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Copy No. -4^7 of 400 Copies 




POSTLAUNCH MEMORANDUM REPORT 
FOR 

NERCURY-ATLAS NO. 9 (MA-9) 

PART III - MISSION TEIANSCRIPTS 




GROUP h 
Downgraded at 5-year 
Intervals; declassified 
after 12 years 



NATIONAL AERONAUTICS AND SPACE ADMINISTRATION 
MANNED SPACECRAFT CENTER 
Cape Canaveral, Florida 
June 24, 1963 



This docTanent contains information affecting the national defense of the 
United States within the meaning of the Espionage lavs, Title l8, U. S. C. , 
Sections 795 and 79^-. The trmsmission or the revelation of its contents 
in any manner to an unauthorized person is prohibited hy law. 



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POSriAUnCH MEMORAinXJM BEPOBT 
FOR 

MERCURT-ATLAS HO. 9 (MA-9) 



Senior Editor 



R. E. Day 



Jobn J. Van BoclEel 
Alan B. Shepard, Jr. 
William Harvey 

HelMit A. Keubnel 
Jeren^ B. Jones 
William Harvey 
Tommy W. Holloway 



Section 3*0 



David M. Gk>ldenbaum 
Paul W. Backer 
John Sargent 
Clifford Mire 
Alan B. Shepard, Jr. 
Virgil 1. Grissom 



HATIOHAL AEROHAOTICS ABD SPACE ABMINISTRATIOlf 
MAKNED SPACECRAFT CENTER 
Cape Canaverca, Florida 

Jvme 2k, 1963 



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NO. 1: LIFT-OFF TIME (2-INCH MOTION) FOR THE MA.-9 FLIQIT WAS 8:0^.13.106 A.M. 
E.S.T. RANGE ZERO TIME WAS ESTABLISHED AS 8:04:13 A.M. E.S.T. ALL 
TIMES REFERRED TO IN THIS REPORT ARE IN ELAKSD TIME IN HR:MIN:SEC 
FROM RANGE ZERO UNLESS OTHERWISE NOTED. 
NO. 2: THE MA-9 POSTLAUNCH MEMORANDUM REPORT IS IN THREE PARTS, UNDER 
SEPARATE COVERS, AS FOLLOWS: 

PAR T I - MISSION ANALYSIS - CONTAINS AN OVERALL ANALYSIS OF 
THE MISSION AND PEffiSENTS A MINIMXM OF DATA. 

PART II - DATA - COITOAINS COMPLETE TB® HISTORIES OF SPACECRAFT 
DATA, WITHOUT ANALYSIS, 

PART III - MISSION TRAIJSCRIP1S - CONTAINS ESSENTIALLY UNEDITED 
TRANSCRIPTS OF THE FLIGHT COMMUNICATIONS, THE PILOT'S POSTFLIGHT 
SELF-UEBRIEFING, AND FORMAL TECilNICAL DEBRXEFING CONDUCTED 
ONBOARD THE RECOVERY AIRCRAFT CARRIER. 
NO. 3: A TRANSCRIPT OF THE SCIENTIFIG DEBRIEFING CONEOCTED AFTER TEE 
FLIGHT AT CAPE CANAVERAL, FLORIDA, WILL BE DISTRIBUTED UIGJER 
SEPARATE COVER. 



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TABIE OF COHTEMTS 



1.0 PIIOT'S SEIF lEBBIEFING 

1.1 latioductlon 1-1 

1.2 Text 1-3 

2.0 ASTRONAUT'S FORMAL TEX3MICAL lEBRIEFING 

2.0.1 Introduction 2-1 

2.1 Main Portion ^ " 

2.2 Supplemental Portion 2-38 

3.0 commicMsiass 

3.1 Introduction 3-1 

3.2 Transcript 3-3 

Distribution 3-171 



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1.0 PILOT'S S&IF DEBRIEFIIKJ 



1.1 Introduction 

The following is essentially a verbatim transcript of the MA.-9 self 
debriefing conducted by the pilot upon the recovery aircraft carrier 
Iranediately after the medical exEuninatiaci and a period of rest. The de- 
briefing consisted of the pilot recording on magnetic tape his liapressions 
of the flight in chronological order fron lift-off through recovery. 

The value of this debriefing is enhanced by the following factors; 

(1) It vas conducted vithin a short period of time after 
ccnipleticn of the fli^t and with only little intervening 
experience, thereby, permitting good recall on the part 
of the pilot. 

(2) There were no perscis in attendance vhlla conducting this 
debriefing, thereby resulting la a minlmiim of interruption 
and a mEuclmum of clarity. 

(3) The transcription was only llj^htly edited so as to maintain 
the original meaning and implicatiaa of his comments. 

However, since this debrteflng was conducted iwiedlately foUowlng 
the flight, asny of the pilot's iBpresslons of systems Bslfunctlons end 
times when Mission events occurred have since been superseded by later 
infontotion from postflight data in failure analyses. Appropriate sections 
in Parts I and H of this report should be referred to for the most recent 
system performance data, which is considered to be the more valid in 
instances where a discrepancy between the Astronaut's ccsawnts contained 
herein and discussiCMis in Parts I and H exist. 



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MA.-9 ASTROMUT SELF DEBBIEFING 
1.2 General Discussion 

I will run thrcnigh this in a rather chronological sequence and then 
give some general comments — everything in a rather condensed form — and 
then I will follow the flight plan and go over everything in detail from 
start to finish. 

First of all, for launch. Lift-off was smooth, hut very definite, the 
acceleration was very pleasant. The booster had a very good feel to it and 
it felt like we were really "on the go", there. A nuinber of seconds prior 
to BECO there was a considerable lateral oscillation which showed up on the 
spacecraft rate gyros, from peg to peg, of six degrees per second, side to 
side for a number of oscillations, probably six or seven oscillations of 
this type. This daiii)ed out jiost prior to BECO. BECO was very distinctive 
with a loud "glung" and then a sharp, crisp "thud" for staging. You could 
feel staging, perhaps, more than actually hear it. 

After staging, stistalner was vexy smooth — with no oscillations. First 
I waited on the tower — the tower seemed later than I anticipated it being, 
and it really departed. It arced off almost straight ahead, but curved off 
in a circular path -off to the left. The sustainer was very smooth — with no 
oscillations — no lateral or longitudinal noticeable corrections. Everything 
seemed to go Jxist exactly right. 

SECO was exactly on time. It was very distinctive — the same type of 
a "glung" as was apparent at BECO. The Cap Sep was not quite so noticeable 
in sound but was noticeable in the boot from the posigrades firing. 

a?umaround was Just like advertised, I went to aux darngp, then to fly-by- 
wire low and turned around on the instruments. In this fashion, it was very 
much like the procedures trainer. The feel of the fly-by-wiire ( in the space- 
craft) was the same as (that in ) the trainer. 

I did not pitch down, but went around aimost entirely in yaw because we 
had calculated that the yaw rates would feed into pitch, and left yaw would 
give you a downward pitch rate so I was checking this to see if this, was 
indeed, the fact; and "when I got my turnaround eilmost conpleted, I noted that 
I had very little pitch down rate at all so that I arrived turned around in 
almost zero- pitch, rather than -3!^. When I first got turned around, my atten- 
tion was attracted to the booster, vtitch. was not more than 200 yards away, and 
was very close. I could read the lettering on the sides. I coTild see various 
details of the sTostainer, the tanks, and many little details. It was silver — 
very bright silver in color, wildi a frosty \Ailte band around the center portion 
of it. It was sitting almost head-on to me, perhaps 15 to 20 degrees turned off. 
As I watched it over the period of the next number of minutes {l had it in 
sight for a total of approximately eight minutes) it was slowly turning, with 
the firont end of it t\oming out in a counterclockwise rotation, so that the 
last I saw of it, it was turned at about 70 degrees to the azimuth that it was 



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on -when I separated frcim it. It was wisping out of the rear section of the 
nozzle, it was still wd.sping a lot of fumes; and smoke trailing out from it. 
It was quite clear, quite distinct ivie, and as it hegan to drop slightly down, 
I was moving down to w 3k degree {-3k degree) pitch attitude. I kept it in 
sight the whole time and could note the Cape and Florida in the backgrooond 
with the booster against them. It made an ideal picture to view. 

When I got on autc. control, I pulled the l6 mm camera out of its bracket 
and snapped off a short burst of the booster, with the State of Florida in 
the background. (By this time the booster had moved some distance away.) It 
was moving slowly to the rear and dropping down, slightly, on a line from me. 

I agree with Scott Cai^jenter that the perspective changes vhen you go 
into zero g. 1!he cockpit did seem to be somewhat differently located from 
the perspective that you have of yourself in it while lying flat on yova: back 
on the pad. It appeared to me, that you move entirely up forward in the seat 
(closer toward the instrument panel) regardless of how tight your straps are 
cinched-in you tend to move on up in the seat. The ditty bag on the right 
(or "Pandora's box") does seem to be at a different angle to you than it is 
when lying on the pad. It is not Improved any — I consider this equipiaent 
locker, that we call "Pandora's box," completely unsatisfactory so far as 
flight access to gear. It is almost Impossible to get items in and out of 
it in any kind of reasonable fashion. 

The next section of orbital flight I will hit briefly now and then we'll 
go through it later in detail. I will say now that you really need the first 
orbit on automatic control to collect your senses, acclimatize yourself to 
this new situation, and to organize the flight's activities. I felt that I 
was not on top of the situation completely, as I would like to be, right after 
insertion, although I was thinking all the while of the items ahead to be 
done and of how to do them. I did not feel at hone. I felt in a very strange 
environment and was not at my best, mtil perhaps halfway through the orbit ,x I 
had the flight's activities fairly well organized, had gotten a feel for the 
situation and by the end of the first orbit was feeling really ready to power 
down and go into drifting flight, and to manage the spacecraft in any manner 
of means. 

I found that orienting the spacecraft after drifting flight was quite 
easy on the day side, and not too difficult on the night side. Although the 
night side takes more time (lanless there is moonlight with broken clouds or 
land masses below) I found you could orient yourself by the stars. The stars 
are a little more diffii;ult to recognize •wh.en you are viewing through your 
limited window and sometimes from varied types of angles and attitudes. 
However, you can slowly drift around until you find some star pattern that 
is very recognizable and that you know the location of, and move back then 
from it to an area to pick up your zero yaw. At this time, if you have 
moonlight, or you have any kind of broken masses below, either cloxid or land 
masses, then you can pitch down to 20 to 30 degrees pitch down and can pick 
up zero yaw very^readil^r by turning all the lights off in the spacecraft and 
letting your eyes grow accustomed to the dark so that you can see -wh&t you 
are doing on the outside. 



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NighttiLie orientation, though, is something that caxmot be rushed. It 
does take a little time to do this. I had to orient on the night side prior 
to the act\ial retrofire since I did not have the auto pilot or gyros and I 
found that it really was not difficult at all, but it took some little time. 

The next area I will talk on is retrofire. Hie procedure from the ground 
to prepare me for retrofire was veiy good. (See remarks in pilot's flight 
report, part l) John counted me down in good shape and we were right on the 
button on time, and I held it fairly close in attitudes during the fire. I 
found that it was different than we have ever done any practice on, in using 
the outside references to hold attitudes, and using the rate indicators on 
the inside to hold rate. It is a little difficult in that the light from the 
outside is so bright that as you view the outside, when you shift your vision 
back to the inside, you cannot see the rate indicators, so you have to hold 
your hand up to partially shade your eyes, ^en viewing the rate indicators, 
and then shift back and forth. This is a little bit of a problem. Retros 
give a good, solid "th;:uiip" in the seat of your pants and I could very easily 
coMDt each one as it fired. The retro jettison, which I did manually, was 
a very solid "clack" in the retropack. You could actually feel the pack depart. 

Reentry and landing. I was initially intending to use fly-by-wire on 
reentry. I fired retros on manual proportional, and was intending to use 
fly -by -wire on reentry, but in between, while maneuvering on fly -by-wire to 
get setup for reentry, I could not get the fly-by-wire high thnasters to light 
off as they should. I pushed in the manual proportional handle and decided 
to just go d\ial authority. I found that I overshot some of the oscillations 
on reentry then, two different times, when the fly -by -wire high thrusters 
started to operate correctly, and I was getting k9 pounds thrust for some of 
the corrections. The early corrections on the oscillations, pure manijal 
proportional would have handled very readily (very nicely in fact). The one 
pound thrusters would aljuost handle the initial ones. Later on, the oscilla- 
tions got considerably harder, more force to them, and it took considerably 
more thrust to slow them and to correct them. I did not really have a feel, 
without the sequence lights, to tell when reentry would start, except for 
John Glenn's message on the time. However, prior to the time that he gave 
me, the spacecraft began to feel very sluggish in control and feel like it 
■was starting to go to positive pitch — to reentry attitude ~ and prior to 
the time he gave me by more than a minute. So at this point I allowed it to 
ease on up to zero, zero, zero, and applied a negative roll rate, vAiich gave 
a very odd visual sensation. It appeared to wallow all over when I started 
this roll rate and this is something you don't see in the trainer, of course. 

The oscillations through max g (max g was approximately six and one-half 
g's on the accelerometer) were much less than the trainer and woixLd have been 
more easily controlled, as I have stated before, on straight manual proportional. 
However, after about 95 thousand feet, the oscillations seemed to go into a 
completely different ratio, and got larger in aiEplitude and much faster in 
frequency. The oscillations were held to a reasonable degree (I was striving 
to keep them damped as low as possible,) until about 50,000 feet the oscilla- 
tions got fairly large and fast and I was really having difficulty staying 



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with them. I was using poimds of thrust, dual authority^ in this area 
too. However, these oscillations were short in time, and in the spacecraft 
you could actually fee'- the oscillating "g" forces and they are not objec- 
tionable at all. 

I had planned on deploying the drogue at 14-2,000 feet. I pushed the 
drogue button. The drogue immediately came out. It soimded like the vhole 
front end fell out of the spacecraft. The drogue came out, deployed, and I 
realized I was in the clouds when it deployed, but I still could see it very 
easily. It imonediately stabilized the spacecraft, and appeared very nice up 
there. The main chute came out barostatically at approximately 11,000 feet 
indicated, reefed nonmlly, held its reef and then blossomed fully. 

The g's from the chute opening were much less than I had expected. Rate 
of descent after chute opening was between 35 and kO feet per second. The 
spacecraft was oscillating slowly under the chute. At aromd k^OOO feet 
indicated altitude, the rate of descent was down to 30 feet per second, but 
the oscillations still were present. Bag came down with the switch in 
automatic position, landing was solid, but not severe. On landing, considerable 
water splashed in, appsjrently through the snorkles, but was splashing all about 
the cockpit in small amounts from side to side. As I hit, the spacecraft went 
down to the left side, rolled around with head down, and wound up with the 
right side of the spacecraft under the water. I could see that I was under 
water by the window. I could see the spacecraft then ease back up to the 
water line vdiere it was lying flat in the water, and this was confirmed by 
the helos telling me it was lying flat. 

The chute was slow in disconnecting, by outside visual comment, although 
the time did not seem long at all that it took to come up out of the water. 
I did hit the main and emergency disconnect fuse switches on the number 1, 
and the recovery switch was placed to "manual" -- ijomediately on inipact, and 
it appeared to be a matter of a minute, perhaps, vhen the spacecraft began 
to right itself, came right on up in a nice upright position (he further 
commented in pilot's flight report, part I). 

At this point I used the swizzle stick, from over on top of "Pandora's 
box," reached down and tiorned the manual-fill nitrogen handle, pulled it out, 
turned it to the "on" position and then brought the recovery aids switch to 
"automatic" to extend the vhxp antenna. By this time there were swimmers 
actually in the water around me. I might add, that immediately after main 
chute deploy I began to hear the helicopters contacting me on radio. They 
stated that there were two of them circling me at this time, and that the 
carrier was very nearby and that they were all set for my landing and would 
be right with me. This was extremely comforting. 

The recovery secti on. As I say, the main chute deployed at approximately 
11,000. I was contacted by the helos immediately after. The carrier was 
very near on landing, la fact k.k miles, I believe, was the exact distance, 
and I was asked how I preferred to be recovered. I elected, as I had planned 
all along, (with this kind of time involved) to be hoisted on board the 



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Page 1 - T 



carrier. Everything proceeded very smoothly and I did not get out of the 
spacecraft until John Graham and his troops blew the hatch tram, the outside 
on the carrier and I was met by John and Dick Pollard. We took blood pressure 
inside and then I climbed out and took blood pressure outside. 

Some comments on the physiological feeling vhlle in flight. One, you 
must force yourself to eat and drink. When you have a fairly full flight 
plan the ten^itation is not to bother with eating and drinking, but to busy 
yourself with doing a good job on the items you have to do and to devote the 
tine to doing them correctly, preparing to do them correctly, and you tend to 
coii5>romiBe yourself in so doing. I deliberately made a point of forcing myself 
to drink water regularly. However, the food was so difficult to get to and 
to prepare to eat, that I did not eat anywhere near the quantity of food 
that I normally shoTild have (that I normally would have), and that I had 
planned to. I'll hit on the food again later. (Another section) I found 
that one difficulty is that so far as sleep is concerned, when you are 
completely powered down and drifting, you are so relaxed -- and it's such 
a relaxed, calm, floating feeling, very, very refreshing — and very deli^tful, 
you have difficulty, not sleeping. I found that I was cat-napping and dozing 
off frequently. Sleep seems to be very sound. I woke up one time from about 
an hour's nap that I had taken with no idea where I was and did not have any 
bearings at all about me (about where I was) and it took me several seconds 
to orient myself and realize where I was and what I was doing. I noticed 
this again, not quite to this great an extent, but several times from one 
other fairly long period of sleep and from shorter cat -naps that I took I 
noted this same thing, that you appear to sleep coii5>letely relaxed and very, 
very, soundly to the point where you have trouble regrouping yourself for 
a second or two; "vAien you come out of it. Although this con^lete drift is 
very relaxing and thoroughly delist ful, I never encountered any type of this 
so-called "break-off phenomena." I always had a very sound, strong, urge 
that I intended to come back in normal condition and to get back to the earth 
where I belong in day-to-day activities. Although this was very enjoyable 
and really a thing of delight in orbit j it still is a strange environment to 
a human being and you have every desire to get back to the earth in normal 
fashion. 

Out cockpit area is not good for doing any great aiuDunts of work or 
activities. It is very poorly arranged and we need slightly more, or far 
better, arrangements for conducting the various things. Some of the 
hydraiillcs experiments were quite difficult to do in the area. 

The control of the euit circuit is definitely marginal and physiologically and 

psychologically was probably one of the worst areas that I had through the 
flight. I was sweating the suit circuit; probably nKDre than any other one 
item throughout the entire flight. I worked more to keep it within limits. 
The suit is also very definitely moist and I think in the medical report 
they will show where I appeared to have been really soaked in water for some 
period of time upon recovery. The suit heat exchanger dome ten5>erature, 
was a big problem the entire flight. No one setting, regardless of how 



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small the changes you made, would hold the suit dome teiiperatiare anywhere 
reasonably constant. It either was frozen up, at which point I would have 
to turn the suit water flow completely off for some period of tiine mtil 
it came back up, at which time it woiild go considerably higher (running 
considerably higher then) and the suit inlet temp would run also higher — 
uncomfortably high. Then I would slowly work back dpwn on it ~ to the point 
where I was beginning to get a comfortable suit. a?hen, upon leaving it there, 
it would hold for a short vhile and suddenly would plunge on down, (even after 
having apparently stabilized) to the freezing mark and I would have to start 
all over. Even -when I would remeniber the settings that I had used and go 
back to even slightly lesser settings than these, it would hold for a short 
T^ile, but then plimge. It did not appear to be constant at all. 

Opening and closing the visor, of course, as we have known before, has 
some effect on the suit teinperature and added to the variations in it also. 
Partial pressure of oxygen in the cabin, slowly throughout the flight, edged 
on down (of course, I inherently do not trust the gauge) but it got down to 
about 3.5 psi in the cabin. I was worried by the vBxious questions that were 
asked about thisj that the (tracking) range might get concerned about this 
value. Partial pressure COg in the suit started up on the next to the last 
orbit and gradually got on up, I suspected the gauge when I went to emergency 
rate flow and did not get any apparent decrease in this reading. However, the 
suit circuit did not feel real comfortable to breathe on. I feel that there 
was CO in the suit circuit. I recognize the symptoms of breathing — more 
rapid and deeper — and this gauge indicated that we were up over five on the 
gauge setting j\ast prior to retrofire. However, I had plenty of oxygen; I 
could go to emergency rate flow if I could take the lack of the fans and the 
greater heating involved. 

The 250 VA main inverter failed on the twenty- first orbit. The switch- 
over warning light came on and I checked on the gauges. I found that it had 
not switched to the alternate inverter and vixen I went to the slug position 
of switching it to the alternate inverter, the alternate inverter would not 
start. The 250 VA inverter, when the fail\jre light came on, was not giving 
a great increase on the ammeter, although it had had.a couple of juitps in 
the ammeter shortly before this, which I noted, and at -rfilch time I checked 
the te]ii)erature of it. The teni>eratiire of it was running only about II5 
degrees. At the time that it failed, the temperature still was about this 
range; however, the bus voltage was indicating about IkO volts. As stated, 
the alternate inverter would not start, so I was without ASCS AC power. The 
high thrusters on fly-by-wire would not light off properly prior to reentry 
and I elected to use TmnuHl proportional in reentry also. I reentered on 
dual authority, and as stated before, the fly-by-wire high thrusters then 
did begin to work properly. Probably, I should have fired them all well 
prior to retro and reentry to warm them up and double-check them at a 
slightly earlier time. 

{An apparent) glitch fjrqm the warning light awitcrh, where I had been 
switching to the. "off position on the, night side to observe a. photographic 
experiment; this gli-t;ch (apparently) turned on the 0,05g grjeen ll^t on the 
sequence panel. After various checks on It, It proved that It had dropped 



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out the ASCS and had gone through the logic dovm to the 0.5g, and I no 
longer had ASCS. I am vondering if perhaps this same glitch didn't damage the 
250 VA inverter, although it didn't show anything at this time. (See 
Section 5.1 Part I, tar a more detailed discussion.) 

The valve on the MeDonnell drinking container leaked so much ijater that 
I could not place water in any of the plastic food containers. However, 
these plastic food containers yith the frozen dehydrated food are completely 
unsatisfactory for zero g use. Under one g use, water can be dropped into 
them, the top then shut, and water worked down into the food, kneading the 
food and the water together down below. Howeve:^-, under zero g, when the 
water is placed in there, there is no way then of getting the plastic 
container away fran the nozzle to work the water down into the food. The 
water tends to come all over the place and to come out of the plastic top as 
you try closing it off. These bags are completely unsatisfactory to work 
with and ^ust too much trouble and got so much water in the cockpit, all over 
myself, all over the instrument panel, that I only got enough water in it to 
eat approximately one- third of the food that was in there and finally Just 
gave it up as a lost cause, and went to the snafek-type foods instead. 

The needle valve on the condensate pump took out the diaphragn fitting 
from the reserve tank later on in the flight and could not be transferred 
back and forth; this then prevented me from placing it in its condensate 
water in plastic bags. The jHomp also jammed -- would not work — and could 
not pull water from the condensate tank. First, before this happened, 
the reserve tank appeared to fill up much sooner that it should have in the 
amount of condensate water that was placed into it, and was so hard to i»imp 
against that I was afraid I would rupture the tank if I pumped any harder. 
I finally stopped pumping, transferred over then to the four pound tank and 
proceeded to pump some water into that. At this time the pump finally 
appeared to jam, and then in switching back to the other tank trying to 
jwmp to it, was when the needle took out the fitting and put the whole 
system completely out of commission. 

Comments in general. I think that speed is very apparent when overflying 
clear or broken cloud areas. I think you definitely have a feeling of really 
traveling along. If the cloud is a solid deck underneath you don't have any 
real references to motion, then you have a very slow, floating feeling. If 
you have some motion at an attitude where you can see references below you, 
and you have a broken deck or clear areas, you appear to be really moving 
along. 

I could see individual houses and streets. I saw some trains and some 
trucks in some of the clear areas. I noted several cases of looking at the 
wind direction on the ground due to smoke coming out of smokestacks and out 
of the fireplaces of houses. I could particularly see a lot of houses and 
yards, fields and roads and streams and lakes in the Himalaya areas, in the 
higji mountain areas. I could see a lot of snow on the ground in the upper 
portions of the mountains and a lot of the lakes frozen over even down in 
the lower sections ~ a lot of the windblown, sandy, h^gh plateau areas of 
the Himalayas. 



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On the night side, you can see each thruster firing (throwing off showers 
or sparks as it fires), and these sparks float off and beccme the fireflies. 
You can see them coming right out of the thrusters and floating on around to 
become the fireflies that you see on the first light or late light times. If 
you are controlling at night on the dark side with the cabin lights off, you 
can see each thruster fire. If they are out of sight of you, you can even 
see the glow fraa them and then you see the showers of the fireflies coming 
around the spacecraft. 

