3. We lost communications near SECO on UHF No. 1. many of these have already been explained why, but I just--I'll get these down. 4. We lost fuel cell 02 tank heaters. 5. The M-1 experiment pooped out and also I thought it was objectionably noisy.

6. The gray interior paint flecks off of the guard bars and off several areas of the cockpit areas and floats and flecks around on the inside. 7. The platform mode was no good for the burns and was not holding the spacecraft as it should.

FCSD Rep

Let me ask one question. Did you ever try that platform control mode on the RCS syste m?

Cooper

No, I didn't. Sure didn't. I wish I had, I just-- I guess I had just given it up at that point and just didn't get around to it. I should have. The

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platform mode should work very well. There's no reason why it shouldn't work very well and I just can't help but believe it was probably in the OAMS system. 8. I would strongly recommend unsnapable legs on a harness like a regular aircraft parachute harness with adjustable buckle-snap combination things rather than the custom made harness that we have. I think they would be much more usuable for flight. 9. The cabin temperature gage failed-- came back in the fifth day for one day and then went back out again. 10. We did not use the polaroid window covers for launch so we don't know how they will evaluate holding on for launch. However, they worked out extremely well for flight. 11. Rest cycles are not observed. Too many little things keep getting thrown in that require two people.

12. The PCO2 gage was very irratic. It kept coming up and indicating PCO2 up around 1 mm and it did that for a while and then back down. And, 13. Tape recorder quit some time during the fifth day. That's about it.

Conrad

Cooper

Inst

We had a couple here--let's see, did we get the thing about cabin lights getting hot? And melting paint? The cabin lights get hot enough they will burn your

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hands and in particular the bright overh ead one is

very hot.

Conrad

One other--let's see, we talked about the purge switches being 3-positioned rather than spring loaded. And one other thing we noticed, one systems glitch which seemed to affect either scanner--out over the Pacific a couple of times we passed some really, really, really big areas of cloud cover, I mean we were almost--the whole visible sky or ground was covered with clouds or a good portion of it and this seemed to give the scanners fits. These same clouds were that big cloud that had all the lightning in it too--later on we--

Cooper

Conrad

Well, it may have been. I didn't make any correla- tion that way, but I, in the daytime, I noticed that the scanners had quite a hard time doing their job when they were looking at much horizon covered by clouds. Got very irratic. I think that's a known phenomena--with scanners, anyhow, but I just want ed to mention that they did kind of kick up when there were a lot of clouds around. We talked about the right auxiliary light bulb bug thing breaking off. And I have one question. There was one place in the world where we passed at night a great deal of

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gigantic fires on the ground and just out of curiosity

I want to know where we were--and ithappened on the sixth day at 01 hours 02 minutes and 15 seconds so maybe we'll be able to find out where we were. That's all I got, Gordo, how about you, anything more?

Cooper

FCSD Rep

Conrad

No.

Oh, I got--Pete, you mentioned you blew that oxygen-- Blew the OAMS squib--could not hear it blow. Had no way of telling that it really worked. You can't pulse a regulator up and I did and it works just like it does in the trainer. It gives it a blip, you know, and you got to keep blipping it up. And I built it up to about 325 from about 300 just to see if it would do it and it did. So the system worked OK. But I still don't know that the squib was blown--you know you pulse, anyhow.

FCSD Rep Well, other than looking.

Conrad Yeah. Well, I thought the squib was in the adapter.

No way of telling, I don't think.

Cooper If they are lucky they might have--(laughter)

Conrad Well, they found a booster--they might find the

adapter.

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15.6 Medical Aspects on alle

Cooper

I agree completely that the crew area .::iere should be

isolated from the medics. I don ' t feel that the medical department should have anythini? whatsoever to do with crew quarters; otherwise , I think the crew should j ust go right ahead and live up to flight day in a motel or somewhere else , because I have a very strong feeling t hat the medical deparu~ent is trying to make a clinic out of this place up here .

I think the crew area should be held completely devoid of medics. I don't think they should have anything to do with the running of the crew quarters. I think the crew should establish its own procedures of whether they're going to have low residue diets, or whether they're not going to have low residue diets, based upon recommendations from previous crews, from previous flight experiences along the way, and what everyone who has worked with it has passed on. We hope we can get all this information gathered up in a form that each crew coming along can be given a condensation perhaps of all the previous crew's comments on things of this type, such as diets, methods of defecation and urination,

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urination systems. drinking water systems. and pre

flight set-up type things . As far as the medical-~ I'd like to hit that specifically.

DELETED

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We landed on the carrier at mid-morning, carrier time, and we accomplished not one bit of debriefing or operational work throughout that day at all. We went to bed that night without ever having done one bit of our own debriefing of any kind, whatsoever. The entire day was spent with the medical community. I don't know that we lost anything there, particularly, but I still think there are a lot of things you could sit down and start taping that would be a lot fresher in your mind.