I saw the ground light experiment very clearly. I saw the little 
horseshow- shaped town that the ground light was out from. I did not get a 
photometer reading on it, in fact, the photometer is completely unsatisfactory 
to use in flight. I think it is a miserable device. I "flubbed up," getting 
the reading on it. Just because of the way that it's made, and finally gave 
up trying to use the photometer on any of these devices. I stuck it over to 
one side and forgot it. 

I saw the flashing beacon experiment on the second night side after 
deployment — on the first portion of the night side and on the last portion 
of the night side. Then towards the middle of the third night side — after 
deployment (l did not expect to see it at all) I was slowly (semi-drifting 
type) — slowly easing up onto my l8o degree yaw by star pattern and all of 
8 sudden — there it was flashing out there — very faint end quite far »way 
but still distinctive. 

The window discoloration, or smudging^ occurs on launch and it appears 
to be two different areas that smudge. One is the streaked coating, liiie 
from powder burns, on tl:e outside of the window, which appears to be, as I 
say, powder burns or smoke smudges (streaks). Then you can see a thickness 
of the glass between that end the real solid, smeary, greasy, coating which 
appears to be on the Inside of the outside pane of glass. Under the proper 
light conditions, you actually can see the thickness of glass In between 
these two smudglngs. I can't, for the life of me, figure out hou you can get 
this smudging on the Inside of that outside pane of glass, but this solid, 
smeary, greasy cost is like you pick up off a road, a wet, oily roed. It's 
oily looking, which you can see through with direct light, but when you get 
oblique light on it, the window is completely blotted out of the scene. 

1.3 Flight Plan Event 

The following portion of the debriefing is using (my) flight plan and 
just running right around the flight plan on the notes that I have made on it 
and of the items that I did, or didn't do, as ve go along. 

Leimch, I have already pretty well described, I mentioned that after 
turnaround, and going to auto control mode, I took some pictures of the 
booster with the I6 mm camera. I then proceeded on with checking the manual 
proportional system, found that. it was functional. The manual proportional 
system is just as we have it in the procedures trainer. I think the procedures 
trainer system is identical to what the manual proportional system is in the 
spacecraft. It is a variable control system which works very well. After 



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Page 1-11 



one becomes used to the slow llghtoff and the slight lag, one can control 
fairly readily, even down to fairly good fine, acctiracies with it, but it 
is not a real fine control for attitude like the one pound fly-by-wire lows. 
I checked my TS +5 second relay by going to gyros -free with pitch -torqulng 
on, and it worked. Now the relay had latched in, I got TV" on for the 
Canary Islands, gave a consuomble readout over Zanzibar, put a short statijis 
report on the tape at kO minutes, and went into the night side. I immediately 
saw the white colored haze layer (as described by Wally) a number of degrees 
above the earth in a several degree wide band. O^ie stars wo\ad fade out, when 
behind this, (you could see the stars below it between the earth in a clear 
area). The stars would fade through this haze layer and then were clear 
above it. 

I conducted the tests (received the emergency voice check and the end 
rest command check) over Muchea. I sent blood pressure, got S-band beacon to 
"ground command." One hour and ten minutes — gave the long status report. 

I gave the first oral temperature over Canton at 1 hour and 13 minutes 
and toward the sunrise of the first night side, I saw John Glenn's firefires. 
They did appear very greenish looking, like actual fireflies. They did appear 
very greenish looking, like actual fireflies. As you got on into more light 
they got whiter, brighter, and they appeared to emanate from the spacecraft 
and to go back along the flight path of the spacecraft. I noted that some 
of them could be seen for a number of seconds after they departed and for a 
considerable distance away back along the flight path. 

On through to beginning of orbit two: caged the gyros, powered down 
ASCS bus and went into drift. As I stated before, this drift is a very 
free feeling, a good feeling ~ to just be floating along up there and to 
know you have all the systems powered down and are conserving the consumables. 

1 opened the Kenny Kleinknecht clamp and did not appear to see water flowing 
at this time. I left it open for awhile to see what I could see on it. 
(Everything down on the flight plan just as advertised on down to about 

2 hoTirs and 23 minutes.) I saw the moon and was quite surprised to see it 
here. I checked on my star chart and it was not supposed to be here at all, 
until I realized that I was looking to the east and that the moon was, in 
fact, on the star chart located correctly, and also correctly in the sky, 
and it was right where it should be. 

(On down throxigh this night side) at Canton, at 2 hours and 45 minutes, 
I had a communication with the Cap Com there, I noted that the Cap Com 
there did an excellent job, a very good Cap Com. (Three hours) powered up 
the ASCS bus, and at 3 hours and k- minutes started aligning the spacecraft 
and imcage the gyros and go on auto control. I found that yaw was very 
easy to pick up. Aligning the spacecraft on the day side is a real snap. 
It is no effort at all to see yaw immediately, to detect very small angles 
of yaw, particularly when you have broken cloud decks or broken land. masses — 
things to align. Even solid masses of clouds will have some tops (cloud 



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Page 1-12 



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build-ups) breaks in them — it will give you very good indications. Even 
at night, I saw towns and cities underneath some of the cloud decks, or 
just towns and cities on the ground with lights, which give you excellent 
yaw indications. The gyros were uncaged on the visual attitudes, were 
brought to slave, spacecraft brought on auto mode, and no problems at all. 

(Three hours and 23 minutes.) Went to fly -by -wire low, slowly pitch 
up to the -20 degree mark on the window, deployed the flashing beacon. 
There was a loud "cloomp" as the squib fired and it departed. It sounded 
like the doors rattled open, and away it went. Caged the gyros, powered 
down the ASCS AC bus. 

(On the first night side after flashing light deployment.) Went jiost 
as advertised, except I never could see that little rascal. Never did see 
the light. I noted at the first daylight after this, many, many of the 
light particles emanating from the spacecraft as I viewed the first sunrise 
facing to the east. 

At 4 hours and 25 minutes I gave the medics their first urine sample 
while in space. Everything just according to flight plan (on down through 
here). At 4 hours ani 54 minutes I ate four brownies from one of the little 
snack boxes and drank five or six gulps of water (it's on the onboard tape). 

I tried to obserre the flashing beacon on the day side. I did not see 
it £ind went on throug:i. 

On the second ni^jht side after deploying the flashing beacon, shortly 
after going into the night side, I spotted the little rascal, flashing away, 
and counted the times of flash onto the onboard tape. They were slightly 
faster than one strobe per second, not much, but almost correct flash rate. 
It was quite apparent and appeared to be only eight to ten miles away. 
When I saw it, I deliberately moved on off then and waited until 5 hours and 
40 minutes , I eased back on to the l8o degree yaw point and saw the light 
again, at which time It appeared to be around 12 to l4 miles away, and was 
still very visible. I remember seeing the light and commenting into the 
tape that I saw the light, and suddenly was awakened some ten minutes later, 
and realized I had dropped off to sleep on a little nap. I was awakened by 
a radio news — type, broadcast over the HF in a foreign (foreign to me, 
anyway) language. There was considerable chatter over the radio at about 
5 hours and 50 minutes from trying out the voice relay aircraft. (Which I 
suppose was a good th:.ng to get tried out, although tried using it later with 
not too much success, I thought, on this voice relay.) It had a sequeal and 
a feedback in which mtide it rather difficult to hear anything over it. 
Proceeded on the fliglrit plan just per plan. 

On to the third night side (the third night side after deploying the 
flashing light) I had no anticipation of seeing it at all, but at 6 hoiirs 
and 56 minutes there it was, blinking away, very, very faint and very, very 
far off. I would say it appeared to be, as related to star magnitudes, at 
somewhere around a fij^ih magnitude star. On the second night side that I 
saw it after deployiQer.t , it appeared to be about second magnitude star at 
first, and then down ehout a third magnitude star vhen 1 saw it that time. 



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Page 1-13 



This time, it was dovn to about a fifth magnitude or so, very, very faint, 
and appeared to be about l6 to IT miles away. 

On down through the flight plan, down to eight hoiirs and twenty-one 
minutes, pitched down to observe the ground light (gyros free). I saw the 
ground light successfully, also saw the little horseshoe -shaped town. 
(Eight hoars and fifty minutes) gave an oral temperature to CSQ (which they 
wanted in addition to the flight plan) . Nine hours, I tried to deploy the 
balloon with no success. Nine hours and ten minutes, I tried again to deploy 
the balloon with no success. I went Just according to procedure on the 
checklist and when I went to squib switch "arm" and balloon switch to "deploy, 
nothing happened. And so ended the balloon test. 

On down thro\igh the flight plan, everything just according to flight 
plan. Eleven hours and 35 minutes, my capsule elapsed tljne on my clock was 
seven seconds fast. On down throu^ 12 hours and 30 minutes, I was still 
just seven seconds fast. Thirteen hours, I closed the KK clamp. I was 
beginning to see water flow at this time and I puii5>ed some water from the 
condensate tank. I punned a fair amount of water from the condensate tank 
until the bag would not accept any more in the reserve tank and at this 
point, did not want to put any condensate water in my drinking tank. So I 
left whatever water was in it, and there appeared to be a fair amount of 
water in it, closed the KK claxap and left it closed. 

Made a manual fly -by -wire low thruster check at 13 hours and 15 minutes, 
prior to rest, I turned the rate indicators to auto (off). I did have a 
hang-fire on the right yaw on the Tnfl.mml proportional. It really gave me a 
big yaw rate, which I got back, corrected, tried it again, and it cut off 
correctly. 

Trotting on down the flight plan, ih hours and 5 minutes, I gave the 
medics the second space urine sample in the number three bag. At ik hours 
and 20 minutes (this was based back on a note that I had here at the urine 
sample) remembered noting that I was just obseryiiig that I was coming up on 
the second notation on the flight plan for closing the KK clanrp punning 
prior to rest, I dropped off to sleep and slept on 'til I woke up at Ik hours 
and 48 minutes. I had been very sound asleep, was completely unaware of 
where I was, struggled for several seconds to orient myself and decide where 
I was, I felt that I had really received some rest from that (sleep). 

On down throiigh, to l6 hours and 50 minutes I had just given a short 
status report onto the tape, and dropped off to sleep, and slept right on 
through 'til IT hours and 50 minutes. I woke up with the dome temp light on 
(suit dome temp light on). I renasmbered making the short status report at l8 
hours and 5 minutes. I dropped off to sleep immediately thereafter and woke 
up at 18:25. I remembered I was going to give a consumable readout onto the 
tape and just before I did this, I dropped off to sleep and did not wake up 
until 19 hours and 2T minutes. 



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Page 1-14 



CONFIDENTIAL 



At 19:31 I lieajrd a newscast on the HF radio — sounded like a nevscast 
in Russian, or it sotmded a lot like Russian (it might have heen seme other 
language) but it wasj quite a powerful station. At this time, of course, I 
had jxist passed cjver the Near East area (on down through the flight plan, as 
planned) . 

At 21 hours and 3^ minutes on this night side I observed a line of 
lighted cities and smaller towns, apparently along the East Coast of Australia. 
These were the lights, by their location, of Sidney, Ifelboume and Brisbane. 

On down througti the flight plan, at 22 hours and 20 minutes, capsoile 
elapsed time was I5 seconds fast. At 23 hours and 10 minutes, third urine 
sample for the medics. 

On down the flight plan just as listed. Powered up the ASCS bus at 
23:30. At 23:14-0 aligned the spacecraft, uncaged the gyros. Cap Com in 
Mercury Control mentioned (at 23:li-l:20) that the scanner outputs and gyro 
outputs agreed perfectly on their readouts down there \dien I got to alignment. 
I feel again that it. is very easy on the day side to align the spacecraft 
very accoorately in yaw, pitch and roll. 

Over Zanzibar, at 2h hours and 10 minutes, I had a (plus) 16 seconds on 
capsule elapsed time:. At 2h hours and 15 minutes, went to fly -by -wire low, 
put the spacecraft on the setting sun, vbich was very difficult, incidentally. 
The sun is extremely bright, looking right into it, and it was very diffictal 
to observe any kind of rate indications or any inside readings vhlle observi. 
the very bright fireball of the sun. Put the spacecraft on the sun, caged 
the gyros, brought 'em back to free, rolled to 3k degrees right, caged the 
gyros again, brought the gyros back, free, pitch torquing switch was on, and 
brou^t the spacecraft to auto mode. 

I might add at this time, that at no time during the flight did I 
ever get a high thruster indication except when I was checking out to see if 
the amp cal had locked in on ■0.05g. When I put it to auto and it swung over 
with the roll rate, I got high thruster activity. 

But when I went to auto at this particular point, in the dim light 
phenomenon test) it locked right in and proceeded to work just like advertised, 
and I spent this whole night side counting to norself and taking photographs. 
There was considerable interference from the ground stations at Muchea and 
Canton, vho were contacting me while I was trying to count to myself. This 
is one little obstacle that we had not completely foreseen and it made some 
little diffictilty and internipted the timing on some of the photographs. 

The latter part of the night side, I put the gyros to "slave" and the 
scanners began to correct the spacecraft back around to the orbital plane. 
Meantime, I was busily snapping pictures. At the end of the night side, went 
to fly-by-wire, caged the gyros, powered down the ASCS bus, and at 24 hours 
and 58 minutes got a fuel quantity warning light at 61 per cent auto fuel 



CONFTOENTIAL 



CONFIDENTIAL 



Page 1-15 



quantity Indication. Correction. Just before this, I did not cage the gyros 
and power down at this point. I did get the fuel quantity warning light at 
2k- hours and 58 minutes, but I remained on auto control, snapped the first 
two pictures of the horizon definition quadrant photographs, went to gyros 
free, and on the gyros yawed 90 degrees right. I stopped the rate, took two 
pictures, caged, uncaged the gyros, went to 90 degrees right again, idiich put 
me directly into the sun, snapped two pictures. I then went to I80 degrees 
right (yaw) lAiich put me to the 2J0 degree point, snapped two pictures, gave 
one pulse, negative yaw pulse, to start back around to get the gyros off the 
180 degree stop (18O degree point) and let it drift on aroijnd for a few 
moments, caged the gyros and powered down. 

Twenty-five hours and 20 minutes, the moon was beginning to set in the 
west. I was faced in the right direction. I vised Tm.nun.1 proportional to 
keep n^r attitudes nearly correct for these photographs and made three shots 
of the setting moon for M.I.T. 

On the sixteenth orbit over Zanzibar (I had forgotten to mention) I made 
the greetings as requested by the State Department to the Mdis Ababa convention. 

On down to 26 hours — blood pressure, 26 hours etnd four minutes, I 
drank some water. Twenty-six hours and 15 minutes — I ate one fruitcake 
square (one compressed fruit square) and drank some water. 

On down to the rest of the orbit, taking more IE Weather Photographs. 
GMC time check over Mercury Control at 26 hours and k3 minutes showed the 
CHD to be ten seconds fast. I made more photographs, I was using full 
drifting flight and engaging the Tna.mia1 proportional handle to make some 
very slight attitude corrections vhen necessary to photograph, trying to 
hold the window down attitude and allowing yaw to ease around wherever it 
would. 

One item here I might mention on the natural dynamics of the spacecraft, 
when rates were all zeroed, and spacecraft powered down, at no time did I 
ever observe any rate greater than one degree per second on any one axis. 
Generally, if it was as great as this, the other two axes were completely 
zeroed. These rates would switch from axis to axis and, more than likely, 
there would be only two axes that had any rate at all on them, and these 
woxild have between a quarter to half a degree per second, at the most. 
Frequently, through long periods of time, the spacecra:ft wo\ild have absolutely 
no rates at all and would be almost completely motionless. The one axis that 
appeared to have more predominant rate than any other was the roll axis, and 
the rate, almost invariably, was to the left or negative roll. More times 
than not, while drifting, there would be approximately a half a degree per 
second roll rate. 

On down to the 28 hours and 30 minutes, I had two peanut butter type 
sandwiches and one fruitcake and water. 



CONFTOENTIAL 



CONFroENTIAL 



On dovn through, following the flight plan except through all this 
last portion, since I was unable to transfer any more water but of the 
condensate tank, I had left the clamp on the tin can hose closed and It 
remained off throughout all the latter half of the flight. 

By this time, of arourse, I had checked the ASCS Amp Cal portion and 
found that it had dropped out, that I was on reentry mode (on the reentry 
portion) of the Amp Cal, and I did not have attitude gyros and that it would 
be necessary for us to make a manual visual orientation in either aux damp, 
or manual or fly- by- wire retrofire. Powered down the ASCS bus at 31:20, left 
the ASCS powered down. At about 32 hours and 50 minutes, (powered up again and) 
the auto changeover light for the alternate inverter came on (soon' after 
that.) I had noticed two small fluctuations in the ammeter a little previous 
to this and had gone through an electrical check, everything appeared normal. 
The temperature on the 250 VA inverter was about 115, the temperature on the 
fans inverter (15O inverter) was about 125, and the alternate inverter was 
about 95. These are all on the onboard tape. At this point, when the light 
came on, I checked the inverters, 4nd"thfel250 VA inverter was still reading 
about 115 on temperature, but was indicating ikO volts on the AC voltmetter 
(bus voltage), at which point I brought it to "off." At this time I 
selected the slug position and manual selection of the alternate inverter 
for theASCS and found that the alternate inverter woiad not start. I put 
the switch back to the "off" position on ASCS AC power and elected to make 
a purely manual, or fly-by-wire retrofire and reentry. My original plans 
were to use manual proportional for retrofire and switch to fly-by-wire 
for the reentry. 

Thirty-two hours and five minutes, turned on the cabin fan and cabin 
cofijlant flow, cabin fan started fine, turned the cabin coolant up to the 
launch mark, and the temperature immediately began to cool down on the cabin 
from 95, getting on down to an order of 80 degrees. Slightly more, followed 
the flight plan on down, with the exception that I did not have ASCS to 
hold to get the horizon definition photographs, so I skipped the horizon 
definition photographs. 

As I entered the night side (the last night side prior to retro) and 
knowing that I would have to orient within ten minutes, at the most, for a 
retrosequence at CSQ, I decided to pick up my retroattltude in the night 
side and stay fairly close to it, using stars and/or clouds to keep my yaw 
zeroed, which I did. I found the star pattern, followed it along, and as 
the moon came up behind, I could follow the cloud pattern along the ground 
to keep my yaw very well. I had a little problem right at first daylight, 
the clouding on the window, as the sunlight struck the window, cause it 
to be completely blank. I couldn't see anything for a matter of a minute 
or so, but I found that I still was very close 'as it got light enough to 
see the clouds on the light side, I was still lined up pcetty well in 
retroattitude. I cor::ected the small error that I had in it, got exactly 
on retroattitude, could see it very well, could hold it very well with 
manual proportional, and came right on up to the time John GLenn counted 
down for retrofire. 



CONFroENTUL 



CONFIDENTIAL 



Page 1 - IT 



In the meantiioe, on this orbit departing Zanzibar, I had every switch 
placed in by-pass and maniaal retrofire, slug position on retro maiiual fuse 
switch, slug position on retrosequence fuse switch, and was all set except 
for the squib. John counted down, and at five, counted squib on, which I 
did, four, three, two, one, zero, I punched the retrofire button at "zero" 
and the first one fired immediately. I held the rates down on the goat rate 
gyros, maintained the rates very well. Did encounter a little difficulty 
in shifting vision out the window to the bright outside to determine attitudes. 
Found that attitudes were still fairly close on. As the second one fired, 
they started to shift a little, I brought them right on back on attitude, 
shifted back to the rates, found I had a little trouble watching the rate 
meters after coming from the bright outside, but held rates down low, and 
then number three fired. I sti3a was fairly close right on the attitude, 
holding the rates down, and after I had felt all three fired, then armed the 
retrojettison switch and punched off the retropack. Retropack went with a 
solid "thuit5»" and you coiad feel it depart. I held retroattitude for most 
of the period of time until the end of the ten minute period when I shoiald 
get the 0.05g on a normal automatic reentry. Close to this period of time 
I began to ease on up on pitch attitude, to where I was on up to onOy 
about min\as 10 or 12 degrees pitch and could still see yaw, holding the yaw 
zeroed, roll zeroed, and holding w pitch just above the bottom part of the 
window. 

About one minute prior to the tljne -when I should initiate roll rate, 
the capsule began to definitely feel like it wanted to reenter, it got 
slxiggish on the controls, and began to try and pitch over with a positive 
pitch attitude, so I allowed it to start pitching on over, and started my 
three degree per second negative roll rate. I va^ rather surprised to see 
what a "wallow" the capsule (would)- set-up with -this roll rate. This, of course, 
something you do not see in the procedures trainer (,the visual attitude that 
this roll rate gives you) you have no sensation of this in the trainer. 
The capsule more or less "wallowed" or spiraled around and the pitch and yaw 
rates began to come on very slowly, they were very low order of magnitude. 
While maneuvering to hold the spacecraft onto retroattitude before starting 
reentry, I checked my fly-by-wire (l had gone to fly-by-wire for reentry) I 
found that my fly-by-wire high thrusters were not lighting off satisfactorily,* 
BO pushed in ny manual proportional handle, decided to use d\ial authority for 
the reentry in case the fly-by-wire thrusters did not work. Through the 
first time or two ■wtien called for, and then unexpectedly came in and fired 
and ca\;iBed me to overshoot two different yaw and pitch oscillations, at which 
time I began to be a little more cautious on the amoimt of thrust called for 
and pinned them down fairly close. 

On down through max g, I held the rates down relatively low. From, about 
95,000 feet, down to about 50, the rates got quite pronounced. It seemed 
almost to take on a different ratio entirely on amplitude and frequency and 
were much harder rates. In using dtial authority with h9 pounds thrust, I 
still was not able to pin the rates as well as I would like to have. The 

* See Section 5.1.1 for post flight analysis of this condition. 



CONFIDENTIAL 



Page 1 - 18 CONFIDENTIAL 

oscillations were not objectionable at all. The oscillations were fairly 
good size oscillations down around the 50,000 foot mark, dying on off a 
little hit (fortunately) just before I got down to drogue at il-2,000 feet, 
which was the intended altitude. I reached over and jyunched off the drogue. 
It came out with a loud clatter and bang in the middle of the clouds. I 
could see the drogue in the middle of the clouds, and came on down. The 
chute came out on its own about 11,000 indicated. I think I have covered 
the rest of the recovery portion. 



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Page 2 - 

2.0 ASTROKAUT"S FORMAL TECHNICAL DEBRIEFIIG 
2.0,1 Introduction 

The Formal Technical Delariefing represents the astro- 
naut 's comments and answers to prepared questions. This debrief- 
ing was conducted onhoard the recoveiy aircraft carrier during 
the l+S-hour period following landing. 

The dehriefing was conducted with only the astronaut 
and the medical representative from the NASA Manned Spacecraft 
Center onhoard the recovery ship in attendance. All questions 
and answers were recorded on magnetic tape and subsequently trans- 
cribed for this report. 

The transcribed material has been lightly edited only 
to enhance the technical clarity and to delete repeated statements. 
The astronaut's original wording has not been changed except in 
rare instances and then in such a manner so as not to alter the 
intended meaning or implication. 



CONFroENTIAL 



CONFIDENTIAL 



2.1 MAIN PORTION 

PREIATOCH 
Procedures 

Comment on prelaunch procedures from insertion through 
the countdown. 

Starting right from the beginning, I thought the suit- 
ing-up, pre- flight, from time of waking up, were very- 
well planned. It worked out very well. I did not feel 
rushed at any time. I thought the suiting went very 
smoothly. There were a number of people in the suit 
room, some at ncr request. I did not feel that this was 
any personal bother to me. I think we should, perhaps, 
refer to our suit people euad see if this number of people 
were in their way during the suiting. This is one ave- 
nue we should check into, and this is not as a complaint. 
It worked out very well as far as I was concerned. I 
thought the insertion went very smoothly. We got inserted, 
the hatch on, pressure checked, and ready to pull the gan- 
try, seven minutes ahead of schedule. The gantry came 
back this time, the second run, and the diesel worked fine. 
Loxing went very well, and we thought that everything was 
pretty well right on schedule. We launched three minutes 
late. , due to the short hold that we had a few minutes 
before launch, but we made up part of this time. I thought, 
all in all, it was pretty ideal. The time involved in be- 
ing in the spacecraft and getting launched actually did 
not seem real excessive. You're fairly busy throiigh this 
time. Ideally, this time could still be cut down some, 
perhaps, to a 90 minute insertion, rather than as long 
as we have. 

Spacecraft Performance 

Comment on ECS Systems performance during prelaunch. 

ECS System performed very well during prelaunch. The 
freon flow rate was quite good. The suit inlet temperature 
varied a little bit. For some period of tine it was run- 
ning around 57 degrees and was a little bit cold. I was 
practically freezing for a \diile, however the teii5>erature 
came up to about 61 degrees through the latter portion of 
the prelaunch period and was quite satisfactory. I was 
determined to be a little bit pre-cooled prior to launch 
anyway, so things worked out very well. 



CONFIDENTIAL 



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Page 2-3 



Comment on the electrical system performance during 
pre launch. 

The electrical systems all vrarked very well. No dis- 
crepancies on this at all. 

Comment briefly on any astronaut or spacecraft diffic- 
ulties encountered during prelaunch other than those 
previously lasntioned or pertaining to communications. 

I had no difficulties at all in this area. 

Communications 

Comnent on communications during prelaunch. 

Communications vent very veil on prelaunch. STONEY had 
my volume at a very comfortable level and I vas able 
to contact everybody very adequately. 

Training 

Were you adequately trained in prelaunch procedures? 
What additional or more intensive training vould you 
now recommend? 

Yes, I felt very much at home in the prelaunch procedures. 
There vas nothing that I felt ill-at-ease on at all. I 
don't feel that we need any more training at all in this 
area. 

LAUNCH 

Procedures 

Comment on the launch procedures from liftoff to turn- 
around . 

I have described this fairly fully in my self-debriefing. 
I'll hit part of it ^ust briefly again. I felt as if 
I was completely trained and completely at home and had 
a full grasp on the whole situation during launch. I 
thought the launch felt real good. Acceleration of the 
booster felt real good- There was one area that I had a 
little doubt on as to what was happening. A number of 
seconds prior to HECO, between one and a half minutes and 
two minutes, I got six or seven large lateral oscillations 



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Page 2 - k 



2.1.2.1.2 



2.1.2.2 
2.1.2.2.1 

2.1.2.2.2 



CONFroENTIAL 



which pegged the yaw rate needle from side to side. 
This smoothed out just prior to BECO. BECO was just 
as I had. expected it to be. I could feel staging, 
a sharp, £risp "thud," as the booster engines dropped 
off. Sustainer burning was very snooth^ no lateral 
or longitudinal oscillations at all. Everything went 
Just as advertised. SECO was Just as I had expected 
it to be. I did not get quite as much indication of 
Cap Sep as I had e3q)ected, but it was a substantial 
boot in the rear when the posigrades fired. The trans- 
ition from acceleration to the weightless condition is 
a little different from what you encounter on the cen- 
trifuge. Turnaround was essentially as we had done 
in the procedures trainer. I thought the fly-by-wire 
low worked exactly like the procedures trainer. When 
I got turned around, I was distracted by the booster 
being so near. There it was, almost close enough to 
reach out and touch. I was a little slower in getting 
pitched down than I normally might have been because 
of looking at the booster for a moment. 

Q. Describe in detail and comment on the turnaround man- 
euver: procedure from Cap Sep to ASCS Control. 

A. I hit part of that in the last question. I did this 
in fly-by-wlre low. The maneuver and controls worked 
very well. I arrived at zero degrees yaw attitude with 
about zero degrees pitch. This put the booster exactly 
in front of me. As I started pitching on down slowly 
to minus 3k degrees, the booster also dropped down slowly 
so thEit I had it in the center of the window the ^ole 
time. 

Spaceciaft Performance 

Q. Comment on ECS performance during launch, 

A. ECS performance during launch was perfectly satisfactory. 
The tengierature of the suit and cabin dome went on up to 
about 70 degrees right after insertion into orbit. 

Q. Comment on electrical system performance during launch. 

A. The electrical systems performed very well during launch - 
perfect. 

Q. Comment on the rate and attitude indicating system per- 
formance during launch. 



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Page 2-5 



Ko discrepancies. Very good. 

Did the atiort light illuminate? If so> what action 
did you take? 

Negative. The ahort light did not illuminate. 

Describe your flight through max through BECO, 
through SECO. 

Through max the vihration was very low. I didn't 
find that there was any problem at all focusing on 
the instruments. I did have a thick foam rubber head 
pad under helnet, vhlch 1 feel did considerably cut 
down the vibrations to the head over what the other 
fellows had experienced. I had no trouble at all. I 
was able to read the instruments very clearly. Just 
prior to BECO, I had the yaw jrates mentioned previously 
\rtiich I was a little concerned with because I was afraid 
we were approaching ASIS limit. Everything performed 
very well. Sensations and everything through BECO were 
just about what I had expected. The same up through 
SECO. I thought that the sustainer portion of the flight 
was very smooth. Acceleration was Just as we practiced 
on the centrifuge. 

Describe tower jettison. Did the Jett Tower light 
function properly? 

It did. The tower was about 2 seconds later than I 
had anticipated it being. I was just reaching for the 
tower pulling, when the tower went. When it departed, 
I didn't even notice it fire. When it fired I first 
saw it out some hundred yards or so and it was moving 
away with a very rapid acceleration. It departed almost 
exactly straight ahead and then arced over slowly, form- 
ing a circular curlique pattern at a distance off to the 
left. 

Describe capsule separation. Did the Sep Capsule light 
function properly? 

Yes, Cap Sep occurred closer to SECO than I thought it 
would, and I didn't really notice very much distinction 
between SECO and Cap Sep. I did note that you got a 
real powerful little boost from the posigrades, but there 
was not quite as much physical cue of Cap Sep as I had 
anticipated. 



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Page 2-6 



CONFIDENTIAL 



2.1 2.2.9 Q. 

A. 

2.1.2.2.10 Q. 
A. 

2.1.2.2.11 Q. 
A. 

2.1.2.3 

2.1.2.3.1 Q. 

A. 



2.1.2.3.2 Q. 

A. 

2.1.2.J+ 

2.1.2.1+.1 Q. 

A. 

2.1.2.4.2 Q. 

A. 

2.1.3 
2.1.3-1 

2.1.3.1.1 Q. 



Did Aux Damp operate properly? 

Aux Damp worked perfectly. 

Did fly-tiy-wire low operate properly? 

Yes, It was percect, the vhole flight. 

CoDniient on ai^ difficulties encountered during launch 
other than those previously mentioned or pertaining to 
comraunications . 

Ko difficulties at all. 

Conminlcations 

Comment on communication throughout launch. 

Comraunications were excellent during launch. I believe 
that I may have fouled up by not giving Cape Cap Com 
notification of BECO and Sep Cap. At the moment, I 
can't remember whether I got this message to him exactly 
right or not. I'll have to check with him on it. But 
the coimminications to me were good. I could read the 
Cape Cap Com very clearly and, apparently, he was read- 
ing me very clearly. Everything sounded good. 

Commen-: on the adequacy of Information flow throughout 
launch.. 

Excellent . 

Training 

Were you adequately trained in launch procedures? What 
additional or more intensive training would you now rec- 
ommend? 

None, I think it was ideal. 

Were you adequately trained in the turnaround maneuver? 

Yes. 

ORBIT 

Procedures 



Comnient on the planning of the in-flight activities. 
Was adequate time allowed for each task? Suggestions 
for Imfrovements. 



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Page 2-7 



Yes, I think, over-all, the flight plan was very 
carefully thought out. Fortiinately, the people plan- 
ning the flight plan and nyself had gotten together 
numerous times and gone over all the various proced- 
ures, and I think the procedures worked out extremely 
well. I think that the first orbit on ASCS is really 
necessary to give the pilot a chance to acclimatize 
himself. R gardless of the amount of training you've 
had, you cannot simulate the exact way you feel under 
zero g and the difference in attitudes from \rtiat you 
have been using in the procedures trainer and in the 
capsule on the pad. These changes, all thrown together, 
put you in quite a strange environment. You need that 
first orbit on auto control to collect your senses, 
organize yourself, lay the flight plan out before you, 
and be ready to go. 

Comment on the power up and power down procedures. 
Perfect. 

Describe and comrasnt on the gyros alignment and uncag- 
ing procedures. 

Excellent. I found no problem at all visually aligning 
the spacecraft within veiy close tolerance in yaw, pitch, 
and roll and uncaging the gyros. This was confirmed 
from the ground at two different times, by reports that 
I was very close on scanner and gyros outputs when I 
uncaged the gyros. 

Describe and comment on your day yaw determination. 
Describe and comment on your night yaw determination. 

Day yaw determination within ±1 degree is very easy. 
Night yaw determination depends entirely on what cues 
you have. The star chart was invaluable. I found that 
you could find your star patterns and follow them around 
on the night side. I feel that maybe slightly more train- 
ing is necessary on the overall star field. We had done 
more than we had originally planned, and I found it was 
quite valuable. But still you are not able to realize 
how little of the overall star field can be seen from 
the small spacecraft window, only one small portion of 
the star field can be seen at any one time. And at 
tines, it's difficult to recognize the star pattern 
when seeing only certain small portions of it. I foxmd 
several real outstanding star fields, constellations 



CONFTOENTIAL 



CONFIDENTIAL 



and groupings at all directions from flight path 
■v^ich were distinctive enough that I could coins out 
of drifting flighty find these, and know vhat way to 
turn, and roughly how much to turn to get on zero 
degrees yaw. If you have land masses or cloud masses 
under you at night, with a little bit of moonlight on 
them, you can pitch down into retroattitude or even 
sligh-:ly less and obtain yaw. You can get your yaw 
zeroed very well even on the night side. Night side 
orien-;ation necessitates a little more time. In fact, 
a faliT amount more time than day side. 

Describe and comment on the procedures used in control- 
ling the radar beacons, the T/M, and the tape recorder. 

I foll-Owed right on schedule, on these, using the radar 
beacons on continuous vhen required in the flight plan, 
and in one or two cases where requested from the ground. 
At other times the beacons were on ground command. The 
tape was on program the biggest part of the flight until 
we saw that we were way under our normal usage of tape. 
The t£ipe was then run continuously for the rest of the 
flight leaving over 25 percent of the tape unused at the 
end of the flight. 

Comment on the first orbit checkout procedures. 

I thought this was very adequate, as I have said prev- 
iously, I think it was very well to put the first orbit 
on auto control and check out all the systems. I found 
that t;he fly-by-wire and manual proportional worked just 
as listed and that all of the systems were functioning 
properly. I couldn't have asked for a better first orbit. 

Comment on the procedures for the GO - NO GO decisions. 

I didn't feel like we had any troubles that caused any 
concer-n to anybody at all. As far as I was concerned, 
it was "Go all the way" and I'm sure the ground felt 
the sejoe way. 

Comment on the rest period procedures. Suggestions? 

(Deferred to the medical debriefing) 

Comment on the non- experimental spacecraft equipment. 
Stowage? Was enough operations information provided? 
Too much? 

First of all, I feel that the "ditty bag" (special eq- 
uipment storage kix) is still unsatisfactory. I think 
it's absolutely unsatisfactory for a flight, I think 

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Page 2-9 



the design of this thing has to be changed so you 
can adequately get items in and out of it and see 
■what you are doing. I found you could get things 
back in there and store them for retrofire. But to 
adequately use any of the equipment that's in the 
bag you must be able to see over the inner shelf of 
the box. I think this inner shelf needs to be taken 
off and a little better arrangement made so you can 
see what you're sliding in and out. The glove box 
(instrument panel stowage con5)artment) was excellent 
and very usable. You tend to start over using it and 
having it crammed full of things because it's so easy 
to get items in and out. The velcro on the front of 
the glove box was extremely useful for holding certain 
items including a pencil with velcro (jn it. I found 
that I used the loose pencil with velcro on it entirely 
and quit using the capsule pencil because it was so 
much trouble to get to. The desk, above the knees, 
was almost unusable except for stowage. I found it 
became a clutter locker. I almost stopped using it 
entirely for any items that I needed to get to and 
use except for some of the bite- size food cubes. Under 
zero g you float enough in the seat so that the desk 
cannot be put down and locked. You also float up en- 
ough so that it's quite a bit of effort to get the head 
bent down to use the desk at the angle that it's mounted. 
All in all, the little amount of differen"<=? in body pos- 
ition made it coii?)letely unusable. It is lu the way of 
your legs throughout the whole flight and I Tuld rec- 
ommend eliminating it or changing it considerably. The 
velcro around the cockpit was still not adequate. If 
we had retained the flat area over where the condensate 
puiiip was added for storing things, I would say there 
would probably be enough velcro. The velcro on the in- 
side of the hatch was excellent and there were objects 
hanging all over that entire area throughout the entire 
flight. It was very usuable. The small amount of velcro 
that was still available, in the area of the condensate 
pump, was used to a large extent for several items. 
The velcro on the knee of the flight suit was also used 
considerably. I felt that I needed more velcro in order 
to get more items out and stow them around the cockpit 
while in orbit so as to be able to get to them adequately. 

The flight plan roller that I had was invaluable. I 
would not recommend that anybody try to make any kind 
of a lengthly space flight without having a flight plan 
on a roller strip or some continual type readout. You 



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CONFIDENTIAL 

Pagft 2-10 

would, be conpletely lost trying to memorize every- 
thing or trying to follow little sketches. 1 thought 
it worked extremely well^ and I made nunerous notes 
on the blank spaces on the side as things occured, 
vhicb. 1 think are invaluable for referring back to. 

2.1.3'2 Spacecraft Performance 

2.1.3.1.2 Q. Describe and comment on the control system performance. 

A. The control system performed Just as advertised in all 
aspects. Everything worked perfectly until Me began 
to have the trouble with en apparent "glitch" on. the Amp Cal, 
late in the flight, at \rtiich time several other dis- 
crepancies also occured. Prior to this time, the con- 
trol system worked perfectly. 

I had one hang- fire on the manual proportional right 
yaw thruster. I think ^ile checking the manual pro- 
portional on the third or fourth orbit, prior to power- 
ing up. I've described this in detail in self-debrief- 
ing. I recovered from the hang- fire, then tired that 
thruster again and it worked perfectly. That was the 
only malfunction of any thrusters until late in the 
flight between retroflre and reentry. At this time, I 
could not get the fly-by-wire 2h pound thrusters to cut 
in properly and I elected to make a dual authority reentry. 
Fly-by-wire high did operate on reentry after it warmed 
up. 

2.1.3.2.2 Q. Describe and comment on the control of the ECS and it's 
performance, did the CCV's (coolant control valve's) 
operate as predicted? 

A. I feel this is one avenue that is not completely sat- 
isfactory in the spacecraft. Of all the things, the 
control of environmental control system gave me the most 
conce:m and the most continual work throughout the entire 
flight. We've had this same system for four years and 
there have been few in^iroveiiients made in it. You do 
have a good indication of what is happening on the heat 
exchanger dome temperature gauges; however I found that 
no one; setting of the CCV would give you a value that 
would hold the suit dome tenip to within a reasonable 
limit., In order to keep adequate cooling to the suit, 
you had to get this temperature down to around 50 to 55 
degrees. You could not make any one setting regardless 
of how small the changes, idiile going up or coming down, 
that would stabilize the temperatures for any period of 
time. It would stabilize for a few minutes and then 
suddenly you would find it sitting down on the bottom 
in the freezing zone. It would be frozen, and you would 



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Page 2-11 



take, maybe, 10 minutes to thaw it out. I'd have 
to turn the coolant valve completely off, let It sit 
there for this period of time, and finally the dome 
temp would come back up. Then, before I could get 
coolant flow from the valve, the dome temsierature would 
go on up and the suit inlet temp would go up. Therefore 
keeping suit inlet ten^ierature within a tolerable range 
was a continual battle. The cabin, of course, (powered 
down and with the coolant fan turned off) had veiy 
adequate temperature the whole flight. The cabin gave 
me no trouble at all. Coolant control valves actually 
turned out to use less than the recommended scribe marks 
on both cabin and suit, in order to keep the temperatures 
within the proper range. In fact the suit instead of 
running at about a setting of 3, was consistently at 
a setting of l/2 to l-l/2. 

Q.* Do you want to say anything about the PCO2 and the 
PO2 problem? 

A. The PCOg gage reading sat right on the bottom peg 

throughout the whole flight until the twentieth orbit. 
At this time, it began to edge up a tiny bit, and in 
the twenty- first orbit came on up more. On to the twenty- 
first orbit I went to emergency rate for two or three 
minutes to see if I could bring it down. I could not 
bring it down with emergency rate, which made me suspect 
the gauge very strongly. However, by my own indications 
I suspected there was CO2 in the suit circuit. I noticed 
when I went on the suit circuit entirely, my breathing 
rate was slightly higher and I had a little deeper breath- 
ing. I think that there was definitely CO2 in the suit 
circuit, however not an intolerable amount. The gauge 
got up to \rtiere it was reading slightly above 5 mm of 
mercury. 

I was going to breathe the cabin air until after retro- 
fire and then close my visor prior to reentry. However 
MCC insisted I close it earlier vrtiich I finally did. 
I had no problem at all with it. The partial pressure 
of oxygen in the cabin ran consistently around h psi 
almost the entire flight. It would drop down below k psi 
to about 3.8 psi. When I went on jny suit circuit entirely for 
quite a long period of time, the partial pressure of ox- 
ygen in the cabin appeared to go back up to about k psi. 
The suit gradually leaked on down to the point where 
at the last of the flight it (O2 partial pressure) was down 
to about 3.5, indicated. 

* Question added during the debriefing. 



CONFroENTIAL 



CONFIDENTIAL 



* What was the total pressure In the cabin at that tine? 

The caoin ran consistently right at 5 psi. However 
it dropped down for quite a period of time to about 
4.8 psi. It ran that way for quite a long period of 
time and gradually back up to 5 and got up to 5.2 on 
the last several orbits. Actuall, it was running 
right within the tolerances bands of the cabin regulator 
valve . 

Comment on the electrical system performance. 

The electrical system worked perfectly except for the apparent 

glitch" from the warning light switch. This apparently 
threw an electrical "glitch" into the Amp Cal, cut out 
my ASCS portion, and put ne into reentry mode. 

Commen-t. on the performance of the rate and attitude 
indicator. 

Rate and attitude indicator worked perfectly. There 
wasn't a single thing wrong with it. 

Comment on the satellite clock performance. 

The satellite clock worked very well. Toward retro- 
fire it was running about 21 to 22 seconds fast. 

Did any instruments malfunction during orbit? 

Negative. Every Instrument on board worked perfectly 
except the partial pressure gauges \Aich we have always 
suspected. . I don't know whether they were really correct 
or not. 

Did you receive any warning tones or lights? If so, 
vhat action did you take? 

I did r.;ceive the 0.05g light. I turned the ASCS 
0.05g switch fuse and the emergency 0.05g switch fuse 
to "off. I did receive warning light tones that were 
sent as command functions checks. I did receive the 
warning light for the dome temp many times during the 
flight. I finally turned the dome temp tone indicator 
off, taped the light and never put the tone back on. 

Comment on drifting flight. 

Question added during the debriefing. 



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Page 2-13 



Great, 

Comment on any other astronaut or spacecraft 
difficulties encountered in the orbital phase 
other than those previously mentioned or pertain- 
ing to communications. 

I thought thv plumbing we had on board was very 
difficult to use. I thought it took a lot of work 
to pun?) the urine. The urine system did work correctly, 
but it took a lot of time to puiig) each urine sanqple 
from the internal bag into the prescribed bag. The 
condensate puirp failed however. This pua^p finally 
jammed and would not work. The first bag we put any 
condensate into did not hold enough condensate. And 
then the needle fitting on the condensate tank failed 
so that I couldn't even put the condensate into the 
plastic bag. So I thought all the jury- rigged plumbing 
we had on board was a pretty bastard rig. I think 
that in a space this small, and with as little room to 
work, that we're either going to have to get a better 
type system or have it more cleverly arranged. I 
think that there was too much work devoted to all the 
pliimbing operations. 

* Comnaent on the water system. 

The McDonnell water tank was adequate in location. It 
was very easy to reach, very easy to get the hose, and 
the positioning of it was ideal so far as getting to 
the hose to drink out of. The fitting on the end of it 
wasn't worth the powder to blow it up. The fitting leaked. 
You could put it In your mouth and suck on it, vhlle push- 
ing the Shrsder valve in and drink very well. However 
in trying to use this to put vater into the plastic food 
bag it leaked all over the cockpit, all over me, all 
over everything, and was entirely xinsatiscactory. The 
water from the survaval kit had to be sucked out. I 
found that it was preferable to suck a little bit when 
you're taking the water out rather than puniplng up the 
McDonnell tank to such a high pressure. You could reg- 
ulate what you got a little better. The survival kit 
hose was very much out of the way all right. Raising it 
up a little bit would have helped to get the hose over the 
rim of the visor to drink from. 

Question added during the debriefing. 



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Page 2 - ll*- 



CONFroENTIAL 



Q.* Would you suggest changing the helmet to better 
adapt to eating and drinking? 

A. The helmet is very poor for eating and drinking. 
It is not bad for a little amount, but as you get 
where you have more and more eating and driiiking to 
do, as you do in longer flights, the heljaet gets to 
be quite worrisome in getting food and water in over 
the rim of the helmet. However, it can be done very 
adequately. 



CONFroENTIAL 



CONFroENTIAL page 2 - 15 



Conirounlcations 

Comment on the planned station pass procedures. Any 
suggestions for improvement? 

I thought the entire range did an excellent job this 
time. I was very pleased to note that the stations went 
just according to the way we had asked and the way we 
had asked and the way we had all discussed it. There 
vere very few exceptions of anybody asking for any more 
than just whet I volunteered for. Almost all the stations, 
without exce^jtion, waited until they got T/M solid. Seme 
didn't even bother to report this unless there was some- 
thing that they were supposed to ask me. Some of them 
just said, "T/M solid from such and such a station." 
At that time, I would say, "Roger, my status is green," 
then, "go," and they would say "Roger, you look good 
down here," and that's about all the communications we 
would have, which was ideal. Sometimes, after long 
periods of not having any stations or of having been 
asleep for a long period, I felt that I wanted to say a 
word or two to some of them. They volunteered to talk 
when I asked for it but never overly talkative. I felt I 
wanted to convoy the information on one or two of the 
stations on very minor little things that I'll talk to each 
individual about. There are no real discrepancies at ell. 

Describe and comment on the UHF performance. UHF-low. 
HF. 

Very good, on all accounts. I noted on HF at CSQ, that 
the Cap Com was contacting me on a couple of different 
passes a long way away on HF and we were able to con- 
verse back end forth on HF with no problem at all. The 
range of HF was very good and CSQ was receiving me very 
well a number of minutes earlier than nominal station 
ac<iuisition. In fact, on one pass we conversed all the 
way from several minutes early throughout the whold 
station pass and until several minutes late on HF. The 
UHF was very satisfactory. The communications were 
clear and readable and I had no trouble at all with the 
stations. The acquisition of signal times and loss of 
signal times were almost identical with what were 
listed. Both HF and UHF-low were excellent. On HF I had 
three different occasions where I heard broadcast 
stations on the HF frequency. These were all in the 
East and the Far East areas of the world and were all in 
a foreign language. They were quite strong stations. 
One of them had music on for a short period of time, 
which I enjoyed, and the other times they had some type 



CONFroENTIAL 



CONFroENTTAL 



of a broadcast like a newscast. 

Corament on the emergency voice check, wake-up command 
check, the CW code check, and TV-T/M switchover. 

Emergency voice check was loud and clear. 1 read them 
crystal clear and very adequately. The wake up command 
check worked perfectly, the tone went off loud and clear 
just as ws had anticipated. CW code check apparently 
worked fine. I sent the CW message and was received fine 
by telemetry. TV-T/M switchover worked very well. I 
don't know at this point what the quality of it was. 
They said that they were receiving it. 

Comment on the rest period communications procedures. 

Excellent. 1 found that all the stations were notified 
that I was going to sleep and I heard no more from them 
at all. None of them came up. They were all very quiet 
until I notified the station that I was awake and that 
I was back with them. 

Comment on the short status report; long status report; 
consuriable reports. 

The short status report went on the tape. It really 
wasn't too much bother. I found they were spaced along 
at a pretty nice interval. The long status report was 
no particular bother either. Consumable reports, 1 
thought, went very well. They were spaced at far enough 
intervals that they weren't any probleir.. 

Comment on the communications with respect to the oral 
ten^erature, blood pressure, and other medical tasks. 

I thought the whole Blood Pressure program was vastly 
improved over what we've had previously. I thought that 
everybody abided by the ground rules very well. I had 
no objections at all to the number of blood pressures that 
we took. 

And with the Oral Temperatures, did you have any trouble 
with people contacting you while you were trying to take 
your temperature? 

Yes, there were two different instances, where somebody 
asked me for something when I had this Oral Temperature 
gage in my mouth. We didn't have the procedures worked 
out quite right on that. They should have told me as, 
was agreed upon, that they had the oral teinperature read- 
out before they started trying to talk to me. On one 
Questions added during debriefing. 

CONFroENTIAL 



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Page 2-17 

of these occaions I didn't answer them back at all and 
finally they cam back and said, "Okay, we have your 
temperature now, you can talk," 

Training 

Were you adequately trained for the orbital portion of 
the mission? vJhat additional or more intensive training 
would you now recommend? 

I thought I was very well trained and very well prepared 
for the orbital portion of the mission, I think it's 
impossible to memorize the flight plan, as I stated 
previously. I think you have to have a detailed flight 
plan along. I think that the checklists that we had for 
the experiments were invaluable. I think that when you 
have the number of experiments that we had itjs impossi- 
ble to remember all the little details of each and every 
one of them. By using the combination of the flight plan 
and the abbreviated checklists for the experiments, I 
was able to check when I had an experiment coming up 
ahead of time. I'd drag out the checklists, run over 
exactly what 1 was going to do and refresh nryself on it. 
I felt that I was very well prepared to do just as 
prescribed for each and every one. I think it worked 
out very well. 

Were the systems briefings adequate? Timely? Suggestions, 

Yes, I thought the Systems briefings were very well done. 
I thought we went into the right amount of detail on them 
and I felt that I had a real grasp of all the systems. 