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unnecessary, and, again, was just a matter of re- search rather than anything else.

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The image displays the word "CONFIDENTIAL" with a black line struck through it, indicating it is not to be considered confidential. There are red splatters and streaks around and behind the text.

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The image shows the word "CONFIDENTIAL" with a red highlighter mark over it and a black line through it, indicating it is no longer confidential.

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The image shows the word "CONFIDENTIAL" with a red highlighter mark over it and a black line through it, indicating it is no longer confidential.

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The image contains the word "CONFIDENTIAL" stamped across it, with a red substance partially obscuring some of the letters.

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The image displays the word "CONFIDENTIAL" with a thick black line struck through it. The lettering appears to have a reddish-orange gradient or wash behind it, giving it a distressed or stamped appearance.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. There is also a faded orange, abstract design behind the text.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The background has a reddish gradient.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The background has a reddish gradient.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The word is in all capital letters and has a reddish-orange gradient behind it, with some smudging or paint-like strokes.

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The image displays the word "CONFIDENTIAL" with a thick black line struck through it. The letters have a gradient of red and orange coloring above them.

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The image displays the word "CONFIDENTIAL" with a thick black line struck through it. The background has a reddish-orange smudge.

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The image contains the word "CONFIDENTIAL" stamped in black, with a red smear partially covering the top of the text. A horizontal black line is drawn through the word.

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The image contains the word "CONFIDENTIAL" with a black line struck through it.

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The image contains the word "CONFIDENTIAL" with a thick black line drawn through it. There are also some smudges of red ink or crayon underneath the word.

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The image contains the word "CONFIDENTIAL" with a black line struck through it, and a reddish-orange marker highlighting the text.

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The image contains the word "CONFIDENTIAL" with a black line struck through it, and a reddish-orange marker highlighting the text.

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The image displays the word "CONFIDENTIAL" with a black bar strikethrough. A reddish watercolor wash is behind the text, blending with the letters.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. There are also reddish smudges or stains behind the text.

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The image displays the word "CONFIDENTIAL" with a thick black line struck through it. The background is a blurred image of skin, likely from a human leg or arm.

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The image contains the word "CONFIDENTIAL" with a black line crossing through it, indicating it is no longer confidential. The text is overlaid on a background with red brushstrokes.

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The image displays the word "CONFIDENTIAL" with a black line struck through it. There is a red smudge or watercolor-like effect behind the word.

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The image displays the word "CONFIDENTIAL" with a thick black line striking through it, indicating that the information is not for public disclosure. The word is written in a bold, sans-serif font with a red smudge or ink mark underneath.

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The image contains the word "CONFIDENTIAL" with a black line striking through it.

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The image contains the word "CONFIDENTIAL" with a black line striking through it.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The background appears to be a reddish-orange smudge.

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The image shows the word "CONFIDENTIAL" with a thick black line drawn through it. The background appears to be a blurred, reddish-orange texture.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. There is also a red, watercolor-like smudge or stain behind the text.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The letters are partially obscured by a red, watercolor-like effect, giving a sense of urgency or emphasis.

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The image contains the word "CONFIDENTIAL" with a black line struck through it. The letters are partially obscured by a red, watercolor-like effect, giving a sense of urgency or emphasis.

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The image contains the word "CONFIDENTIAL" with a black line struck through it, and some red smudges or ink stains behind the text.

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The image shows the word "CONFIDENTIAL" stamped across it, with a thick black diagonal line obscuring most of the letters.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps in red at the top and bottom, page number 19 in the upper right corner. The page contains debriefing transcript text with a speaker label 'Conrad' partway down the page.

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A scanned typewritten document page from a NASA technical debriefing transcript. The page is formatted as a dialogue between two astronauts, Cooper and Conrad, discussing spacecraft controls and attitude control modes. The word 'CONFIDENTIAL' appears as a stamped header at the top and footer at the bottom, with strikethrough styling and red ink coloring.

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A scanned typewritten document page marked CONFIDENTIAL at both top and bottom, numbered page 41. The page contains a transcript-style debriefing dialogue between astronauts Conrad and Cooper, discussing an unidentified object observed during the Gemini 5 mission.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, struck through with a red horizontal line. The page number 57 appears in the upper right corner. The body contains typewritten text discussing pressure suit comfort during a spaceflight mission.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom (struck through with a horizontal line), page number 101 in the upper right, and typewritten transcript text with speaker labels 'Conrad' and 'Cooper' in the left margin.

Page 108

A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom (struck through with a line), page number 103 in the upper right, containing a transcript of a debriefing conversation between astronauts Cooper and Conrad.