Were you adequately trained for the overall flight plan? 

This has been covered in the previous question. 

Were you adequately trained for the experiments? 

Yes, I believe I was in good shape on the experiments. 
I think I was well aware of what the purpose of each and 
every one of them was and of what they were trying to get 
out of them. As such, I could do a little better Job on 
them, I don't think I needed any more information or 
training on the ex' -"-iments. 

Were you adequately trained for the normal spacecraft 
procedures? Emergency procedures? 



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Page 2 - U8 



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A. Throu£^LOut all the earlier portions of the mission I had 
decided that we spent too much time in the Procediares 
Trainer on emergency procediires and needed to devote a 
little more of that time to normal procedures . However, 
towards the end of the flight , as varioias things began 
to happen and I had to use all the emergency procedures, 
I begEin to change my opinion slightly and decided that 
maybe we didn't spend quite too much time on emergency 
procecures. However, I think that we do spend a little 
too mi.Lch time in the Procediores Trainer on emergency 
procedures for launch and maybe not enough in the normal 
procecures for a normal type launch. I think the emer- 
gency procediires that we trained in were pretty good.. I 
can't think of any changes that I would want to make to 
them. I don't believe that we need any more of them. 

2.1.3.5 Experiments 

2.1.3.5.1 Genere ,l 

2.1.3.5.1.1 Q. Comment, in general, on the overall effects of the experi- 
ments on the operational aspects of the mission. 

A. I thought that we had worked the experiments in very 

logically leaving Intervals of time in between the experi- 
ments. There was one period of time that I noticed there 
was a little bit of a clutter on the experiments. I 
thought, in general, the experiments were arranged very 
well throughout the flight. I think that the little 
memory joggers that we put on the flight plan, in the 
little squares, showing the cameras, which film to be 
used and filters, etc., were inval-uable, because it 
takes a little time to get all these various cameras 
out and the proper magazines on them. With these placed 
upstream of what you needed them, it made it very good 
indeed . 

2.1.3.5.12 Q. Were your experiments adequately planned and integrated 
with the mission? 

A. Yes, I thought they were very much so. There was one 
little minor item where we had a very slight conflict 
of things, but it worked out fine. The conflict that I 
had in mind was not the fault of any of us who had made 
up the flight plan it was the little greetings thing, 
which was thrown in at a very late date by the State 
Department. It came in at a time vheu 1 was just getting 
ready to start the Dim Lights Phenomenon experiment, 
which was a rather complicated little procedure to get 
everything all squared away and going. Oh, yes, and 
that reminds me, another thing. On the dim light 
experiment we had two stations, Muchea and Canton, who 

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Page 2-19 



had questions to ask of me, and had a conversation going 
on while I was taking photos. I v?as sitting in there 
and ooim ting,. "Seventy-five, seventy-six, seventy-seven." 
"Yes, Mucheai" ■"Seventy-nine, eighty, eighty-one, eighty- 
two." Yes, y&u' re right." Eighty-three, eighty-four, 
eighty-five." I was completely blacked out in the 
cockpit with the dim light camera (the University of 
Minnesota Zodiacal Light Camera) in the window counting 
off the times of these exposures. These were quite a 
complicated sequence of pictures which were very will 
portrayed on the little check list on the camera itself. 
Without that, 1 never would have gotten the sequences, 
I could not have remenibered them. 



2.1.3.5.2 Aeromedical Studies 

2. 1.3. 5. 2 ;1 Q, Comment on the aeromedical studies, 

A. I don't think we had anything objectionable at all. 

There wasn't really anything that we did other than just 
see how I performed as an integrated part of the manned 
machine and what ray physical condition was. I thought 
my physical condition throughout the whole flight was 
: :. - excellent. 



2.1,3.5.2.2 Q. Comment on the food provided. 

A, You can just say, on this, that: "The food is not 

satisfactory." We'll amplify on that in the Aero-med 
debriefing. 

2.1.3.5.3 Flashing Beacon Experiment 

21.13.5.3.1 Q. Describe, in detail, and comment on the Flashing Beacon 
experiment. 

A, It worked just as advertised. However, I never saw that 
little rascal on the first night side. I looked and 
looked for it and never did see it, and decided I 
probably never would see it. I was sure it departed and 
I was questioned on the ground if I knew that it had 
ejected. There was a very definite sound, "bump" and 
"clanging" and you could feel something happened down 
there, so I was sure that the little ball had departed. 
Then on the second night side, right after dark, I picked 
it up, saw it and watched it for a few moments. Then I 
deliberately yawed away from it for a period of time. 
Thien later on toward the end of the night side I came 
back and yawed back around in the area where it should 



CpNFIDENTIAL 



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Page 2-20 



be and there it was loud and clear. I saw it twice on 
that second night side, after deployment. I estimated, 
the first time I saw it on the second night side, it was 
about eight to ten miles away and of a second magnitude 
star in brightness. It dropped down to about a third or 
fourth magnitude star in brightness towards the last part 
of that night side and I estimate that It was around H 
to 13 miles in range. I really didn't anticipate seeing 
it again. I didn't note it at all at the first part of 
the third night side, so had given up ever seeing it again. 
When I was almost through the third night side I was ju»t 
drifting along in yaw very slowly and there it was. I 
saw it flashing and could pick it out very clearly 
although it was very faint. I estimate it was around 
17 to 18 miles away and a very low order of magnitude 
(5th or 6th magnitude) in brightness. I only could dis- 
cern in because 1 could detect the flashing. The flash- 
ing rate seemed to syay the same throughout the time that 
I saw it (about one flash a second), 

.1.3.5.4 Cabin Environmental Temperature Study 

.1.3.5.4.1 Q. Describe and comment on the cabin enviromental temper- 
ature study. Compare operation with pre-f light predicted 
op eration. 



A. I thought the tenperature was slightly cooler in the cabin, 
than anticipated. Powered down, with the coolant and fan 
off, the cabin ran round 90 degrees, and never varied 
from this. Powered up, with the ASCS on, cabin coolant 
"off", and fan "off", it ran around 96 degrees and that's 
the hottest it ever got. Powered up, with all the coolant 
and fan on, the cabin ran about 85 degrees, which was 
cooler than I anticipated. 

2.1.3.5.4.2 Q. Was enough time provided for precooling prior to reentry? 
Any problems. 

A. No problems. I thought it worked very well. 

2.1.3.5.5 Ground Light Experiment 

2.1.3.5.5.1 Q. Describe, in detail, and comment on the ground light 
experiment. 

A. Well, I saw the light. I also saw a little town. 

Primarily, I saw the light because of the horseshoe 
shape of the little town the light was located out from. 
I pulled the photometer out, extincted the light, and 



CONFroENTIAL 



CONFIDENTIAL 

Pa«e 2-21 

foiind the photometer turns both ways. I had turned it 
the wrong way and extincted it by the solid part of the 
filter wedge on the photometer, I think this photometer 
should be throvm out or started over, or forget the 
thing. It's completely uniiSi^able in a close area. And 
trying to use it in the dark is just ridiculous. As I 
say, I saw the light. I saw lots of lights, which were 
equally as bright, or brighter. I saw many, many cities 
towns and small lights of different types. In Perth, 
for instance, I could pick out various torches burning, 
and things of this type. I did not think that the 
experimental light was any brighter than lots of other 
lights that I saw on the groiind, I think the pattern 
of the lights is a lot more distinctive than the lights 
themselves. The pattern of the town, for instance the 
little horseshoe pattern of the town was much more 
distinctive, to me than the light itself. 

Do you think, then, that it would be more value to see 
how far apart two lights had to be on the ground before 
you could discern them as two lights rather than one? 

Well, not very far apart because I found that you could 
actually detect individual buildings in these little 
villages and cities, which surprised me. I didn't think 
you could do this. You could detect roads. I saw some 
trucks on a road, individual trucks. I saw a train and 
things of this type which I figured from 100 to 150 
miles you would not be able to detect, but found you 
very clearly could. 

Tethered Balloon Experiment 

Describe, in detail, and comment on the tethered balloon 
experiment. 

It didn't work. I might add on this, I went right down 
the list that is right, according to the list on the 
exact procedures to use and I got no action whatsoever 
when I hit the deploy switch. I went back through, 
turned everything off, went completely back through the 
thing, and redid the entire procedure. First of all, 
I thought maybe it deployed and I just couldn't hear it. 
So I very carefully held attitude and pitched down very, 
very slowly and peeked out to see if it was out there, 
I changed my attitude very slowly and very carefully, 
looked all arotind, and couldn't find it. I finally 

Questions added during the debriefing. 



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Page 2-22 



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decided it just wasn't there, I went back and re- 
established attitude, redid the whole procedure and 
nothing happened again. 1 very carefully checked again 
on the attitudes and I decided it hadn't actuated, 

2.1.3.5.7 Day Star Observation 

2.1.3.5.7.1 Q. Describe and conment on observations of stars during 
knowi daylight periods. 

A. On several daylight periods, where the sun was not 

shining in the window, and I'd come out of the dark with 
the cockpit lights off, and was dark adapted, I did see 
numerous stars on the day side. If they were first or 
second magnitude stars, you'd be able to see them even 
if you weren't dark adapted. '.-Jhen you're really dark 
adapted and you come out on the daylight side facing the 
dark sky, you can see quite a fair pattern of stars. 
Then, on one other occasion, I put the window cover over 
the window and got nyself dark adapted on the day side. 
I then waited until I could see that the sunlight was 
not shining directly on the window, cracked the window 
shade, and could see stars. 

2.1.3.5.9 Dim Light Phenomena FhotoRraphs 

2.1.3.5.9.1 Q. Describe in detail and comment on the procedures used 
for obtaining the Dim Light Phenomena photographs. 

A. It worked. I thought the auto pilot did a remarkable 

job. There was one little problem at the beginning of it, 
and that was that we were going to line up on the sun. 
People had said that the sun is not overly bright from 
space. But I'm here to tell you, I think it's real 
bright when you look right into it. I found that I had 
charts in my hand and everything up trying to dim out 
the glow from the sun in order to see ray instrument panel 
at all, so I could see what I was doing. Finally, I 
got lined up on the sun in yaw. I didn't have to yaw 
off the orbital path very much to get onto the sun. 
After I caged and uncaged the gyros, I found that I had 
drifted off very slightly by three or four degrees, and 
I reoriented back onto the sun and caged and uncaged the 
the gyros again. This time, the sun was just sinking 
down. Then I went to gyros free, set in nsy 34 degree 
right roll, and found I had yawed off very slightly 
while doing the roll. The roll fed into yaw. I made 
my yaw correction and then got my roll at zero yaw 
and on my proper pitch. I was holding right on the 



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Page 2-23 



faint Light left on the horizon, then caged the gyros, 
then went to free and auto pilot. The auto pilot didn't 
fire high thrusters. It took over and started following 
right along what appeared to be the plane of the ecliptic. 
I saw a couple of stars at different times on the 
ecliptic that I recognized. I was so busy operating the 
camera and counting that it was quite a busy night side. 
Then, when I put the gyros to slave I was skeptical 
whether they would, In fact, slave around without getting 
some high thrusters. However, the scanners slaved the 
spacecraft very slowly right back into the orbital track. 
I'm still a little concerned if we got the right data. 
It still seems to me like we were pointing down too much. 
The procedure went just as advertised, and everything 
happened just as it should. 

2.1.3.5.10 Horizon Definition Quadrant Photographs 

2.1.3.5.10.1 Q. Describe in detail, and comment on the taking of the 
Horizon Definition Qviadrant Photographs. 

A. The procedure that we worked out towards the last, of 
doing it on the gyros, worked very well. I would have 
had a difficult time determining the 90 degree points by 
estimation without the gyros. I went to gyros free, 
yawed right around to ray 90 degree point, and "plunked" 
the pitch and roll right on the horizon. Took vay two 
photographs there, caged and uncaged the gyros, and went 
around directly 90 more degrees on the attitude gyros 
and, by golly, there was the sun. I was right smack into 
the sun, just like we had thought it might work out. I 
took the two pictures there. Then I yawed on around 90 
more degrees and took the two pictures there. Then I 
started to yaw back and caged the gyros. They caged 
properly and I powered down. 

2.1.3.5.11 Infrared Weather Photographs 

2.1.3.5.11.1 Q. Describe and comment on the procedures and equipment used 
to take the Infrared Weather Photographs. 

A. No comment. It worked perfectly satisfactory. 

2.1.3.5.12 Moon-Earth Limb Photographs 

2.1.3.5.12.1 Q. Describe in detail and comment on the procedures used to 
take the Moon-Earth Limb Photographs. 



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Page 2 - 2k 



CONFroENTIAL 



A. I took the Moon-Earth Limb photograph just immediately 
after the quadrant photos. I used manual proportional 
instead of fly-by-wire. I saw the Moon setting and ju$t 
kept the capsule drifting around the vicinity of the 
Moon, so that when it began to set 1 could snap pictures 
of it. I got three pictures of the moon setting. 

2.1.3.5.13 HF Antenna Test 

2.1.3.5.13.1 Q. Describe in detail and comment on the procedure used 

to perform this test. 

A. I started out with the dipole parallel to the plane of 

the Earth, and gave a call at the proper capsule elapsed 
time. I then rolled over 90 degrees left and aligned xm 
zero yaw line on the window with the Earth's horizon. I 
then made another call, and then shut it do\m. 

2.1.3.5.13.2 Q. Did the horizon provide an adequate attitude reference? 
A. Yes. 

2.1.3.5.14 Horiaon Definition Photographs 

2.1.3.5.14.1 Q. Describe in detail and comment on the procedures used to 
obtain the Horizon Definition Photographs. 

A. I did not do the Horizon Definition Photographs because 

I did not have any auto pilot lieft at this time. We were 
busy analyzing what the problem was. 

2.1.3.5.15 TV Chimera Operation 

2.1.3.5.15.1 Q. Describe and comment on the operation of the TV System, 

A. The TV System appeared to work satisfactory at first. 
Then I don't know what happened, whether it gave up 
completely, or just how they fixed it toward the end. 
They didn't appear to be getting much at the end. 

2.1.3.5.15.2 Q. Describe what the TV System was used for during the 

flight. ^ 



I used it for pictures with it in the bracket and out 
the window. It took a great, tremendous physical 
conditioning process to get the camera out of the bracket 
and get the other lens on it prior to photographing out 
the window. I got one period of pictures out the window 
over Florida that was exceptionally good. In one, it was 
ideal weather, ideal view, and everything, however, they 
weren't getting anything at all. 



CONFroENTIAL 



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Page 2-25 



RETROSEQUENr.K AND RETROFIRE 
Procedures 

Describe and comment on the procedures you used to 
prepare for retrosequence and retrofire. 

I've gone through that in detail. I just might add 
here that I prepared to do manual function of the fire 
retro button and fire the retros manually on manual 
proportional control, using the Earth as a reference. 

Describe and comment on the procedures you used through 
the retrosequence and retrofire maneuvers. 

Procedures used were to count down to retrofire. I 
punched the retrofire button on "Zero". They fired 
properly. I held my rates zeroed on my rate indicators, 
which were operating. Since I didn't have any attitude 
indicators, I used Earth reference as an attitude indica- 
tion. This was a little problem, since the lighting was 
quite different inside and outside, and shifting back 
and forth was a little difficult. I found that you 
couldn't see the rate indicators when you came in from 
the outside, and had trouble being blinded by the out- 
side when you shifted back to it. 

Spacecraft Performance 

What control mode was selected for retrofire? Back-up? 

I selected manual proportional for retrofire. I had fly- 
by-wire as back-up. 

Comment on the performance of the selected control mode. 
Excellent. 

Describe the spacecraft distrubances during retrofire. 

The number one retro gave very little offset moment. The 
second and third ones, both seemed to have a little more 
offset moment than the first, but not really too much. 
All in all, I think the retros were aligned pretty well 
and the moments were not too bad. 

Comment on your use of instruments and/or window during 
retrofire. 



CONFIDENTIAL 



CONFroENTIAL 



I commented on that previously. Shifting from the rate 
indicators out to the window gives one a little bit of a 
problem due to the lighting change. 

Conmeni: on the performance of the automatic sequencing 
through retro jett. 

The automatic sequence was inoperative, so I jettisoned 
manual 'ly. 

Was the 16 millimeter camera used during retrof ire? 
Comment. 

Negative. I tried previously to get it up there, and I 
found that the bracket was a little bit in the way. I 
decided that, due to how busy I was going to be, I'd put 
it back into the instrument panel bracket and I forgot 
about it. 

Comment on any difficulties encountered during retro, other 
than those previously mentioned or pertaining to 
communications. 

I think I've mentioned them already. 
Communications 

Comment on the ground support of retrosequence and retro- 
fire events. 

Excellent. CSQ Cap Com did a very good job of giving the 
time and getting me ready for the retrofire. Of course, 
I had no trouble determining each rocket firing, CSQ 
Cap Com confirmed this from the ground and also confirmed 
that it looked like I was right on time on the firing of 
the retros. They confirmed retro jettison since I had 
gone anead and jettisoned manually and then they gave me 
the time when I could expect 0.05g, if we'd had a normal 
sequence. 

Do you think that you could have gotten along without 
these conmunication. 

Yes. Ir: I'd just had the time that I should fire the 
retros. In fact, we were a little bit later establishing 
contact than I anticipated prior to retrofire. I determined 
that, if something were out on the communications or we 
were jararaed on the communications net, I had the time 

Question added during the debriefing. 



CONFIDENTIAL 



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Page 2-27 



exactly when I was supposed to fire the retros and it 
was figured out with my clock errors taken into account. 
I was determined that when that time came up I was going 
to punch the button. 

Training 

Were you adequately trained in the retrosequence and the 
retrofire procedures? VJhat additional or more intensive 
training would you now recommend? 

I think I was very well trained for it. I don't think I 
would recommend any change. I thought, maybe, I had not 
had enough training of the attomatic sequence, but as it 
turned out, I didn't need any training for the automatic 
sequence. I had plenty of training on fly-by-wire and 
raanuel retrofire, which I was rather thankful of having. 

If you controlled the spacecraft during retrofire, were 
you adequately trained in the control task? 

I think so. 

Were the simulations of retrofire accurate? If not, 
describe. 

Yes. I think everything worked out on countdown, every- 
thing just as we had planned. I had one minor little 
comment on the countdown and I don't mean this as a 
criticism, but when CSQ Cap Com was counting down, he 
apparently had meant that he was counting down to the 
30-second-to-go time. As I started getting the count, 
(nine, eight, seven, six) the big question ran through 
my mind, just instantly, was If I was supporsed to fire 
retros when he got to "zero". It kind of worried me later 
when I thought about that. I might have fired 30 seconds 
early, it might be better if he'd said, "thirty- three, 
thirty-two, thirty-one, thirty," or something on this order, 
so that you don't start getting your final count. Your 
mind's rather keyed up to this "ten, nine, eight, seven, 
six," and when you get to "zero", you are going to fire. 
However, we had planned it this way. The Cap Com and I 
had discussed it and planned that he was to give me a 
countdown to the thirty second point for retrosequence, 
but since we didn't have retrosequence, I guess in my 
mind I had sor of discarded all that. He was doing just 
as we really had planned. We want to be careful of giving 
countdown so there isn't any doubt at all. 



CONFIDENTIAL 



Page 2-28 



CONFTOENTTAL 



2.1.5 



2.1.5.1.1 Q. Describe and comment on the procedures you used during the 
pitch-up to reentry. 

A. Since 1 had no gyros, and I was on manual control; I held 
zero-zero and around minus 20 degrees pitch between retro- 
fire and reentry. I vent tofly-by-vire and I found the 
fly-by-wire hi^ thrusters were not cutting in properly. 
So I remained ton fly-by-wire and pushed in my mnoal pro- 
portional handle in order to have the manual proportional 
thrusters available, which I knew were working. At about 
one minute prior to calculated 0.05g, thq start of reentry, 
the spacecraft seemed to get very sluggish on control. 
It seemed to be just wanting to nose up, heat-shield down, 
and start in. So I allowed the pitch to increase positively 
and come right on up to zero-zero-zero, at which time I 
lost sight of the ground. At this time, I put in a negative 
roll rate of 3 degrees per second. I might add that we h^ive 
had no training which shows you what you see at this time, 
because it's quite a sight when you start pitching up and 
you get this roll rate going. The spacecraft just wallows 
around, and you're not used to seeixig this. This really 
looks different. 

Q.* Would you suggest that a trainer with active visual dis- 
plays for reentry be added to the training program? 

A. Ch, I don't know. There are a lot of visual references 
that you have, in actuality, that you don't have in the 
trainer at this point. I don't know how much trouble it 
will be to devise them, or whether they'd be worth while 
or not. I think that your visual cues are very important, 
though. 

2-1. 5-2 Spacecraft Perfoiroance 

2.1.5.2.1 Q. What control mode was selected for reentry? 

A. As I said, I selected fly-by-wire, but since I didn't get 
the hlga thrusters to cut in quite right, I went to dual 
authority. After about the third or fourth pulse, where I 
began to have to feed a little bit of real thrust into it, 
which was fairly well on down the line, all of a sudden the 
fly-by-^rire high thrusters came in loud and clear. They 
began to fire, and I was over- controlling with k9 pounds of 
thrust. I suspect that I probably should have warned up my 
fly-by-vire highs earlier, as we had planned on doing. 



Questions added during the debriefing. 

CONFroENTIAL 



CONFIDENTIAL 



Page 2-29 



Q* Did you then shut off the mantial proportional? 

A. Wo. At this point the oscillations were getting vorse, 
so I just vas careful as to how much stick I was putting 
in to stay out of the fly-hy-wlre highs. I was getting 
ipy one pound f ly-hy-wire , plus my manual proportional. 
This seemed very adequate until after ahout the Max g. 
Along about Max s> rates seemed to change consider- 
ably and I needed all 1^9 pounds of thrust. After the 
rates built up, I found that the h9 pounds of thrust 
real2;y- came in handy. I could seem to really stop these 
rates, or come near stopping them. 

2.1.5.2.2 Q. Comment on the performance of the selected control mode. 
A, No additional conments. 

2.1.5.2.3 Q. Describe the spacecraft oscillations during reentry. 

A. The oscillations were very small early in the reentry and 
I was keeping them damped down pretty well in the early 
portion. As we got on into the Max g, I found that I was 
having a little trouble. I had my arm rest cut campletely 
out, so that I could operate the hand controller pressurized. 
I found that the Max g was forcing my arm down away from 
the hand controller, and I didn't get it pinned hard enough 
against the side. So my arm was sliding down into the 
trough and I wasn't able to control quite as well as I 
wanted to through the Max g area. Then, right after the 
Max g area, all of a sudden the amplitudes seemed to in- 
crease rather rapidly. The period got much shorter and 
I was using all h9 pounds of thrust. It seemed like every 
time I "bloqp" the oscillations and catch them right they 
would slow down all right. An oscillating g force was 
noticeable, but not real objectionably. I could tell that 
I was oscillating about two axes. Not osclUlAtlng so much 
as just sort of spirallng. I was able to tell very well 
when the altimeter came off the peg and called it out to 
the HAW Cap Com when he asked me what the altitude was. 
He hadn't read me, and I called it out again. I was con- 
versing with HAW Cap Com loud and clear all the way down. 
In Fact, I got a little irritated. He was t lying to call 
out my checklist to me from drogue down. I had them right 
before me, and I'd already gone over them and had finished 
most everything. It worked out fine. 

Q* You said that your arm slid out of the trough or slid back 
into the trough. . Would yai make any suggestions at the 
present time as to a fix. on this situation? 



* Questions adde^^ujlnj^^e^deb^ef Lug 



CONFIDENTIAL 



Well, the reason that I had my trough cut out is that, 
when your suit pressurizes, you can't get on the hand 
ccKitroller if you don't have it done this vay. If you 
build it so you can control it pressurized, it's not 
ideal for tmpressurized; under g. 

Would you go this my again? 

Yes. I'd go this vay sigain. Under launch, I didn't have 
any trouble at all holding my hand right on the hand con- 
troller, no problems at all. I think on reentry, I just 
coiilda't get it braced out in time and it just tended 
to slide in. 

CoBoment on the ECS performance during reentry. 

I guess it worked. I was fairly warm when I got through 
the ri=entry, but not uncomfortably so. I realized when 
I got on the water that I was feeling just warn, but 
not Tisal overly heated. 

CoBnment on the performance of the sequential system dur- 
ing reentry. 

The sequential system was not functioning during pre- 
reentry. It was latched into the 0.05g portion of the 
Amp Gil. I punched the drogue chute off, as had been 
previously planned, at 42 thousand feet. The main chute 
came out slightly earlier than I'd anticipated. I was 
waiti)3g to pull it at 10 thousand feet. It came out at 
about 11 thousand feet. 

Corameiit on the performance of the electrical system 
during reentry. 

Fine. 

Was the l6 millimeter csimera used during reentry? 
Comment . 

NegatiLve. 

Comment on any problems using the blood pressure system 
during; reentry. 

It waan't used. 

Comment on any difficulties encountered during reentiy, 
other than those previously mentioned or pertaining to 
ccramunicat ions . 



Questions added during the debriefing. 

CONFIDENTIAL 



CONFIDENTIAL 

Page 2-31 

None. 

Comnmni cat log 5 

Ccsnment on cotnmunicatlons during reentry. 

Fine. At around 100 thousand feet, I began to receive 
Havaii loud and clear. 

Training 

Were you adequately trained in reentry procedures? What 
additional or more intensive training would you now re- 
commend? 

None. 

If you controlled the spacecraft during reentry^ were you 
adequately trained in the control task? 

Yes. 

Were the trainer simulations of reentry accurate? If not, 
describe. 

No, they were overly severe. The trainer simulators were 
overly severe for all the first portions of reentry, up 
through about the Max g point. From there on, as I stated 
previously, it appeared to me as if the spacecraft actmlly 
shifted ratios. The damping factor got considerably differ- 
ent than it was through the early portion of reentry. I 
thought that it was much greater than we 've had on the 
trainer. 

Cosmnent on the centrifuge simulations of reentry. 

I think the centrifuge simulations of reentry are quite 
good although they don't put in the lateral oscillations 
that you get when these oscillations get fairly short and 
quick. But I don't know if this is worthwhile putting in. 
I think that, overall, the centrifuge simulations were quite 
good. 

Did the l^iteral oscillations interfere with your performance? 

No, I don't think so. Just a little different in feeling 
than the centrifuge, but It wasn't real botherscane. 



Questions added during the debriefing. 

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Page 2-32 



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2.1.6 DESCSM? AMD lAJJDDJG 

2.1.6.1 Procedures 

2.1.6.1.1 Q. Describe and comment on the procedures you used during 
descent and landing. 

A. I used my checklist, vhich was right on the front of the 
desk. I had a checklist for after drogue, a checklist for 
after ;min chute, and a checklist for after landing. I 
followsd these right down the row. 

2.1.6.2 Spacecraft Performance 

2.1.6.2.1 Q. Comment on the ECS performance during descent and landing. 

A. I wasn't paying much attention to the 3GS section. So far 
as I toiovr, it worked fine. I did pull the snorkle at 17 
thousajid feet. 

2-1.6.2.2 Q. Coramen-i on drogue deployment and the spacecraft motions 
before, during, and after drogue deployment. 

A. The spicecraft was oscillating fairly well Just prior to 
drogue. The drogue came out with a great clatter and roar 
when I just harely touched the botton at k2 thousand feet. 
I was ;Ln the clouds at the time. The drogue came out with 
a clatter and roar, the spacecraft was still oscillating 
slowly below the ctrogae. The drogue really stabilized the 
spacec]:g.ft. I could see the drogue, even in the clouds. 

2.1.6.2.3 Q. Conmient on snorkle operations. 

A. Just a;; it should. When I pulled it, it went. 

2.1.6.2.4 Q, Cojnment on chute deployment. If it was necessary to use 

the reserve chute, what was the failure indication? 

A. The main chute worked perfectly, it came out automatically, 
reefed and unreefed, and worked perfectly normal. 

2.1.6.2.5 Q' Comment on landing bag deployment. 

A. landing bag deployed. I moved the switch to the automatic 
position, and the landing bag came out right after the main 
chute came out. 

2.1.6.2.6 Q. Comment on landing. 

A. landing was a good solid landing. I was oscillating below 



CONFIDENTIAL 



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Page 2-33 

the chute. The helicopters coramented that I had fair 
oscillation. I could see the oscillations in the chute 
filling and collapsing slightly from side to side as I 
was watching it. i could tell that I was swinging when 
I hit. The spacecraft went under, left side down, and 
sort of rolled around to where the window was laying 
\mder the water. It got up and I got the functions done 
to disconnect the chutes and kick out the reserve chute. 
The spacecraft still Jay over, then rolled to its right 
side, and then on the right forward side, so that I was 
sitting up. At that time, I got the swizzle stick and 
reached down to open the manual nitrogen fill valve. 
As the spacecraft straightened up very nicely, I reached 
over and put the rescue aid switch to auto which deployed 
the HP antenna. Then I turned the squib switch off. 

2.1.6.2.7 Q. Did the Rescue Telelight illuminate upon landing? 

A. I don't helieve it did. 

2.1.6-2.8 Q. Comment on Rescue sequencing. 

A. Everything seemed to work fine. Even the flashing light 
was working. 

2.1.6.2.9 Q. Did the spacecraft ship water or leak? Describe. 

A. Apparently water came in through the snorkles, because 
there were several little biinches of water splashing, 
around. My visor was covered with salt water. It splashed 
into my\face and I had salt water in ray eyes. I even had 
to wipe them out. I noticed small amounts of water splash- 
ing frcm side to side as the spacecraft rolled from one 
side around to the other. I heard no big rushing or gurgling 
of water, so I wasn't concered at all. I had always thought, 
previously, that it would be a real bad sensation when the 
spacecraft rolled around on the water. I thought, from 
what everybody said, that you would really have a big desire 
to get out of the spacecraft when it is on the water. 
But I found that I had no desire at all to get out of the 
spacecraft. I was perfectly happy to sit right there and 
wait Of course, it was definitely an encouraging feeling 
to know that the helicopters and swimmers were right there 
and the ship was not very far away. 

2.1.6.2.10 Q. Describe the spacecraft's motions after landing. 
A. I've already described them. 

2.1.6.2.11 Q. Coimnent on any other difficulties encountered during descent 

and landing, other than those previously mentioned or per- 
taining to communications. 



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Kone . 

Communications 

Comment on cannmnicatloris from lalackoat until landing. 

After I had LOS at C3Q, I had about 3 minutes to go to 
0.05g, I said so long to the Cap Cam, and that I vould 
see him in a few days. I didn't hear anything then until 
Hawaii came in at slightly over 100 thousand feet. He 
called ir.e and said^ "Can you read?", and I said, "Roger." 
He said, ^^"What are you doing?", and I said, "I'm busy with 
reentiy." He said, "What altitude are you at?", and I said, 
"I don't know, ray altimeter's still pegged." He said, "Under- 
stand, your altimeter has not come off the peg", and I said, 
"Negative, it is now. It's coming off the peg now." He 
didn't read me on that ccsmnunlcation. He said, "What did 
you say?" and I said, "l have about 95 thousand feet, now." 
Apparently he didn't read me again and then I called out, 
"I'm at 85 thousand feet, now." Eveiythlng is fine." 
Then I called out when I had a drogue. I don't know whether 
he received me or not. The helicopters and I were talking 
back and forth very well after the main chute, and I was 
also talking to the carrier. 

Did you receive the impact and recovery information you 
required? 

I didn't receive any. When the HAW Gap Com called me, 
he gave me some comment about the recovery area. I was 
really pretty busy with the reentiy about that period of 
time and it didn't come through real clear, but there was 
seme cooment on recovery. I felt that I wasn't going to 
be too far away from the nominal recovery area because I 
belt certain that I had gotten the retros cai time and that 
I was fairly close on attitudes. So regardless of what I 
did on reentry, I couldn't be far off. The dispersion was 
cut down considerably with the roll rate which I had gotten 
in. 

Did you contact recovery units during descent? 
Yes, both the helicopters and the ship. 
Training 

Were you adequately trained in descent and landing procedures? 
What additional or more intensive training would you now 
recommend? 

Training was adequate and I wouldn't recommend any more. 



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2.1.7 HBCCWEIg 
2.1,7,1 Proeedores 

2.amilll Itescribo the prooedhires you used fra» Undlac uatU 

eovery. 

A. The procedures vere Just HJte we have in our checkliets. I 
got everything undone except ay coBWunioatione l«ad and in- 
let hose. In ftict, I vevt ahead and took the inlet hose off, 
and then stuck it back ln:toc«fct cooling. I didn*t egress. I 
I stayed in the ^cecralt until they got as on board the 
carrier, then osae out in a leisurely fashion. 

2.1.7.2 Spacecraft Perfoimanoe 

2.1.7.2.1 Q» jCdniient on ECS performance from landing until egress or 
re'covery.' 

A. It did very veil. I had very cooT. air coming In throu^ the 
snorkles, and the fan vas blowing It Inweiy vtll. No pro- 
blem at all. 

2.1.7.2.2 Q. Canmsnt on the life raft. If used. 

A. It vasn't used. 
2. 1.7.2; 3 Ccnment on other survival egjiilpnent, If used. 

A. Not Tised. 

2.1.7.2.1^ Q. Comnent on opeiatlon of spacecraft flashing light. 

A. The flashing light vas working. I Intended to turn the 
light off ImiBdlately after impact. This I did not do, 
vhlch probably Is a good thing. As the carrier came up 
alongside me, the MSG recovery representative mentioned 
that the recovery llgjit was flashing loud and clear. I 
turned It off at this time. 

2.1.7.2.5 Q. Ccn^nt on deployment of the fluorescein sea marker (dye). 

A. It deployed very well. The recovery helicopters said they 
saw It and It really mEurked the spacecraft. 

2.1.7.2.6 Q. Conment on any difficulties encountered during the period 

from l^wfiing \intll recovery other than those previcwsly 
mentioned or pertaining to conmunlcatlons. 

A. None. 



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i'Jitie. - 36 
2 . 1 . 7 • 3 Comnriml cat ions 

,' .3.1 Q. Comment on spacecraft cannrunications from landing to egress. 

A. It vas fine. Although the M3C recovery representative on 
the No. 3 elevator vas down so far in volume that I almost 
couldn't read him. I read Begonia (U3S Kearsarge ) loud and 
clear. 

2.1.7.3.2 Q. Carnrnent on post egress cQmrnuni cat ions vith your portable 

radiOj if used. 

A. It wasn't used. 

2.1.7.3.3 Q- Were you aware of your recovery situation from landing until 

recover;/"? 

A. Yes. 
2.1.7-^ Trainin,; 

2.1.7.4.1 Q. Were you adequately trained in egress procedures'' What 
additional or more intensive training waald you ,iov re- 
commend? 



2.1.7.4.2 Q. Were yai adequately trained in the use of survival equip- 
ment? 

A. Ye 3^ even though none was used. 

2.1.8 3squh::tciJ Raviaw 

2.1.8.1 Q. In review, note the color of illumination of each sequence;, 

or event light j and note whether the function on the sequence 
panel oc:curred automatically or was manually initiated, 
where aiiplicahle . 

Q. Umbilica.l door. 

A. It worked correctly. 

Q. Color of illumination? 

A. Green. 

Q. Did the function sequence automatically? 

A. Yes 



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fl«i 2 » 37 



Q. Jett towerT 

A. Jett tower vas green. 

Q. Sep OapsuIeT 

A. axeen. 

Q. Betroseq^encet 

A. Ve lost all that functloa In tbe Amp Oal. 

Q. RetroattitTideT 

A. Hetroattltude never ftinctloned. We lost everything prior 
to 0.05g. 

Q. Fire retroT 

A. Fire retro did not vork. 

Q. Jett retro? 

A. Jett retro did not vork. 

q. MalnT 

A. Green. 

Q. Iftnding l)agt 

A. . Green. And recorazy - I can't remsBiber for the life of me 
vbetber it -was green or not. I gopess it hot I don't 
remeaober. Kfein and landing hag were both autoaaticaUy 
deployed. 

Q.* Were any of the other aeqioence functiooe laanualT 
A. Snorkle nas Banual. 

2.1.9 cowcmpiNG acAiaiBitrs 

2.1.9.1 Q. Are there any condodlng cONnentsT 

A. I think the spaoecraft vorked very wsll^ all In all* Ihere 
neie a f^ atlnor difficulties and flailores touaxd the end. 
It perf oxmed vexy veil, except for the BC3 ^stem. I suppose 
it's a satisfiactoiy system, hat it vozks the pilot too nieh 
to Maintain a livahle conditiaa over a long haul. 



* Qosstions added d nring the debriefing. 

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2.2 SUPPLEMENTAL PORTION 



Pre Launch 
Launch 

Spac5craft Frocediires 

Comment on Jett Tower procedures. 

Automatic . 

Spacecraft Performance 

Comment on the effect of the escape rocket exhaust on the 
spacecraft window. Give a detailed account of relative 
vislDility through each area of the window. 

I don't feel that the escape rocket exhaust fogged the 
window so bad. You could see the streak, powder marks, and 
flecis from the rocket exhaust. I didn't see any red RTV 
(seaient compound) marks. There were all kinds of grayish- 
blaci marks, like powder burns, and streaks on the outside 
of the window. Then the big smear, which really diffused 
the light and looked almost like frost when the sun hits 
the window at an oblique angle, was on the inside surface 
of the outside glass. Just awhile ago, we were looking 
at the window which was broken when the hatch was blown 
off cm the carrier. I looked inside and the inside of 
the outside pane has that greasy smear which is like a 
road film on a windshield. This I feel obstructed the 
visibility the worst. I don't have any Idea where it 
comet; from, but I'm convinced that it is this film that's 
forra;.ng on the window and cutting down visibility. It is 
on the inside of the outside pane, because you can see the 
thlclmess of glass between it and the streaks on the out- 
side. 

Were they any areas of the window that were more clear than 
othei- areas? 

No. It was all fogged over pretty evenly. 

Comment on the launch vibrations. If possible, give com- 
pariEions with aircraft, test facilities, etc. 

Liftoff was smoother than I had thought it would be. I 

Question added during the debriefing. 



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Page 2-39 



didn't feel any real vibration or rumble on liftoff. It 
was all smootli. Max g had less vibration than I thought 
it would. 

Communicat ions 

Training 

Was there a proper balance of training between normal and 
emergency laimch conditions? 

I think we want slightly heavy to emergency conditions on 
laiinch in the Procedures Trainer. I think we could prac- 
tice less emergency procedures and maybe more normal launches. 

Compare the flight turnaround maneuver with those practiced 
on the Procedvires Trainer. Was it performed strictly on 
instruments? Did it "feel" the same? 

It was purely on instruments, and it felt just exactly like 
the trainer. There were distracting outside visiial influences, 
such as observing the booster. The booster was so close on 
the turnaround that it tended to distract me a little right 
before completing the tvirnaround. I might add here that I 
think that the Cape Procedures Trainer as set up right now 
flies, instrument -wise, Just exactly like the spacecraft 
does in fly-by-wire low, and on manual proportional. 

Orbit 

Procedures 

Spacecraft Performance 

Comment on the internal spacecraft arrangement and lighting. 
Any suggestions for improvements. 

Well, I've always thought the lighting that we have in the 
spacecraft is unforgivable. My private airplane has far 
better lighting and it probably cost one/one thousandth of 
the amount, I think the lights that we have in there do 
the Job, but it's too bad that, at the level of technology 
that we're at in the space business, that we settle for the 
inferior lighting that we have. I've found that it's very 
difficult to operate the lights. We added to this diffi- 
culty by all the plumbing we had over by the left light. 
I found that I used left light only considerably more than 
I did both lights on. On the day side, however, I found 
that I needed both lights on bright if I was doing anything 
outside and inside. I feel that little floodlights, like 
you have in light aircraft, are even better yet. Individual 



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Page 2 - ho 



2.2.3.3 

2.2.3.3.7 Q. 

Q. 
A. 

Q. 
A. 

Q. 
A. 

2.2.3.^1 

2.2.3.4.7 Q. 
A. 

2.2.3.4.8 Q. 
A. 

2.2.3.4.9 Q. 



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tack lighting of panel instruments would "be ideal for 
lighting your instruments up Taright enough to see. This 
is a rsial problem on some of your prime instruments where 
you are; flying outside visual references and inside 
instruments simultaneously. 

Communications 

Comment on the reception of the critical information for 
the flashing "beacon experiment. 

No comrient. It was satisf actoiy . 

The ground lighting experiment. 

Well, I pitched down just when it was on the flight plan, 
and the^re it was. The flight plan information vs.s adequate. 

Tethered "balloon? 

I attenipted to deploy it right on the time that we had 
established. It did not deploy. 

Dim light phenomena? 

They relayed to rae, communications-wise, the attitude that 
I was to roll, "based on the time of day. This appeared to 
work out fine- We'll see what kind of data the people get 
from their film. 

Trainin g 

What areas of training, if any, were overemphasized either 
"by yourself or "by other persons? Underemphasized? 

Negative . 

Do you feel that you had ample time to prepare yourself 
for the flight? 

Yes. 

Comment on the relative value or problems of pre -flight 
activities (such as capsule hangar and pad tests, systems 
briefings, experiments, centrifuge, planatarium, egress 
and recovery, aircraft flying. Procedures Trainer, flight 
planning, onboard equipment) . 

Well, the worst difficulty, I fomd, was people making changes 



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Page 2 - hi 



in the spacecraft at a very late date. Regardless of what 
anybody says, we had a freeze date that we had all agreed 
on and we were going to hold to it. This was abused time 
and time again. It was not abided by and there were several 
things that were slipped into the spacecraft right down to 
the last few days prior to launch. The flight crew was 
not always immediately aware of these items. I know that 
there are reasons for this and maybe extenuating circimi- 
stances. But I still feel that it's unforgivable if we're 
trying to get a real operational type launch concept where 
we can launch people on longer flights, gain more data 
from the flights, and have better reliability. We've got 
to have a cut-off so that the crews can learn their proce- 
diires, and can practice them. Also so the equipnent the 
flight crew is going to use is on board the spacecraft. 
I hadn't had any opportunity, really, to use this equip- 
ment in the spacecraft adequately prior to the flight, 
although we had slipped down to the Procedures Trainer 
and tried to use the equipment as well as possible. We 
do not have that condensate system at all in the trainer. 
It did not go in the spacecraft until a very late date. 
We've made changes on the condensate fittings and where 
the condensate water was going to go. We slipped in the 
tin can (wick water separator) with all its clamps on the 
spacecraft Just two or three days prior to launch. I 
think, all in all, that it is not fair to the crew to have 
to learn the procedure and everything that you have to 
establish. Just a day or so prior to launch. Especially 
when everything else is all planned and trained for. I 
think that this is something that people are either going 
to have to come to or, if there's going to be some changes 
made, they're going to have to accept the blame for having 
a slippage in the flight. 

Q.* As far as capsule hangar or pad tests, systems briefings, 
experiments and so forth, are there any items that you 
felt took more time than was necessary or are there some 
that you would like to spend more time at? 

A. No, I thought they all had about the proper proportions. 
I think they worked out very well. I thought the systems 
briefings were Just right. Having a longer system briefing 
some time prior to the flight, and then a couple of weeks 
prior to the flight having a little refresher worked very 
well. 

Q.* Egress and recovery? 

A. I think on the egress portion, that everybody was perfectly 
* Question added during the debriefing. 



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convinced that I was going to have to come out the tower, 
and that I should have more training, although I had partici- 
pated la numerous training exercises without the tower. And 
I feel this is a real down-the-road type procedure. 

Comment as to what you feel your ability to get out through 
the tower would have been. 

I don't think I ever would have made it out of the tower. 
It takes a fair amount of stren^^h and stamina to get out 
of that tower to begin with and you're getting more and 
more overheated as you go up there. I distinctly had a 
dluy feeling when I first got out of the spacecraft. I 
think, .just as I have thought all along, that egressing 
out of the tower is not the thing to do. You either stay 
in there and cut your suit off and cool off, or if you've 
got to get out for any real emergency. Just figure on the 
spacecraft being lost, blow the hatch, and get out. 

Were any of the following activities fatiguing, "choresome", 
or boring after an extended period of flight? 

(a) Experiments 

No, the experiments were very welcome, in fact. They were 
interesi^ing and gave you something to do. 

(b) Control mode switching 
Ko, it was very satisfactory. 

(c) Communications 

Excellent. If you went great long periods without anything 
to do oi' anyone to report to, you might perhaps get a little 
bored. We could have even less communications and still be 
in fine shape. All in all, the way we planned it and the 
way the range is set up worked very well. 

Comment on the training value and accitracy of simulation of 
the flashing beacon experiment at the Morehead Planetarium, 
and atmospheric tests via the T-33 aircraft. 

I thouglit these were very good. I thought the flashing 
beacon was very similar to what I saw in both of those. I 
thought those were both quite similar, and I think that the 
flight appeared to be very similar, also. 

Question added during the debriefing. 



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CONFTOENTIAL Page 2 - 43 



2,2,3,k.22 Q. Did the absence of good out-the-windov displays significantly 
affect the in-flight performance or caiose any problems? 

A. Yes. I think that your visaial cues out the window are very, 
very strong cues. I'm not recommending that we, for this 
Mercuiy program for instance, think:, of going into big modifi- 
cations for out -the -window type displays. But I feel that 
visual representation of things, as much as is financially- 
feasible, is highly important. Just as I have related this one 
motion on reentiy, I've done it time and time again on the Pro- 
cedures Trainer where all you do is watch the instruments. So 
when you actually see what's happening out the window, it's 
a great big surprise to you. 

2. 2. 3. U. 13 Q. Did you receive enou^ familiarization and manipulation of on- 
board scientific and operational equipment prior to flight? 

A. Oh, I thought that as far as the cameras and the camera equip- 
ment were concerned - were fine. I think the photometer is 
kind of a ridiculous device. I knew how to use it, but it 
turns in both directions, and when you ttirn it in one direction, 
it extincts all ri^t because it jiist puts the solid wedge over 
the aperture, which it did. It's difficult to use in the space- 
craft and it takes up a lot of room. I'm not s\ire just what 
kind of value they get out of it anyway. There seems to be a 
lot of doubt in the various scientific communities if they can 
really relate anything they get out of it. I might add that 
there was not adequate time to prepare on how to use some of 
this plumbing that we had on board at a late date. As a 
matter of fact, we did have numerous failures of it. I feel 
that it was completely unsatisfactory. 

2,2.3.k.lk Q* Were there any major problems, as far as flight preparedness 
is concerned, due to any late final shift to systems equip- 
ment or operating procedures? 

A. I've already covered that. 

2.2.3.4.15 Q. Were there any simulations or training problems on the Pro- 

cedures Trainer that had negative training value? 

A. No, but only because we did not start in with our procedures 
training \intil we had our systems pretty well finalized and 
the Procedtires Trainer brought up to the configuration that we 
had in Capsule 20. If we had started procedures training before 
we had firmed up the Capsule 20 configuration, I think we would 
have received considerable negative training. 

2.2.3.4.16 Q. Do you have any comments of the value, as well as the role, 

of the backup astronaut? 

A. Well, I think the backup astronaut is a very valuable asset. 
I think that, with the various testing schedule that we have 

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CONFIDENTIAL 

Page 2 - kk j^jj ^j^g iiangar and on the pad, the prime astronaut would never 

he able to handle this by himself. I think the backup is the 
only other man who knows the systems, overall, as well as 
the prljae. I think he's the man that the prime really relies 
on to help him to do all the various checkouts and tests, and 
has complete confidence in him. At the same time, of course, 
he's preparing himself to really know the systems for the 
following flight. I think that the backup has a very valuable 
role to play, particiaarly during pre-launch activities on 
the pad. It's also very comforting to know that the backup 
has been the last one in the cockpit on launch day, and 
gotten the cockpit all squared away and ready for you. You 
have eveiy assurance that it's really ready to go. 

2.2.3.4.17 Q. Were ycu provided with all necessary information during 
the pre flight period? 

A. I'm not sure what is meant by that question. 

2.2. 3. U. 18 Q. Comment as to the realism and value of the yaw demonstration 
device set up in the Saturn hangar. 

A. Very good. Excellent. I think that yaw is really even 
easier to pick up over the Earth than it is on the yaw 
demonstrator. But I think that they yaw demonstrator is 
a very excellent device. 

2.2.3.5 Experiments 

2. 2. 3. 5 '2 Aeromedical Studies (Deferred to the aeromedical quest ion- 

naire) . 

2.2.3.5.3 Flashing Beacon Experiment 

2.2.3.5.3.2 Q. Were there any problems obtaining the desired deployment 

attitude? Comment on the attitude reference. 

A. Negative. I think it was very easy. 

2.2.3.5.3.3 Q. Were there any problems in acquiring your light for night 

sightings? For day? Difference? Compare the appearance 
of the flashing light with a sky background and with an 
Earth background. 

A. I never did see it on the day side and I didn't see it on 
the first night side. The real problem on the night side 
is when hou're pointed around, the small end of the space- 
craft toward the east. In order to acquire your 180' yaw 
point by star patterns, you have to move 50 minutes ahead 
on your star charts to see what kind of stju: pattern you're 
going to have. That's all you have to refer to on the night 
side whj.ch is not the easiest thing in the world to do. I 



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Page 2-45 



did find my star patterns all right and I feel that I was 
on 180° yaw on that first night side, but I just couldn't 
see the light. I don't know whether I could have heen off 
somewhat, or whether the light was not flashing. But, 
right at the beginning of the second night side, I saw what 
appeared to be the flashing light coming from below. I 
could see the Earth, then a band of stars that are clear, 
and then this thick haze layer which rings the Earth all 
above. The stars are dim through the haze layer, then the 
stars are bright again above that. As I looked down, 
against the clear Earth, I saw this solid light, which 
appeared to be slowly coming up in pitch with respect to 
me. My first thoxight, since it was around on the other 
side of the Earth was that somebody was launching something. 
I watched it and it was a steady light. I thought, "I 
wonder if that could be the little strobe light, with the 
strobes not flashing." I watched it and I thought, "Boy, 
that's sort of the same general pattern that it should have 
right about this period of time. It should be down below 
me, and it should be slowly coming up and gaining altitude 
in relation to me." As it came on up slightly, I watched 
it for just a minute. I took my eyes off of it and when I 
looked back it was strobing. You could see it very easily, 
both sky and Earth background. You could see a little 
better with the Earth as a background because there 're not 
any stars down there but it is distinctive even among the 
stars because it does have this strobing action. 