Page 114

A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, struck through with a horizontal line. The page contains a transcript-style dialogue between two speakers identified as Conrad and Cooper. Page number 109 appears in the upper right corner.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom (struck through with a horizontal line), page number 111 in the upper right corner. The page contains a transcript-style dialogue between two speakers identified as Conrad and Cooper.

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A typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page numbered 121. The text discusses food packaging and storage recommendations for spaceflight missions, specifically referencing GT-7.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page number 135 in the upper right corner. The page contains a single block of typewritten text discussing photography sequences, camera settings, and geographic observations from what appears to be a space mission debriefing.

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A scanned typewritten document page marked 'CONFIDENTIAL' at the top and bottom with strikethrough styling. The page number 141 appears in the upper right corner. The document contains a transcript-style debriefing conversation between astronauts Conrad and Cooper, as well as an unattributed paragraph at the top.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom in red/pink ink with strikethrough lines. The page contains a single block of typewritten text discussing maps used during a mission. A page number '143' appears in the upper right corner.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom (struck through with a line), page number 147 in upper right. The page contains transcript-style text with section headings and speaker labels.

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A scanned page from a NASA technical debriefing document, numbered 151 in the upper right corner. The page features 'CONFIDENTIAL' stamps with strikethrough formatting at both the top and bottom of the page, rendered in red ink. The majority of the page contains typewritten text, with the upper portion clearly legible and the lower portion heavily faded or redacted, rendering it largely illegible.

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A scanned typewritten document page marked as CONFIDENTIAL at both top and bottom, with page number 159 in the upper right corner. The page contains a transcript of a debriefing conversation between astronauts Conrad and Cooper discussing cloud cover and photography during the Gemini-5 mission.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page numbered 159 E. The page contains a transcript-style debriefing conversation between astronauts Conrad and Cooper discussing weather/cloud coverage over various locations during the Gemini-5 mission.

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A scanned typewritten document page marked 'CONFIDENTIAL' at the top and bottom with strikethrough styling in red/orange ink. The page number 187 appears in the upper right corner. The document appears to be a technical debriefing transcript discussing visual observations from orbit.

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A scanned typewritten document page marked CONFIDENTIAL at both top and bottom, numbered 217 in the upper right corner. The page contains a transcript of a debriefing conversation between astronauts Cooper and Conrad and a FCSD REP. The text discusses photography operations, telescope field of view, reticle usage, voice recorder usage, D-6 logs, and sequence observations during the Gemini 5 mission.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page number 237 in upper right. The page contains a transcript-style debriefing conversation between astronauts Cooper and Conrad.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page number 241 in upper right. The text appears to be a transcript of a technical debriefing conversation between multiple speakers including Cooper, FCSD Rep, and Conrad.

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A scanned typewritten document page from a NASA technical debriefing transcript, marked CONFIDENTIAL at both top and bottom. The page number 249 appears in the upper right. The content is a dialogue transcript between astronauts Cooper and Conrad discussing observations of air glow, aurora, and micrometeorites during the Gemini 5 mission.

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A scanned typewritten document page from a NASA technical debriefing, marked CONFIDENTIAL at both top and bottom. The page contains a transcript-style dialogue between two astronauts, Conrad and Cooper, discussing astronomical observations made during their spaceflight.

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A scanned typewritten document page marked CONFIDENTIAL at both top and bottom, numbered 281. The page contains a transcript-style dialogue between two speakers identified as Cooper and Conrad, discussing reentry characteristics of a spacecraft compared to simulator performance.

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A scanned typewritten document page from a NASA technical debriefing transcript. The page has 'CONFIDENTIAL' stamps in red/orange at the top and bottom, with the page number 287 in the upper right. The document appears to be a dialogue transcript between astronauts Cooper and Conrad. There is bleed-through text visible from the reverse side of the page.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps in red at the top and bottom center. The page number 293 appears in the upper right corner. The document appears to be a transcript of a debriefing conversation between astronauts Conrad and Cooper, with section heading 14.8 Flight Experiments.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page number 295 in the upper right corner. The page contains typewritten text that appears to be a technical debriefing transcript. There is bleed-through text visible from the reverse side of the page.

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A scanned typewritten document page with 'CONFIDENTIAL' stamps at the top and bottom, page number 303 visible at top right. The page contains a technical debriefing transcript with speaker labels and typed text. There is bleed-through text visible from the reverse side of the page.

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A scanned typewritten document page marked 'CONFIDENTIAL' at the top and bottom with strikethrough styling. The page is numbered 305 in the upper right corner. The document appears to be a technical debriefing transcript with dialogue between multiple speakers identified by name labels on the left margin.