2.2.3.5.3.5 Q. VovO-d precise tracking of the flashing beacon present any 



problems? 

A Well, I don't think so. If the question is talking about 
the precise tracking down to plus or minus a half a degree 
or so, you will, perhaps, need a little more precise control 
system than we have now with variable proportional thrust in 
the very low orders of magnitude. But if you are talking 
about just keeping it lined up somewhere on a spacecraft 
window it would, not be a problem. 



I don't know, except from my position in the couch, I found 
that it was a little more difficult to view out the window 
than I had thought it would be. I kept having trouble getting 
my helmet back into the couch to get the proper attitude. 
It was not my hold-down straps because I had the new cinch- 
down straps that you can pull down after pressurized. I 
had these fairly loose. 



2.2.3.5.3.6 Q. Did operations in 
factors making si< 
pated? Explain. 




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Page 2 ' k6 

2.2.3.5.3.7 Q. 

A. 

2.2.3.5.3.8 Q. 
A. 

2.2.3.5.5 
2.2.3.5.5.2 ft. 

A. 

2.2.3.5.6 

A. 

2.2.3.5.7 
2.2.3.5.7.2 

A. 



2.2.3.5.7.3 Q. 

A. 



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The same energy could be used to produce a flash twice as 
bright one -half as often or a flash one -half as bright and 
twice as often? Would one of these be an improvement? 
Explain. 

Well, I think the flashing rate could be cut down. I think 
the brightness of it is very necessary. I would suggest 
fewer fliishes but brighter. 

When was the last time the flashing beacon was seen? 
The last side of the third night side after deployment. 
Ground Light Experiment 

Comment on the operation of the photometer and the standard 
light. 

There just isn't time, over any passage of a ground object, 
to take )iny photometer reading or any other kind of reading. 
All you can do is observe the ttadng. You're passing so 
rapidly over any object on the ground that to try to get 
any kind of a reading of it is ridictilous. 

Tethered Balloon Experiment 

No comments. 

Day Star Observations 

Were they any differences in the apparent brightness of 
the stars between day add night periods? 

Weil, when you're pointed away from the sun so that the 
sun is not impinging on the spacecraft window, either 
obliquel;r or directly, the sky is very dark. The sky is 
very, very dark, but is not as dark as it is on the night 
side. You cannot see as low an order of magnitude of 
stars on the day side as you can on the night side. Even 
when you're dark adapted, as I was a time or two, for view- 
ing on the day side. There's enough diffused light so that 
the sky is not as dark as it is on the day side. 

Could tbe> sunrise be detected by any means other than the 
suiaight entering the spacecraft window? 

Yes, prior to sunrise, you begin to get this bright blue 
band about a 180 degree quadrant around the esirth. You 
can see this band start out very narrow and then stetrt 
widening. The horizon is a blue, bright blue, band. It 



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Page 2 - h7 



looks almost like the Zodiacal light at first when you see 
it. It gets -brighter and -brighter and then just all of a 
sudden "Boom" the sun just comes right up. The sun is rather 
spread out as it starts up. So, you get this narrow hlue, 
■bright band prior to the real sunlight -beginning to come 
through. The slsy is still veiy dark, and you don't get any 
indication at all from the sky. 

2.2.3.5.8 Window Attenuation Evaluation 

2.2.3.5.8.1 Q. Was it possi-ble to obtain consistent photometer readings? 

A. The window attenuation evaluation I never did because I 

could not get the little calibrated light out of the desk. 
I struggled and swore at it, ripped and gouged and finally 
just said, "to heck with it," and left it right where it was. 
It was sitting down there between two little pieces of 
structure with the velcro fastening it on two sides, and 
I coiJLdn't get it out. 

2 2 3 5 8.2 Q. Were there any window problems, such as reflections or 

coatings, that hindered the various day or night sightings 
or photography experiments? 

A. I think that the smudge on the window that we've always 
known has been there for the last several flights was 
definitely hindering. When the sun catches an oblique 
angle on the window, it completely blanks the window out. 
If you have direct sunlight on it, it's not bad at all, 
but where the sunlight hits it obliquely, it looks just 
like the window has frost all over it. It looks like a 
canopy that's all frosted over. 

2 2 3.5.8.3 Q. Were there any observations of light flashes on the 

window which could have been caused by microraeteoroid 
impact? 



2.2.3.5.9 Dim Light Phenomenon Photographs 

2.2.3.5.9.2 Q. Describe and comment on the operation of the ASCS during 

this maneuver. Was the operation as predicted? 

A. Yes. 

2.2.3.5.9.3 Q. Comment on the Robot camera. 

A. It was easy to use. It worked perfectly well. 

2. 2. 3. 5. 9. U Q. Comment on the ability of the Mercuiy man-spacecraft system 
to obtain accurate time-exposure photographs. 

CONFIDENTIAL 



CONFIDENTIAL 

Page 2-1^ 

A. Well, It was made knows to the University of Minnesota . 

people that the spacecraft is going to be moving through, 
rather than orienting on, a fixed space object when taking 
timed photographs. They're going to get streaks on the 
film and they were willing to go with the experiment. 
It was added at a very late date with knowledge of what 
the system would and wouldn't do. 

2.2.3.5.9.5 Q. Were either the Zodical light or the air glow ever visible 

to you? If so, describe. 

A. I saw some air glow, and I saw the Zodiacal light. I also 
saw the haze layers that were described by Wally Schirra. 
I saw the Milky Way very loud and clear. The Magellanic 
clouds were loud and clear. Everything Just as I had heard 
of. The Zodiacal light was just like what I had thought 
it'd be. After the setting sun and before the rising s\in, 
you definitely get this glow for a considerable area along 
the ecliptic. You cannot always see it but I saw it several 
times. The Zodiacal light is another glow you get prior to 
sunrise other than the blue band as the sun comes around. 
It is a glow coming up along the ecliptic, rather faint 
light. You can see it quite clearly. 

2.2.3.5.9.6 Q. Were long periods of holding the camera tiresome? Explain. 
A. No. I" doesn't have any weight imder zero Gr. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 2-49 



2.2.3.5.11 Infrared Weather FhotographB 

2.2.3.5.11.2 Q. Are clouds visible at night with dark adapted eye under 

no -moon conditions? Uader partial moon conditions? 

A. Yes. If you're real dark adapted, you can see clouds 

under no -moon conditions. Lftider partial niDon conditions 
you can really see clouds. In fact, I even saw a lot of 
cities and towns down under cloud layers, that were 
shining up through the clouds. Some of these towns that 
I passed over in two different areas made real good yaw 
reference. One was over the Laos area, where I was all 
set up to acquire retroattitude when I first came out 
into the daylight. 

2.2.3.5.11.3 Q. Give general impressions of haze or dust layers. Note 

any apparent changes in horizon sharpness. 

A. Well, I saw "both the white haze layer and I saw this real 
high brown haze layer. The high brown haze layer I saw 
off the South American coast while facing east. It was 
to the east and out to the northeast. And it was veiy 
high above the Earth and above me. The white haze layer 
was probably 3 to 4 degrees above the Earth and was about 
5 to 8 degrees thick. It ran all the way around the Earth 
as far as you could see. It was there almost all the time 
at night. The horizon was always sharp. You had this haze 
layer, which was veiy deceiving, at times. As you came 
back onto it, you could see the haze layer and you could 
see a layer of clear stars and then the Earth. The horizon 
was always clear. 

2.2.3.5.11.4 Q. Locate inter-tropical convengence zone and note any vortices 

associated with the zone. 

A. There were a lot of real distinctive cyclonic actions going 
on and I took pictures of several of them. There were great 
bands of these real cyclonic swirls which are qvdte interest- 
ing. 

2.2.3.5.11.5 Q. Did the stars appear to change in color or brightness Just 

prior to occulation tsy the Earth? 

A. Well, they veiy definitely did when they went throiagh this 
haze layer. You'd see them clearly and then you'd see them 
dim out. Some of lesser magnitude would go completely out 
of sight and then you'd see them again when they'd come out 
of the haze layer before going down behind the Earth. 



CONFIDENTIAL 



CONFIDENTIAL 

Page 2-50 

2.2.3.5.11.6 Q. Estimate the maximum number of thunderstorms seen In 
the field of view during the day. During the night. 

A. I saw a lot of them both day and night. On the day side, 
it just depended on the angle you look and where they 
were. Ihe maximum that I ever saw at any one time was five 
or six. At night, I could see all kinds of lighting flashes 
and the funny thing of it Is I'd get static on tiy radio every 
time one of these lightings flashed. When it would flash, 
I'd immediately get static on the radio. Wot real loud or 
bothersome, but I could hear it. 

2.2.3.5.1^ Horizon Definition Photographs 

2.2.3.5.14.2 Q. Were there any departures from the intended progr-m of 

this experiment that were not noted during the flight? 

A. I did not do the ASCS portion of one whole path to the 
rear horizon since I didn't have on ASCS at this point. 

2.2.3.5.1U.3 Q. Comment on the use of the Hasselblad camera. 

A. Excellent. No problem at all. 

2.2.3.5.15 TV Can^ra Operations 

2.2.3.5.15.3 Q. What wer2 the advantages In having the TV system onboard 

the spacecraft? Disadvantages? 

A. I could see no real advantages to the pilot in having it 
onboard. If the thing had worked correctly, it would have 
been nico to have been able to shoot out the window at some 
of these fantastic views you see around Florida and around 
CSQ to show the ground what you're seeing. That would have 
been the biggest advantage of it. I gather, based on what 
limited information I have now, that we got one or two 
successful pictures of this type, but the camera is hard 
to use where it was located. It's veiy difficult to get 
out of tlie bracket. You have to plan aliead quite a ways 
to start getting it out of the bracket and there's no place 
you can put it if you want to use anything else while it is 
out. You could fly the spacecraft with the TV camera out. 
I flew it on manual piroportlonal or fly-by-wire several times 
to establish a veiy slight change in attitude while I was 
using the camera. No problem there, but you can't use 
another camera, for instance, while you're using the TV 
camera. There's nowhere to put the big, bulky rascal, and 
you've got to take that 6 inch lens off prior to storing it 
back in the bracket. Which is a raess. You have to take it 
off, put it somewhere, then get the 1 inch lens, put it back 
on the camera, then stow the camera, and then stow the 6 inch 
lens. 



CONFIDENTIAL 



CONFIDENTIAL 

Page 2-51 

2. 2. 3. 5. 15. U Q. Was the TV camera easily handled and maneuvered? Were 
the attachments easily handled? Explain. 

A. The attachments vere easy enough to handle, hut the 
TV camera was difficult to use where it was located 
and really quite burdensome. The cable on the camera, 
incidentally, worked out well. The way the cable was 
rigged, it was well out of the way of the control stick. 
But you kept knocking the control stick all over the 
place everytime you reached over to get the TV camera 
or to put it back in place. So I always powered every- 
thing down before I ever noved the TV camera. 

2.2.3.5.15.5 Q. Describe and comment on the air-ground coordination 
required for the operation of the TV system. 

A. It didn't seem to be difficult at all. However, I didn't 
seem to get any information as to whether they were really 
getting anything down on the ground or not, which I siospect 
they weren't half of the time. Numberous times they told 
me they weren't. 

2.2.3.5.16 Miscellaneous 

2.2.3.5.16.1 Q. Comment on your subjective feeling of motion in relation- 
ship to control mode: i.e., ASCS and free drift. 

A. Well, the operating bands of the auto control appeared to 
be wldsr than I thou^t they woiad have been. You're Just 
sort of "slopping" along between these bands on all three 
axes. It does not hold a real precise attitude. I knew 
it didn't by the figures, but it didn't dawn on me how 
much these attitudes would show up visually. You get 
used to it and it was no problem, but it was very de- 
finitely off in all three axes. You varied within an 
11 -| degree band in yaw. Sometimes it varied right out 
to the full extent of the band. I never got any thruster 
activity other than low thrusters. I never got into any 
high thrusters at all. In free drift, you generally have 
a lot more motion than you do in ASCS. When I was in free 
drift, I deliberately put about 2 to 3 degrees per second 
rate in on yaw, one time, and on roll another time, and then 
ttiraed the control system off. I was already powered down 
and just "let her rip." I felt nothing at all. If I coxild 
have shut off rt^ vls\ial cues, I'd never know that I had. any 
motion or any rate at all. While I was doing this, I took 
the Hasselblad camera out one time and sat it in front of me 
to see if it would go anywhere. It didn't. I was powered 
down with no fan power at this time and there was no air 
ciirrent inside the spacecraft. Objects that I had sat out 
there would sit right there. They did not sit there when 
you have the fans on. 



CONFIDENTIAL 



CONFIDENTIAL 

Q.* When you were in ASCS, could you feel the thrusters fire? 

A. No, not the low thinisters. You can't hear them or feel 
them at all. On the night side, where I was contixjlllng 
on fly-ly-wire low or on manual pTOportional, using just 
the low portion of the thrust, I could actually see each 
and evejy thruster fire. I could see the flams and sparks 
flying ciut of the thrusters. 

2.2.3.5.16.2 Q. What wei-e your impressions of your vehicle attitude upon 
waking? 

A. I found that you could "care less" what attitude it's in. 
There never was any douht in my mind, right from the very- 
start, that any time I wanted to, I could roll, pitch, or 
yaw until I found the Earth. Then I could "plunk" her right 
down to find yaw and "Boom", I was oriented. I found that 
you could see yaw at the 90 degree yaw point. The Earth is 
streaming past you Mgger than "heck" and it's just no effort 
at all to yaw right on around and line up. 

2.2.k RETROSEQJENCE AM) BETROFIRE 

2.2.4.1 Procedu^ss 

2.2.4.1.3 Q. Were the check lists for retrosequence and retrofire 
adequate? Suggestions for improvement? 

A. Yes, they were fine, although we had to modiiy them 
slightly,, due to all the various itraes that occurred 
previous:^. 

2.2.5 REEHTTQf 
2.2.5.1 Procedure : s 

2.2.5.1.3 Q. Comment on the reentiy checklists provided. Suggestions 
for iniprcvement? 

A. Fine. No suggestions, 

2.2.6 ^SCEHT AND MNDINQ 
2.2.6.1 Procedure s 

2.2.6.1.2 Q. Comment oa the checklists provided for descent and landing 
Suggestions for improvement? 

A. None. Just right. 



■^Questions added during the debriefing. 

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Page 2-53 



2.2.7 EECOVERC 
2.2.7A Training 

2.2.7A.3 Q. Were the egress and recovery procedures clearly understood 
and defined between yourself ajad recoveiy forces? 



A. Yes. 

Q.* Do you have any concluding remarks. 

A. No, I don't "believe I have any concluding statement, 

other that the fact that, I think that the training that 
we've had has "been veiy adequate. I felt that I was very 
well prepared for the whole flight. I felt that in one 
or two areas as I've mentioned in here, perhaps, we've 
had to go through a little too much training. Again, it's 
not fair to the pilot making the flight to make a lot of 
late procedural or hardware changes. If we're going to 
have to hold this down to a real minimum. In fairness, 
on this tin can bit, since that's one of the things I'm 
talking about, I think that system is going to work. I 
honestly do. I was very furious and dead set against the 
system, but I honestly believe that it's going to make a 
real livable s\iit circuit. Possibly be one of the things 
that will make it a more satisfactory suit circuit. There's 
no doubt about it, it really separates the water. 



* Questions added during the debriefing. 

CONFIDENTIAL 



CONFroENTTAL 



Page 3-1 



3.0 COMMUm CATIONS 

3.1 IHTROHJCTION 

The following is a transcript of the MA-9 flight commuQications 
derived from "both the spacecraft onboard recordings and the Mercury 
network station recordings to form a single text. This is, therefore, 
a con^Jlete transcript of the air-to-ground and ground-to-air connmmica- 
tions during station passages, and inflight comments made by the pilot 
while between stations. A few non-flight -related transmissions and 
an occasional repetitive word or partial sentence were removed by the 
astronauts and the editors where clarity could be improved. Instances 
of this type are noted by an asterisk at the start of the transmission 
that was altered. Where a vhole transmission has been deleted due to 
lack of confirmation or non-flight-relationship, the asterisk will 
appear where the transmission was removed. The text is otherwise 
verbatim. 

The format used for presentation is as follows: the first column, 
at the left, contains the capsule elapsed time (c.e.t.) from liftoff 
in hours, minutes, and seconds, at which each communication was initiated. 
The second column identifies the communicator, and the third column 
contains the text of the communication. The station in communication 
with the astronaut is designated at the initiation of communications. 
Where no station contact is made through a complete orbited, pass the 
text is headed with the orbital pass nijmber only. In addition, each 
page contains, below the page number, the station or stations and 
orbital pass number transcription contained on that page. 

The c.e.t. was reduced from the recording of the spacecraft clock 
commutated time segments on both the onboard tape and the network 
station tapes. These c.e.t. times are accurate to +0.8 seconds. Timing 
of a few communications was not obtained due to either weak, noisy 
signals on the network tapes, or to short sampling of onboard commutated 
time segments caused by commutator sanipling interruptions when the 
pilot was recording while in the VOX-record, programmed mode and paused 
longer than 1/2 second. When timing was not obtained for either of 
these reasons, the first column will contain the notation "Unreadable" 
for that communication. 

The communicators listed in column two are identified as follows: 

P - Pilot 

CC - Spacecraft communicator at the range station. 
SY - Systems monitor at the range station. 
F - Flight director at Mercury Control Center. 



Rl - Primary recoveiy Helicopter pilot. 

CONFIDENTIAL 



Page 3 - 2 CONFIDENTIAL 



R2 - Bacliiip recovery Helicopter pilot. 
Stony - Launch complex Ik bloclsliouse comnmnicator. 



At various times throughout the flight, the pilot or network 
station conmiunicator woTild indicate a precise time, event, or action 
by the use of a significant work, such as "MARK", or "NOW". The 
transcript editors also selected a few significant words or events 
for timing. The timing of these words or events was accomplished 
by the same process as was used to determine the c.e.t. times for 
column one, and is indicated by the time enclosed in parentheses 
followed by the superscript T. 

Within the text, a series of dots is used to designate communica- 
tions, or portions of communications which could not be deciphered. 
A single dash indicates a pause during a communication. Information 
contained within unmarked parentheses indicates editorial Insertions 
for clarity as an aid to the non- systems -oriented reader. 



CONFIDENTIAL 



CONFIDENTIAL page 3 - 3 

GNV-l 

3.2 TRAJtSCRIPT 
CAPE CANAVERAL 





stony 


10, 9, 0, (, D, 5, J) £Lf Xf >J. 


00 00 01 


cc 


Lift off. 


00 00 02 


p 


Roger* I lifiive a lift-off sind. the clock is 
operating. 


00 00 05 


cc 


Roger, clock. 


00 00 07 


p 


Sigma Seven, Faith Seven on the way. 


00 00 l4 


p 


Standing hy to st8u:t the backup clock. 


00 00 16 


cc 


Roger. 


00 00 18 


cc 


3, 2, 1, MARK. (00 00 20)^ 


00 00 23 


p 


Roger. And the backup clock is running. 


00 00 25 


cc 


Roger. You look good here, Gtordo. 


00 00 27 


p 


Roger. Feels good buddy. 


00 00 29 


cc 


Good Sport. 


00 00 31 


p 


Thirty seconds, and fuel is go. Oxygen is go. 
Cabin pressure on the top peg. Altimeter 
is working. 


00 00 38 


cc 


Roger. You're looking beautiful. 


00 00 


p 


What an afterburner. 


00 00 51 


cc 


That's a beauty. And your clock's are in sync 


00 01 01 


p 


One minute, and fuel is go. Oxygen is go. 
Cabin pressure 10 psi on schedule. All 
systems go. 


00 01 09 


cc 


Roger. We have a good go here, and pitch 50 
(degrees) . 


00 01 29 


cc 


Still looks go. 



CONFIDENTIAL 



Page 3 - 




P AlVirTTl iriVTT A I 

ijViir luijjni I lALi 


CNV-1 






00 01 30 


P 


Roger. 1 minute 30 seconds. Fuel is go. 
Oxygen is go. Cabin pressure is 6 psi. 


00 01 37 


cc 


Roger. Pitch 32 (degrees), looks good. 




p 


Roger. The siin is coming in the vlndow now. 


UU Ul »K> 


cc 


Roger. Standing by for your BECO. 


00 01 50 


p 


Roger . 


00 01 58 


p 


Running pretty smooth now. 


00 01 59 


cc 


Good show. 


00 02 02 


p 


Two minutes. Standing by on BECO. 


00 02 03 


cc 


Roger. Time out good. 


00 02 Ik 


p 


Roger. Have BECO. 


00 02 15 
00 02 22 


cc 

p 


Roger. Your BECO. - Confirm staging. 

* (Undetermined transmission omitted.) 
And you can feel the staging - waiting on tower. 


00 02 27 


cc 


Very good on BECO time. SECO should be nominal. 


00 02 29 


p 


Roger. 


00 02 38 


p 


And there goes the tower. Does she take off.' 




cc 


Roger. Confirm your tower. 


00 02 ^3 




Roger. Retro Jettison switch to off. 


00 02 45 


cc 


Retrojettison switch off. 


00 02 55 


p 


*Okay. Fuel is go. Oxygen is go. Cabin pressure 
sealed at 5.6 (psi) and holding. 


00 03 03 


cc 


Roger. Sealed on 5«6 (psi) and holding. Very 
good. Pitch -k (degrees). 


00 03 10 


p 


Roger. I agree on pitch. 


00 03 12 


cc 


You look real pretty here. 


00 03 1^ 


p 


She felt real pretty. 

* (Non-flight -related trajasmission omitted.) 



CONFroENTIAL 



CONFIDENTIAL Page 3 - 5 

CNV-l 



00 03 2k 


p 


All electrical is go. Pressure is go. Oxygen 
is go. Signifl f Faitli Seven is al.1 go. 


00 03 3^ 


cc 


We have a full go here for you, Gordo. 


00 03 36 


p 


Roger. 


00 03 38 


cc 


This is Sigma Seven down here, buddy. 


00 03 ^ 


p 


That's what I said. Sigma, Faith Seven is go. 


00 03 ^ 


cc 


Roger, Faith Seven. 


00 oJ+ 00 


p 


Four minutes, and fuel is still go. Oxygen go. 
Pressure holding. All systems look good. 


00 o'*^ 08 


cc 


Roger. Your pitch indication is -k (degrees), 
we concur. 


00 01+ 11 


p 


Roger. 


00 oh 13 


cc 


Trajectory looks real good, Gordo. I'll give 
you a mark on 0.8 (v/Vr) . 


00 ok IT 


p 


Roger. 


00 ok 32 


p 


Four plus 30 (seconds). All systems still go. 


00 ok 35 


cc 


Roger. We're still go here. Coming up on 
0.8 (V/Vr). Standby. 


00 ok 38 


p 


Roger . 


00 0^ ^ 


cc 


We have 0.8 V/Vr. 


00 0^ k2 


p 


Good deal. 


00 ok kQ 


cc 


You have a real sweet trajectory, Gordo. 


00 04 50 


p 


Excellent. 


00 04 58 


cc 


Go. 


00 04 59 


p 


Roger. 


00 05 04 


p 


Roger. I have SECO, Sep Cap. - Going to 



CONFIDENTIAL 



Page 3-6 




CONFIDENTIAL 


CNV-1 






00 05 09 


cc 


Right in there, baby. 


00 05 12 


p 


Have Sep Cap Green. SECO. I'm on Aux Damp. 
— Going fly-by -wire • 


00 05 2h 


p 


Everything is green here. 


00 05 30 


cc 


Seven, we're right smack dab in the middle of 


00 05 3k 


p 


Say again . 


00 05 35 




Smack dab in the middle of the go plot. Beautil 


00 05 


cc 


Seven. Your turnaround looks beautiful. 


00 05 hj 


p 


Roger. She's yawing around very nicely. What 
a view. Boy, oh boy.' 


00 05 59 




And there's th& booster. 


OCi n/^ f)3 
^J\J \ju V3 




Real pretty. 


rir\ n)i 
uu uo 




Boy, oh boy, is it ever close, too. 


(v> aA 
(JU UO UO 


cc 


Fun, isn't it? 


00 06 10 






00 06 l8 


p 


Fly-by-wlre is working Just like advertised. 


00 06 21 


cc 


*We have good indications on systems here. You 
did a real good job of it. 


00 o6 1^4 


p 


Booster is still smoking. It looks silver. 


00 o6 U8 


cc 




00 07 o6 


cc 


Hello* Caps Cap Com. 


00 07 17 




Faith Seven, Cape Cap Com. Seven, Cape Cap Com. 


00 07 19 




I'm in retroattitude or in orbit attitude. 


00 07 23 


cc 


Faith Seven, Cape Cap Com, How do you read? 


00 07 25 


p 


Roger, Cape Cap Com. Faith Seven reading you 



loud and clear. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-7 
CNV-1 



00 07 29 


cc 


Roger. You're on Bermida relay, and you're 
coming in real sweet and everything looks 
perfect here. 


fv\ rsT "31 
UU O/^ 




Roger. Looks mighty good here. Booster is 
really in sight. 


00 07 37 


cc 


Very good. What color is she? 


00 07 39 


p 


*Silver. Silvery as can be with a white frosty 
hand right around the middle . 


00 07 ^5 




Roger • Uhde r s t and . 


00 07 53 


cc 


Faith Seven, this is Cape. Your 1-Alpha {con- 
tingency recovery area retrosequence) time 
is nominal. 


00 07 57 


p 


Roger. Thsuak you. 


00 08 05 


p 


Yaw shows up very well. 


00 08 07 


cc 


Roger. Are you ready to copy (recovery area) 
i2-l (retrosequence) time? 


00 08 10 


p 


Negative. Standby and let me get on auto here. 


00 08 35 


p 


Going to auto control. 


00 08 37 


cc 


Roger. How is she hitting in auto? 


ri/\ r^A "30 
CXJ (JO 




Roger. No QUiver at all on the rates. I'm 
in auto. She seems to be holding so far. 


00 o8 i*.5 


cc 


Very good. Let me know when you're ready for 


00 08 1*8 


p 


Roger. 


00 08 51 


cc 


Pretty nice equipment;, isn't it? 


00 08 54 


p 


Very nice. 


00 09 00 


cc 


Faith Seven, Cape. We had a cabin (heat exchanger) 
dome (temperattire) of 65 (degrees) at Bermuda. 


00 09 08 


p 


Roger. I have a cabin dome of 65 (degrees) and 



a siiit dome of about 64 (degrees). 



CONFIDENTIAL 



CONFIDENTIAL 



Roger. 

I'm increasing flow very slightly. 

Roger. You're increasing flow slightly. 

I'll give you your 2-1 (recovery area retro- 
sequence) time, and you can write it later. 
It's 01+ 27 + 52. Over. 

Roger. 01 27 52. 

Roger. And (contingency recovery area) 1-Alpha 
(retrosequence time) is nominal. Have a 
good ride, boy. 

Thank you, buddy. 

Roger. My Tg+ Bl'+.S lights have gone out. 
Squib switch to off. 

(A dome tempe^at^ire warning tone occiirs at 
00 11 00)T 

And the booster is still following me along 
at 12 minutes seconds. It's coming down 
into the bottom of the window. ASCS is 
working nicely. It is diverging (drifting) 
off, to the 11 degrees - . 

*Seems to be correcting properly. I have both 
suit and cabin dome temps on bottom peg. 
I'm going back to my initial setting. 

*(lTon- flight -related transmission omitted.) 

GAMARY ISIAHDS 



Faith Seven. Faith Seven, this is Canary Cap 
Com. We have T/m solid. We would like a 
temperature readout, ot^fsegment is very 
low. That's dome temperature. Faith Seven, 
suit dome. 

Roger, Canary Cap Com. Faith Seven reading 
you loud and clear. What temperatxires 
would you like? Over. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-9 



CYI-1 

I would like a readout of suit (heat exchanger) 
dome temperature. Over. 

Roger. My suit dome temp warnliig light is on. 
I have gone back to my initial suit setting. 
My cahin done was on, and I have gone hack 
to my initial setting on it. Cabin dome 
temperature is nominal. About 52 degrees. 
Suit dome is still setting down rather low. 
I think it is ccming back up though. Over. 

* Roger. Understand. I have a message from the 
Cape. (Contingency recovery) Area 1-Bravo 
(retro sequence time) is nominaJL. Yoiir apogee 
is ikh.S (nautical miles). You will have 
no problems with nighttime. Also the Cape 
would like a blood pressure at this time. 
They missed it at Bermuda. Over. 

Roger. Sending you blood pressure now. 

Canary Cap Com. 

This is Canary Cap Com. Have you started your 
Tg 5 second check? Over. 

I'm getting ready to start it right now. 

Roger. 

This is Canary Cap Com. Would you confirm 
your l6 millimeter camera is off? Over. 

Roger. l6 millimeter camera is off. 

Roger. 

This is Canary Cap Com. Could you give us 
another readout on suit dome temp. We 
have lost T/M on that segment. Over, 

Roger. Suit dome temp is slowly coming up 

here. It's still reading about kO (degrees), 
but it's easing back up now. 

Roger. 

We are having T/M LOS. Coiild you give us a 
reading on cabin dome. It's going back 
down at LOS here. 



CONFIDENTIAL 



rS-QS J - IX) 




CONFIDENTIAL 








00 21 U 


p 


Roger. At 50 (degrees), cabin dome. 


00 21 53 


cc 


Faith Seven, this is Canary Cap Com. Do you 
read? Over . 


00 21 58 


p 


Roger, Canary, Faith Seven. Still reading you- 


00 22 11 


cc 


Faith Seven, this is Canary Cap Com. Do you 
read? Over. 

KANO 


00 22 l6 


cc 


Faith Seven, this is Kano Cap Com. We have 
T/M solid. We request the suit dome tempers 
ture reading. We have no reading on the 
ground. Over. 


00 22 28 


p 


Roger, Kano Cap Com. I have about k2 degrees. 
The suit dome temp is easing back up now. 
Over. 


00 22 36 


cc 


Roger. You are k2 degrees. 


00 22 39 


p 


That is affirm. 


00 22 


cc 


Kano, Roger. 


00 22 


cc 


Faith Seven, this is Kano Cap Com* We have an 
indication that your TV is still on. Will 
you confirm? Over. 


00 22 58 


p 


TV is off now. 




cc 


Kano, Roger. 


00 23 09 


p 


Thank you. 


00 23 13 


cc 


We request a cabin dome temperature reading. 
Over. 


00 23 21 




Roger. Cabin dome temp is bouncing around a 
little. It now reads k2 (degrees). I've 
decreased ray setting here slightly on it. 


00 23 35 


cc 


Kano, Roger. We're reading 1*0 (degrees) on 



the ground. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-11 
KNO-ZZB-1 



Faith Seven. Give us smother cabin dome tempera- 
ture, please. 

Roger. Cabin dome temperature is degrees. 

Please give us svdt dome. 

Roger. Suit dome is 1|0 (degrees). I have 
decreased my setting a little more to ease 
it on up. Over. 

*Thank you. What is your present setting? 

Roger. I am down below my nominal setting now. 

Roger. 

Faith Seven. We had a roll scanner ignore. 
Are you orienting the capsule at all. Over. 

Negative. 

Roger . 



ZAHZIBAR 



Faith Seven, Faith Seven, this is Zanzibar 
Cap Com. How do you read? 

Roger, Zanzibar. Reading you loud and clear. 
Faith Seven here. 

Faith Seven. Our telemetry on the ground looks 
like you have a very good capsule at this 
time. We would like to confirm the sviit 
dome temperature, however. 

Roger. The suit dome temperature is still down 
low. I'm easing trp on it. 

We're reading approximately Uo degrees on the 
groTind. 

Roger. I'm indicating about h2 (degrees) here 
and I have decreased ay setting. It should 
be coming up momentarily. 



CONFIDENTIAL 



Page 3 - 12 CONFIDENTIAL 

ZZB-l 

00 31 27 CC Co\ild you give me auto fuel, manual fuel, and 

oxygen reaadings? 

00 31 32 P Roger. Auto is still 101 (percent). Manual is 

102 (percent) . Oxygen is 196 (percent) on 
primary and 100 (percent) on secondary. 

00 31 CC Roger. 

00 32 20 CC Faith Seven, Zanzibar Cap Com. 

00 32 24 P Gk> ahead, Zanzibar. 

00 32 25 CC *We Just had a report from the Cape. Based on 

Smithsonian 2, you have approximately 20 over 
25 orbits. This gives you approximately 3 
times as much on imsre conservative estimates. 

00 32 U5 P Roger. I understand I have at least 25 then. 

Is that affirm? 

00 32 51 CC Faith Seven. Zanzibar Cap Com. 

00 32 55 P Go ahead, Zanzibar. Faith Seven. 

00 32 58 CC Have you confirmed your Tg4- 5 check., and that 

the TV is off? 

00 33 03 P That is affirm. TV is off. I have confirmed 

my Tg+ 5 second check. 

00 33 10 CC Roger, 

00 33 26 CC Faith Seven, Zanzibar Cap Com. 

00 33 28 P Go ahead Zanzibar, Faith Seven. 

00 33 31 CC We've had a slight rise on both cabin and s\iit 

dome temperature. 

00 33 39 P Roger. I have a cabin (heat exchanger) dome 

(temperatxire) up to 60 (degrees). Suit 
(heat exchanger) dome is still about U2 
(degrees). Over. 

00 33 U5 CC Cabin dcaae 60 (degrees). Suit dome temp k2 

(degrees) . 



CONFIDENTIAL 



CONFIDENTIAL page 3 - 13 

ZZB-l 



00 33 '♦fi 




Tlia.'t ' s cif f ii^a 


00 33 51 


cc 


Roger. You received (contigency recovery area) 
'tha't 1-B (retro segue nee time) was nominal- 
Is that correct? 


00 33 52 


p 


Roger. Understand it is nominal. 


00 33 56 


cc 


Okay, do you have anything else for this time 
for us? 


00 3^ 02 


p 


Negative. Hot this trip, I don't helieve. 


rv\ o)t r\t^ 
00 j**^ Up 




Please repeat • 


00 3^ 0*7 




Negative. Kot this time. 


"^li AO 

00 j4 uy 




Roger. We'll leave you alone then. 


00 3^ 11 


p 


Roger. Thank you. 


00 36 1^6 


cc 


Zanzibar Cap Com. Do you read? 


00 36 I48 


p 


Roger. 


00 36 50 


cc 


Negative. We had a small problem on T/M on the 
ground. What is your ASCS bus reading? 


00 36 59 




ASCS bus reading 121 (volts) . 


00 37 02 


cc 


We confirm. We had a small T/M problem. 


00 37 05 


p 




00 37 06 


cc 


Zanzibar, out. 


00 37 30 


cc 


Faith Seven, Zanzibar Cap Com. Hov about 

giving me a suit and dome right now. It'll 
be LOS time. 


00 37 36 


p 


Roger. Suit dome is about 1^5 degrees. Cabin 
dome is about 6l degrees* 


00 37 ^3 


cc 


Roger. Thank you very much. See you next time. 


00 37 ^ 


p 


Roger. Will do. 


00 38 35 


p 


Okay. I finally have my dome temps - fairly good 



CONFIDENTIAL 



CONFIDENTIAL 



(cont'd) handle on them. I have about 62 (degrees) 
on the cabin dome. I have approximately 

(degrees) on the suit dome. These tempera- 
tures have taken a setting of 2.0 (comfort 
control valve setting) on the suit and about 
3.8 (comfort control valve setting) on the 
cabin. I have checked my control systems out. 
Manual proportional is operational. It is 
very sloppy compared to fly-by-wire low. - 
The sun is very hot coming in the window. 
I have the sun directly in the window. I 
have from fairly midway through the launch. 
I^st It at the top of the trajectory. And 
then picked it up again when I yawed back 
around to orbit attitude. 

ify cabin pressure has slowly dropped to the 
advertised value of 5.2 (psia) and appears 
to be holding. My suit dome has dropped 
down again now to about k2 (degrees) and 
seems to be oscillating about this point 
area. Body temperature is good, not quite 
as cool as I would prefer, but good. Ity 
suit inlet temperature indicates 6o degrees 
however, so the sun is probably the biggest 
factor heating me up. I have drunk some 
water. 

Time for my short status report. }ty N2 low 
pressures, auto is h73 (psi), manual is 
about k80 (psi), B-nut temperatures. Betro 
temp 60 degrees. Pitch down 85 (degrees), 
pitch up 8h (degrees). Yaw left 78 (degrees), 
yaw right 89 (degrees). Roll counterclock- 
wise 90 (degrees), roll clockwise 90 (degrees). 

Peroxide reserve tank temperature 68 (degrees). 
Peroxide manual tank temp 69 (degrees). 
Peroxide auto fuel tank temp - is 72 (degrees). 

Isolated bus voltage is 28 (volts). 

*Flrst night side and I have a bright blue band. 
A thick diffused band of blue color. A 
bright blue band. The sun is spread out very 
widely. It's setting now. And there it goes. 
A very bright blue band all the way around 
the esirth. 



CONFIDENTIAL 



CONFIDENTIAL page 3 - 15 

ZZB-MUC-l 



00 03 


P 


CaptTired another washer. That's my second one. 


00 h3 16 
00 hi Ih 


P 
P 


*I believe I have the dome temps somewhat under 
control now. - My face plate is open. 
Cabin air is indicating 100 degrees. - Suit 
inlet temp is 6o degrees. - Dome temperature 
has stabilized pretty well. - There is a very 
pronotmced band - a bright blue band aroxind 
the earth. ASCS is holding attitude very well 
on this night side. 

*( Non-flight -related transmission omitted.) 
Taking my pilot light out, NOW (00 kl 15) 
- very good. 


00 1+7 ^3 


P 


Turning my warning lights to off - to dim. 


00 58 


P 


about • I can see the stars down in it. But 
it is - up and around the earth - to a nmher 
of decrees* It is several degrees thicK^ 
perhaps 12 to 15 degrees thick. I can see 
the stars above it, I can see the stars down 
in it. 


00 1*6 35 


P 


*1 have seen several lightning flashes on the 
earth, now. I see them on the earth, now. 


00 k9 19 


P 


*Vater squeezers are working. 


00 1+9 53 


P 


Closing my face plate. 


00 50 05 


P 


And there is Orion, Betelguese. What a beautiful 
night tonight. 

MUCHEA 


00 51 02 


CC 


Faith Seven, Faith Seven, Muchea Cap Com. Over. 


00 51 06 


p 


Roger, Muchea Cap Com, Faith Seven. 


00 51 10 


cc 


Roger. Reading you loud and clear. 


00 51 11 


p 


Roger. Likewise here. How are things down there? 


00 51 12 


cc 


Very fine, very fine. 



CONFIDENTIAL 



Page 3-16 
MUC-1 

00 51 16 

00 51 21 

00 51 26 
00 51 29 

00 51 33 
00 51 hi 
00 52 01 

00 52 17 

00 52 25 

00 52 26 

00 52 36 
00 52 38 
00 52 lf5 

00 52 58 

00 53 02 
00 53 07 

00 53 25 



CONFIDEN^OAL 



P Roger. 

P You appear to be having a little lightning and 

thunderstorms down there. 

CC Looks clear from here, 

P Roger. Back out to the west of you there are 

some. 

CC Aeromed is stsuiding by for your blood pressure. 

P Roger. Blood pressure coining now. 

CC Faith Seven. How does your cabin dome and siilt 

dome temp look now. 

P Roger. I was waiting until the blood pressure 

got finished there. 

CC How does your suit and cabin (heat exchanger) 

dome (temperature) look now? 

P *Roger. My cabin dome and suit dome have been 

fluctuating somewhat. 

CC StEindby for emergency voice check. 

P Roger. 

CC This is Muchea Cap Com^ transmitting on emergency 

voice for a short count. 1, 2, 3, k, 5, 5, 
k, 3, 2, 1. Do you copy? 

P Roger, Muchea Cap Com. Reading you loud and 

clear on emergency voice. 

CC Roger. 

P Roger. On these dome temps, I have decreased 

my setting again. And my cabin dome is 
running about k8 degrees. Vty suit dome is 
back on the bottom, 1+0 degrees now. I've 
decreased it, it should be coming back up 
momentarily, 

CC Roger. Standby for an astro alarm check. 



CONFroENTIAL 



CONFIDENTIAL Page 3 - 17 

MUC-l 



00 53 31 


p 


Roger, 


00 53 3^^ 


cc 


Command is on the way. (Command tone occurs at 
00 53 35)"^ 


00 53 36 


p 


Roger. I have retro reset light aJid the tone. 


00 53 ho 


cc 


Roger. 


00 53 56 


CC 


Faith Seven, would you give me a reading on 
your cabin temperature please. 


00 5^ 00 


P 


Roger. Cabin temperature is running 100 degrees. 


00 5^ ok 


CC 


Roger. 


00 5k 12 


CC 


Faith Seven. Perth has their lights on tonight, 
you might look for them and see if they're 
visible . 


00 5^ 19 


p 


Roger. 


00 5^ 21 


cc 


They should be just slightly off to the right 
of your flight path. 


00 5k 27 


p 


Roger. I'll watch for them. 


00 5k 28 


cc 


Roger . 


00 55 03 


p 


Roger. I have the lights of Perth in sight. 
Loud and clear. 


00 55 08 


cc 


Roger, Faith Seven. People here will be glad 
to hear that. 


00 55 11 


p 


Roger. Looks good. 


00 55 23 


p 


Looks like the refinery down to the south is 
burning again too. 


r\r\ on 




^inaXi s ai J imkiX/i V c * 


00 55 29 


p 


Roger. I can see that separately. 


00 55 32 


cc 


Cape Flight would like to know how your ASCS 
is working now after selecting gyro slave. 


00 55 37 


p 


Roger. ASCS appears to be operating as advertised. 



CONFIDENTIAL 



Page 3-18 
MUC-1 

00 55 h2 CC 

00 55 52 CC 

00 55 56 P 

00 56 cc 

00 56 57 P 

00 57 00 CC 

00 57 03 P 

00 57 15 CC 

00 58 45 p 

01 ok 08 p 



01 05 18 P 



01 06 07 p 



CONFIDENTIAL 



Roger. 

This Is Muchea Cap Com. We have about 1 minute 
to XPS. 

Roger . 

Faith Seven, Muchea Cap Com. Could you give us 
your (comfort) control valve setting? 

Roger. I'll give you my heat exchanger dome 
temps here. 

Roger. 

Roger. I'm reading 52 degrees on cabin dome, 
and I'm reading kO degrees on suit. I have 
decreased suit again, slightly. And it should 
be coming up again. 

Roger. 

*This haze layer. I'm describing as light in 
color. It's a white haze, does not appear 
to have any color at all to it. 

I now have the suit coolant valve set to I.5, 
cabin valve set to lavinch mark, about 3.6, 
and cabin (dome teaiperature) reads 50 degrees 
and suit (doae temperature) is coming up 
slowly, now reads about ^5 degrees. Suit 
inlet temp is about 58 degrees. 

There is considerable cloud cover over the 
earth now. This haze layer is still up 
above that. I can see a dark hazy sky 
above the esLrth, and then this haze layer 
appears to be sitting - several degrees, 
it's hard to estimate the number of degrees 
above the earth. The stars are in the back- 
ground. The stars are above this haze layer, 
and they're quite clear, of course, above it. 

Long status report. B-nut temperature. Pitch 
down is 90 (degrees), pitch up is 85 (degrees). 
Yaw left is 82 (degrees), yaw right is 95 
(degrees). Roll counterclockwise is 92 (degrees). 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-19 



MUC-CTN-1 

cont'd) roll clockwise is 92 (degrees). Cabin 

outlet ho degrees. 25O inverter 110 degrees, 
150 inverter 112 degrees. - Standby inverter 
90 (degrees) . - Cabin temperature 102 
degrees. Suit temp 58 degrees. Heat exchanger 
dome temps, cabin is now 50 (degrees) . Suit 
is now k6 (degrees). 

I'm reading I8 asips on ctirrent. Main bus reads 
2k (volts), isolated (bus) 28 (volts), num- 
ber one battery 2k (volts), nximber two 
battery 2k (volts), number three battery 2k 
(volts), standby (battery) one 25 (volts), 
standby (battery) two 25 (volts), isolated 
(battery) 28 (volts). 

I'm now opening my face plate, - to take an 
oral temp. 



CAHTON 



Faith Seven, this is Canton Cap Com. Over. 

Faith Seven, we have a valid body temp. 

Roger, I'll talk to you then. Ha, hal Faith 
Seven here, reading you loud and clear. 

Roger. Would you give me a readout on your 
cabin heat exchanger dome temp, please. 

*Roger, staJQdby one second. Roger- Cabin 

heat exchanger dome temperature is 50 degrees, 
suit heat exchanger dome temp is 1+5 degrees. 
The suit inlet temperature is 58 degrees and 
cabin outlet temperatiire is about kO degrees. 

Understand k^, 

ko. 
ko. 

Seven, Canton. 

Go ahead Canton, Faith Seven. 

(Recovery) area 2-1 retro sequence time ll; 32 03. 
Over. 

CONFIDENTIAL 



Page 3-20 
CTN-1 
01 11 k9 
01 11 52 
01 11 3k 
01 12 25 

01 12 39 

01 12 45 
01 12 1+7 
01 13 02 

01 13 06 

01 18 01 

01 19 27 

01 20 52 
01 21 15 



01 22 02 
01 22 22 

01 23 01 

01 23 5*^ 



CONFIDENTIAL 



P Ih 32 03. Roger. 

CC Affirmative. 
P Roger. 

CC Seven, Caiiton. Yoxir c.e.t. (cepsule elapsed) 

time on the 2-1 retrosequence time is 
01 27 50. Over. 

P Roger. 01 27 50. That's on 2-1. Is that 

affirm? 

CC Affirmative. 

P Roger. 

CC *Seven, Canton, All readouts are in the green. 

P Roger, they all look green here, thank you. 

P *I have transferred the urine from the internal 

suit hag to the number one bag at this time. 

P Alpha and Beta Centauri. 

*( Non-flight -related transmission omitted.) 
P Sveet little baby. 

P *At this time I now have 1 hour and 21 minutes 

and I am observing John's fireflies drifting 
away from me. I can observe them, appear 
to be departing from the spacecraft and 
drifting out to the rear. I then can see 
some of them a considerable distance out to 
the rear. 

P The sun is coming up behind me, I'm beginning 

to get the glow on the clouds. 

P *The fireflies appear to be white, very whitish, 

almost a green, like real fireflies. 

P The clouds on the earth below are changing color 

are getting quite light. ' 

P *I am now on the day side, the sxin is not yet 

quite up and I am observing starg. The earth 



CONFIDENTIAL 



CONFroENTTAL Fage 3 - 21 

Cn-GYH-l 

P (coitt'd) Is light belov ms, tbe sun Is still behind 
ae, the sky looks dark abo^ me, and I can 
see stars very distinctly. 



01 2k hi 


P 


I BM decreasing cabin dome (coofort control 
valve setting) nov to about 3»k. 


01 27 13 


CC 


Faith Seven, Guaysas Cap Com. 


01 27 16 


P 


Roger, Ooayaas Cap Cob, Tilth Seven bere. 


01 27 19 


CC 


Hey, Gk>rdo, give me your heat exchanger outlet 
tenperatures please. 


01 27 2k 


P 


Roger. I^ve got 50 (degrees) on the cabin and 
50 (degrees) on the suit. 


01 27 31 


CC 


Roger. Are you comfortable? 


01 27 ^k 


P 


Roger. Just slightly vanaer than absolutely 
ideal, but veil vlthin a very confortable 
ranges Hy suit inlet teas>erattu:e Is 58 
degrees. Over. 


01 27 ^3 


CC 


Very good. Everything looks good down here. 
We give you a go for seven oore. 


01 27 k& 


CC 


We are giving you a go for seven orbits. 


01 27 51 


p 


Roger, for 30 hov nany? 


01 27 55 


CC 


As many as you vant. 


01 27 56 


p 


Ha, haJ Roger. 


01 27 56 


CC 


And Geaini sends you their regards. 


01 28 03 


p 


Roger. Thank you. 


01 28 08 


CC 


Will you give ne a short report? 


01 28 12 


p 


Roger. It's great. 


01 28 19 


CC 


That's good enough. 



CONFTOENTIAL 



CONFTOENTIAL 



It'« pretty hard to describe, but It realiy 
is. I 're seen the haze layer that Wally 
tal]Eed about, and I've seen John's fireflies, 
saw the li^ts of Perth, and It's been qjsLU 
a full nle^. Quite Impressive. Errerythlng 
appears very noninal on board here. 

How was the sunriseT 

^te impressive. 

Everything seems very nominal on board here. 

Sxcellent. 

Hov's the fishlngT 



CONFTOENTIAL 



CONFIDENTIAL 



Page 3-23 
CNV-2 



CAPS GAmVEmL 



01 33 50 CC ilaitii Seven^ Ca£.ii tep Ccan. 

01 33 52 P Roger, Cape Cap Caa. JUitn Sewc.-.» nare. 

01 33 55 CC Roger. You loolc real good. I'm going to 

send yoa a t/M cansuand. 

01 33 59 P Roger. 

01 3k 05 CC I will wait for ymr TV camera. 

01 3I1- 08 P Roger. 

01 31^ ih CC Gordo J caald yoa give me a readout on your 

H2O2 pressures, please? 

01 3k 20 P Pressxire? 

01 3k 22 CC Pressure. 

01 3!^ 23 P I bave k75 (psi) auto and I have 4^_(psi) 

in manual. 

01 3k 29 CC Roger. You're getting kind of chinsy on 

this fuel up there. 

01 3k 32 P Roger. PQI (fuel quantity indicator), I'm 

indicating 101 (percent ) on auto and 102 
(percent ) on manual. 

01 3k kX CC You son-of-^-gun, I haven't got anything to 

talk about. 

01 3k k2 P Ha, Ha, Ha.' 

01 3k k6 CC How's your HgO separator lights working? 

01 3k 51 P ^ine. They're just "beating their little 

hearts out every 10 minutes. 

01 35 00 Stony Faith Seven, this is Stony. Mayhe, maybe 

the Pai is stucJt. Why don't you try the 
hammer? 



CONFIDENTIAL 



Page 3 - 


24 


CONFIDENTIAL 


CrfV-2 






01 35 0? 


P 


Ha, Ha.' I'n save that for later. 
I m thinking of using the hammer 
on the dome teirrp, however. Qa 
the dorae temp light. 


01 35 20 


cc 


We're starting to pick a -nicturp im no^ 
lou look pretty casual. 


01 35 27 


]' 


Ch, I am. 


01 35 hi 


c:g 


Do you vant to do your KK experiment over 
us please? 


01 35 45 


!■ 


Roger. Opening the KX clamp. 


03 ^"^i 

37 jc. 


CC 


I^oger. 


01 36 h2 


P 


Roger. I'm getting ready to power down. 


01 36 1^6 


c: 


Roger. I would like to have ym open up 
your TV about one stop. 


01 36 51 


p 


Roger - Is that any better? - It's already 
vide open. 


01 37 08 


cc; 


Roger. I still see that fly on your nose. 


01 37 13 


p 


Ha, m., ml 


01 37 17 


cc 


Ckay, Gordo. I guess you can shut your 
power down. 


01 37 19 


p 


Roger. Going to fJy-by-wire low. On 
fly-by-wire low. 


01 37 22 


cc 


Roger. 




p 


Going to fJy-by-wire low. Going to gyros 
caged - and they caged Just as adver- 
tised. And ASCS a-c bus off. 


01 37 50 


cc 


Roger. Checking volts down, and amps down. 


01 37 5U 


p 


Roger. 


01 38 28 


p 


^Apparently the heat exchanger dome temps 
have stabilized pretty well now. 



CONFIDENTIAL 



CfWIDENTIAL 



Page 3-25 
CNV-2 



01 38 36 


CC 


Roger. It takes quite a while to get a 
grasp on it. 


01 38 38 


p 


Roger. 


01 38 k3 


CC 


Before LOS, don't forget your TV camera. 
We're still reading you very well now. 


01 38 50 


p 


Roger. 


01 39 01 


CC 


Tbe other item to check is your tape re- 
corder on program. 


01 39 05 


p 


Roger. Tape recorder going to program. 


01 39 08 


CC 


You are program. 


01 39 10 


p 


Are you still receiving the TV picture? 


01 39 13 


CC 


That's affirm. 


01 39 19 


p 


Roger. I'll hold. Turning it off for a 
moment. 


01 39 21 


CC 


Ckay. 


01 39 30 


p 


Mode select switches to off. 


01 39 33 


CC 


Roger. Mode off. 


01 39 35 


p 


Manual fuel is off. 


01 39 38 


CC 


Manual off. 


01 39 ^ 


CC 


Frank (Samcmski) says yoa can stop holding 
your hreath any time, and use some oxyg« 
if you'd like. 


01 39 ^9 


p 


Okay. - lou set such a good example, I've { 
to equal you here. 


01 kO 01 


CC 


Yeah, you son-of-a-gun. I'm still higher t 
faster but I have an idea yai're goona 1 
farther. 


01 ho 09 


p 


Al, what is my apogee height. 


01 1*0 15 


CC 


It's about ikS nautical. 



CONFTOENTIAL 



Page 3-26 
CNV-2 

01 ko 19 
01 ko 20 
01 40 22 
01 ko 2k 

01 ko 31 

01 ko 37 
01 ko ko 

01 ko 50 

01 i+0 54 

01 kl 02 

01 I4.1 09 
01 kl i+3 
01 i+1 k6 

01 41 49 
01 41 54 

01 42 03 



CONFIDENTIAL 



P Roger. 

CC You can kill your TV, Gordo. 

P Soger. 1/ off. 

CC Eoger. - ,\n.d put your C-band to ground 

ccmmand. 

P Roger. C -band's on grcamd ccsnmand. S-band's 

on groiind canmand. 

CC Roger. 

P Becorder on program^ I'm leaving telemetry on 

coat ini JUS. 

CC All of ou - monitors down here are overjqyed. 

Sverytiiing looks beautiful. 

P Very good Looks mighty good up here, too. 

CC There's L:tS on your T/^. Bermuda may have 

picked up^ but I don't think they'll 
discove r anything ve haven't. 

P Roger. 

CC Faith Seven. This is Sigma Seven. Do you read? 

P Roger. SJgma Seven, Faith Seven reading you 

loud ar.d clear. 

CC Roger. We have no messages for you. We'll 

let yot. have sane q.uiet time.' Save a 
good bell. 

P Roger. Ttank you. 

P Might tel. Bob Graham I've found a couple of 



those items that we were discussing. I 
;-a.n see the smudge layer on the window that 
Wally was discussing. It looiks Just like 
road grease splashed on a car. It also has 
spreckledy, streakedy dots on It, smudged in 
vith it. The smudge, the added smudges run 
length of the window. Closing my visor norw 
at 01 14 38. 



CONFIDENTIAL 



an -2 

CMAKI ISLifflDS 



Faith Seven, ihis la Canary Gap Com. We 
have rAl u.:.ViA^ all :.-3t::-^ lOok tbce^^ 



Ol'ifB 35 P Roger;, Ct^j.i,.y i:^;,; Ooa. I'm turning TV on 

here for y.jsi. 

01 h8 CC Roger. 

01 h8 P All systems ar^= g^reen here- 

01 k3 k8 CC Roger. Youi' (eontlngency recovery area) 

2 -Bravo ( retrosequence) time is nominal. 

01 48 52 P Roger. NomlLial, thank ^.^oiu 

01 50 19 CC Faith Seven, tlila is Canary Cap Com. We're 

having I/A LOS . 'iHii^n off your TV". Over, 

01 50 26 P TV control tj off. 

01 50 28 CC Roger. 

01 50 38 P Drifting iiov(_, I was lapolde down in roll 

attitude* Just passed over Canaries. 
Everything appears nominal. 

01 51 09 P I'm now receL- lng a Z and R Cal apparently 

from px'o^ram. 

01 52 22 P *Comi.ng in ov..!- the eoaax, of Africa. It's 

veiy clear here, no clouds ^ no haze. I'm 
drifting "iiirough an ideal location here. 
I'll try >3nd snap off the 16 millimeter. 
Just took a 16 millimeter, hlurb coming 
over the Atlas Mountains in Africa. Coming 
over the coast . It ' s very dry, very clear 
over Africa. I'm drifting window down, 
ideal attitude. I'm now increasing my suit 
flow by j,.u;t' a hair. I'm opening my visor 
now. CahiL'i still appears drier than the 
suit. Apparently suit is i-unning a little 
moist, although it doesn't feel it at all. 



CONFIDENTIAI. 



Page 3-28 CONFroENTUL 

Cri-KNO-ZZB-2 



P (oont'd) Had six or seven large sips of vater 
from the drinking water container. I 
have jnxt a little liquid into this little 
experimental ball and find that the liquid 
adheres to the surface Just near as good 
as it should. Try a little bit more later, 
on here. 



01 55 02 CC Kano, has solid t/M. 

01 55 09 p Roger, Kano^Eaith Seven. Bveiything's 

nominal here. 

01 55 I'* CC Paith Seven, this is Kano Gap Can. Every- 

thing looks nominal on the ground. Have 
a good trip. 

01 55 19 p Roger. Thank you very much. 

02 00 36 P *At two hours recording light is on, so I'll 

slip something on the tape. All systems 
appear nominal. Ity . . . cabin dome temp 
is k8 degrees, suit dome temp Is about 56 
degrees. Cbcygen is still on the top peg 
on both systems. So is the fuel. Cabin 
temp 98 (degrees) . ... 2 hours and 3 min- 
utes, ... 2 hairs and k minutes. MAiK 
(Unreadable F. Rate indicators are on, I 
am drifting at this point, I have left roll 
rate of about half a degree/sec I have a 
pitch down rate of about one quarter of a 
degree/sec and a rig^t yaw rate of about 
one half of a degree, and relatively constant. 
They're all considerabOy different than 
nominal. I don't feel that it's worth going 
into alt the settings. I think the cabin 
dome temp is the important thing. 



02 05 20 CC Paith Seven, Zanzibar Cap Com. 



CONFroENTUL 



CONFIDENTIAL page 3 - 29 

2ZB-2 



02 05 23 


P 


Roger, Zanzibar. Faith Seven reading 
you. loud and clear. 


02 05 26 


CC 


Beading you loud and clear, also. I 
have your (contingency recovery area) 
2-B (retroseguence ) time. It is ncmlnal. 
Do yoa need it? 


02 05 3^ 


P 


Negative, I have it. Understand naninal. 


02 05 37 


CC 


That is affirmative. Would you give' me a 
readout of your cab in heat exchanger 
dome temperature? 


02 05 45 


P 


Roger. It is sitting on hO (degrees). It 
has just gone down here, it's bohhing 
around, and I am decreasing my flow to it. 


02 05 5^ 


CC 


Roger. 


02 06 02 


CC 


Can you give me fuel and oxygen readouts, 
please? 


02 06 06 


P 


Roger. I am still indicating 101 ijercent 
on auto, 102 percent on manual. I'm 
reading 196 percent on primary oxygen, 
and 100 percent on secondaiy. Over. 


02 06 22 


CC 


Roger. 


02 06 28 


CC 


How do you feel about this heat situation? 


02 06 3^ 


P 


What, the heat exchanger? 


02 06 35 


CC 


No, hovf is your comfort? 


02 06 38 


P 


Roger. NSy comfort is good. 


02 06 1^3 


CC 


Your comfort is good. 


02 06 


P 


That's afflnnative. 


02 06 5^ 


p 


Ify cabin heat exchanger (done temperatiire) is 
easing back up now to about h2 (degrees). 
Slowly coming back up. 


02 07 00 


CC 


Roger. 



CONFIDENTIAL 



Page 3 - 30 CONFroENTIAL 

ZZB-2 

02 07 02 P I have about k2 (degrees) and It's 

coming "back up slowly now. 

02 07 05 CO Roger. 

02 07 07 p ... done temp. 

02 07 08 CC T/M conflms all your systems go. Your 

clock is in sync. 

02 07 14 P Roger. 

02 07 23 CC indicates you are getting a rise in 

your cabin (heat exchanger) docie tempera- 
ture, also. 

02 07 29 P Roger. 

02 09 12 CC Faith Seven, Zanzibar Cap Can. 

02 09 111 P Roger, Zanzibar. Go ahead. 

02 09 16 CC We 've had another increase in cabin beat ex- 

changer- asMfc temperature. It's now k8 
degrees on the ground. 

02 09 23 P Roger. I agree. 

02 09 25 CC Roger. 

02 09 32 CC What is your dome setting-- the handle setting 

at the present time? 

09 k2 P Nominal. I don't feel that it's vorth going 

into all tjie settings. I think the dome, 
the cabin (heat exchanger) dome temps are 
the iinportant things. 

02 09 k9 CC Roger. You're getting weak and fading. I'll 

sign off emd see you later. 

02 09 53 P Roger. 

02 Ik 12 P The tdjne is 02 ik I5. People wonder if It's 

hard to sleep up here, I just drifted off 
for about 3 or 1^ minutes on a quick little 
nap. Sleep here ^ust like you do anyvhere 
else. Status report. Nitrogen low pressure, 



CONFroENTIAL 



CONFiDi;riiiAi. 



i 2a "MUG "2 



P (cont'd) auXv u -M 

(fi.^i. ^iuj...L ; iii^-.t^. ) aOl (pej. .cut) 

t!. . J.. .... 

rlgiit. :. .. .......uuiLei.clOi-iwi&e 

Reserve luiu- .=.jt.c..). .j^.i^taL bank 

TO (dtgie>^.0 '^-^ 7^5 (dtifere<Ls). 

(isoiateri. J Ltu ■:, .\ age - J /c? . 

02 21 Ij-l P I am u (W a.irLu.js ■ . -^.c .u^M oja.„ l 

have I hie mooii il\ dlgiiL, I'lii up bide down, 
I'm obsei vii^Lg :i u;:ii!,iiiii^5 fJabhes frcin con- 
siderable sliic T.riiUider otoms tiiat ai-e 
below Kie. Ttteiie create s^atic; in the x-adlo 
every tliue t,he llgntning I'liiahea aovm there. 



02 2h 55 



02 2k 58 CC 



02 2k 13 CC Palth Severij Mai;i«-i:k Gap Cotn. Over. 

02 2h 18 P Roger;, Muchta <.;ap 0^iLU ^'uiou Jcven. 

02 2ij- 21 CC Roger » rfcaui..^ .• 1 .i . U;fi. Aei^iie. 

requests thai ycxi give hlin a mark when 
you begixi yoi..^ .:-:sor.-lt.e ttiui a inark when 
you stop ^our exerclbe- C)ver^ 

02 2hr 30 P Roger. Vili du. 

02 2J+ 3I1 CC I ba^'^i li^ . , - ^ i l ^^..-lod 

02 21^1+6 P 02^)8.') J > '.^ Lij.^f 

02 24 CC 'That's arrixmitivc 



Just: oiie be 



022514-3 CC Palr.h .... - ^^Aix suit 

^■athei r-ijAJ\y ::i ^rici..ii tmt , 

please? 



Page 3-32 CONFIDENTIAL 

MtX3-2 



02 25 51 


p 


*Roger. I'll ju.s'b decx^sse 'the flow 
on both cabin and suit here. 


02 25 57 


c;c 


Roger. We confiim here. 


02 26 08 


V 


Roger. I'm getting the exerciser now. 


02 26 28 


r 


Starting the exercise. 


02 26 55 


V 


Ending the exercise now. 


02 26 57 


CO 




02 27 01 


I' 


Sending blood pressure now. 


02 27 03 


CIC 


Roger. 


02 27 ll^ 


c:c 


We're reading your cabin heat (exchanger) 
dODie teiiip at hh (degrees) now. 






Roger. I concur, kh (degrees ) on cabin 
and about kj (degarees) on suit. 


02 27 zh 


c:c 


Roger. We concur here. 


02 27 Mf 


I' 


How does your Med like those blood pressures? 


02 27 50 


C!C 


Standby. - They report they look veiy nonnal. 


02 28 01 


I' 


Roger. 


02 28 25 


CIC 


Could ycxi give me a cabin air temp reading? 


02 28 28 


I' 


Roger. Cabin air temp is 98 degrees. 


02 28 31 


CIC 


Roger. 98. 


02 28 33 


I' 


Roger. 


02 29 2k 


CIC 


Bo you have the Perth lights In sight? 


02 29 30 


I' 


Cbe moment, let me get my cabin lights down. 


02 29 42 


I' 


Negative, I'm upside down. I can't see them. 


02 29 k3 


CIC 


Roger. 


02 30 18 


CIC 


We have approximately 1 minute to LOS. 



CONFIDENTIAL 



CONFIDENHAL 



Page 3-33 



MUC-CTN-2 

Roger. 

Tell Warren not to get lost out in the 
OutTaack. 

We almost got xcst Jxtst Sunday. 
Ha, Ha.* 

Astro, most of the hays have joined tennis 
clubs here. 

Roger. This is more fun than termis. 

I/3ng status report temperature. 

Let's see, first, retro 60 (degrees). 
Pitch down 95 (degrees ), pitch up 82 
(degrees). Yaw left 80 (degrees), yav 
rigjit 95 (degrees). Roll counterclockwise 
92 (degrees), roll clockwise 92 (degrees). 
250 inverter 102 (degrees), I50 inverter 
118 (degrees), standhy Inverter 98 (degrees). 
Cabin temperature 98 (degrees). Suit 
inlet temperature 60 (degrees). Heat ex- 
changer dome temperatoires, cabin ^0 (degrees), 
suit hS (degrees). Just then decreased flow 
and is coning back up. Main d-c bus 2k volts, 
isolated (bus) 28 (volts), current 8 anqjs. 
It is 02 36 kO, Milky Way is quite distinct. 
- Now looking at the False Cross. Upside 
down drifting flight at the mctoent. 

*And I have the constellation of Sagittarius 
in sight. Nunki right there. There's the 
moon directly in the top of my window. 



GAMTOM 



paith Seven, Canton Cap Ccm. All systems look 
green on the ground. We're standing by. . 

Roger, Canton. All systems look green here, 
thank you. 

Faith Seven, Canton. 



CONFroENTIAL 



CONFroENTIAL 



. . . Canton, Paith Seven. 

Seven, (contingency recovery area) 3-Alpha 
(retroFsquence time) is ncminal. 

Roger, (contingency recovery area) 3-Alpha 
(ret resequence time is) nominal, thank you. 

The time is 02 k6 35 NOW (02 h8 36 

Regulated pressure source cn tvusl, 14-75 
(psi^ auto, U90 (psi) cai manual. Fuel, 
FQ: 01 percent on auto, 102 percent on 
mai ui 1. Cabin dcme temp 50 (degrees ), 
suit dcjme tenrp 5O (degrees), cabin tenip 
95 (degrees), suit inlet temp 60 (degrees), 
cabin pressure holding at 5 psi. - Main 
bus 2k'l/2 (volts). I'm using 8 ainps 
current. 

Sunrise - and the sun is in behind me, 
moving to the rear of me. With Saturn 
along by it. - And I'm getting John's 
fireflies again, coming off the spacecraft. 
And you could almost align yav by the fire- 
flies. They drift avay to the rear of the 
spacecraft along to the rearward of the 
flight path. 

Sunrise is caning in. 

There's a coating of frost on the next to 
outside layer of vindow, - which I believe 
seems to be burning off as the sun hits 
the vindow. 



HAWAII 



Faith Seven, P^ith Seven, Eawaii Cap Com. 
How do you read? 

Roger, Hawaii Cap Com. Heading you Icud and 
clear. 

Roger. Everything looks good on the ground. 
Your suit (heat exchanger) dome (teiDperat\ire ) 
is 5U degrees. Aloha from Hawaii. 



CONFIDENTIAL 



CONFTOENTIAL 



Page 3 - 3S 
IUW-CAL-2 



Boger. Aloba to ^oix, too. Sveiythlng 
appears to be noznal here. 

Roger. We're staiidtng 

Soger. Tbank you. 

And after bavlng entered the day slde^ 
I've drifted around vliere I'm looking 
towards the tlack sky. I bave seen a 
star again, and I've been observing 
the fireflies drifting avay. 

I'm In brigiht daylight now, at 2 hairs 
^8 minutes - I'm ixpslde down, I still 
have, oh, about 1/2. degree per second 
roll rate, - very, veiy, veiy light, 
almost 1/2 degree yav, and pitch is 
oaclllatlng between l/k and l/2 (degrees), 
close to the rate of roll. 



GAUFOHtnA 



Palth Seven, Faith Seven, this is California 
Cap Ccm. 



FAlth Seven, Faith Seven. All systems here 
are green. You looik real good here on the 
ground. Orer. 



Faith Seven, Faith Seven. This is California, 
gotcha here, and you looik real good all 
over on the board. The medics give you a 
clean bill of health. They vould like to 
know if you joist feel comfortabls. Orer. 

Soger. I do feel ccnfortabls, vexy confort- 
able. In f)ftct, I had a little nap. 

Boger. We have a little news here from an old 
friend of yours, like Major Dick SbanklB. 
Would you like to say belloY 



CONFTOENTIAL 



Page 3 - 36 
GAL-2 

03 01 Ik 

03 01 18 

03 01 20 
03 01 56 

03 02 06 
03 02 22 
03 02 25 

03 02 27 
03 02 30 
03 02 31 
03 02 32 
03 02 31* 

03 02 
03 02 55 
03 03 Uh 

03 03 U8 
03 Ol* 00 

03 01^ 03 
03 OJt 11 



CONFroENTlAL 



P Hello, Dicdc. 

CO I'll pass that on, Gordo. 

P Roger. 

CC F&±th Seven, ve see you have powered up 

your ASCS, and also, I l)elleve you are 
Bc lie d u l e d for tape recorder ccatlnuous* 

P Roger. 

P Roger. Tape recorder Is on continuous. 

CC Roger. Your clocks look real good here, In 

syne. No prohlems that ve see. 

P I'm on fly-hy-wire low. 

CC Ve see. 

P Roger. 

CC California standing hy. 

P Roger. I'm aligning the spacecraft, very 

slowly, to go to auto. Coming In over the 
coastline nov. It's very clear, looks Ul rjp 
vezy good veather down there vlth clouds 
standing off shore. 

CC Qa, Ha! Roger. 

P I see the Islands off shore. 

CC Attlt\ides look really good on the ground. 

toi must have her aligned reca good. 

P Roger. 

CiC Oh, lAlt a minute. Your gyros are still 

caged, aren't theyt 

P That's afflxm. 

SI Cabin heat exchanger outlet teo^rature. 



<:X)NFIDENTIAL 



CONFIDENTIAL P«ge 3 - 37 

CAL-2 

Sjjrstens recpiests a oabln outlet heat 
exdiaaiser teBQiexttture. 

Boger^ oal^ln heat escdiaagsr outlet is 
about kS desx«es. I've decreased 
the flov vexgr sUj^ly a few ■ImteB 
ago and it should he easing on up. 

Boger. k& (degrees) aod you've decreased 
the setting. 

Gkay. I'm Just about in attitude here, 
getting ready to uncage the gyros. 

I am on auto orbit. 



CONFIDENTIAL 



Page 3 - 38 CONFIDENTIAL 

CBV-3 

GAFB CASAVEBAL 

03 07 32 CC Filth Seven, Cape Cap Can. 

03 07 35 P Roger, Cape Cap Ccsm, Faith Seven. 

03 07 38 CC Roger. Read you loud and a little gartled. 

03 07 »t2 P Roger. 

03 07 W4. CC Like to send you a t/M coomand, Gordo. 

03 07 1*6 P Roger. Go ahead. 

03 07 CC I have about 3 requests from you, cabin 

temperature? 

03 07 59 P Roger. Cabin temp is 92 degrees. 

03 08 03 CC Read 92. 

03 08 05 P Roger. 

03 08 07 CC Have you had any resiats on your KK clamp 

release? 

03 08 11 p Negative. I could not see any flow at all 

on It, so I claa^d it off as plaimed. 

03 08 18 CC Roger, would you give us a readout of your 

cabin dome? 

03 08 21 P Roger. Cabin dome (temperature) is about 

h6 (degrees). I have Increased the flow 
slightly on it. Suit is 50 (degrees). 

03 08 30 CC Roger. 

03 08 33 P I mean X have decreased the flow on cabin. 

03 08 kl CC I»d like to give you a time hack, if you will. 

03 08 1*3 p Roger. 

03 08 1*5 CC Give you an elapsed time first at 50 seconds. 



CONFIDENTIAL 



CONFIDENTIAL page 3 - 39 

CNV-3 

CC (Con't) that will be 3 liours, 8 minutes, 50. 
2, 1, MARK. (03 08 52)T 

03 08 53 P Roger. I'm one second fast. 

03 09 02 CC Roger, 1 second fast. 

03 09 03 P I am on suto orbit. 

03 09 06 CC Roger. Getting into attitude. Your 

attitude looks good here. 

03 09 Ik P *Roger. I've got my gyros aligned very 

easily and went on auto, euad the auto 
appears to be a little bit slow to move 
it into the smaller gates but it's 
working very nicely. 

03 09 30 CC Good. 

03 09 3^ P TV camera coming on now. 

03 09 39 CC I'll give you a G.M.t. hack in a few seconds. 

03 09 k2 P Roger. 

03 09 1+3 CC l6 hours and ih minutes. 2, 1, MARK. (03 09 Ufi)^ 

03 09 54 P Roger. What was that, l^^ minutes? 

03 09 56 CC That's 16 hours, ik minutes, 00 seconds. 

03 09 59 P Roger. On my standby clock I am about 10 

seconds slow on that. 

03 10 11 CC Is this your G.ni..t. clock? 

03 10 15 P Roger. Both of them - no on the wrist 

watches - both of my wrist watches are 
together, however, they aj"e a little 
slow. I have 11+ 30 NOW. (03 10 3l)^ 

03 10 3,h CC Say again Faith Seven. 

03 10 35 P Never mind I'll catch you later. 



CONFIDENTIAL 



Page 3 - ^ 




CONFIDENTIAL 


CNV-3 






03 10 38 


cc 


Okay. 


03 il 01 


cc 


Faith Seven, Cap Cc«m. 


03 11 04 


p 


Go ahead Cap Com, Faith Seven. 


03 11 05 


cc 


I have (Recovery area). 3-2 (retrosequence) 
time if you're ready to copy. 


03 11 09 


p 


All right, just a moment. 


03 11 27 


p 


Gp, 


03 U 32 


cc 


Faith Seven this is Cape Cap Com. We 
have hetd four R and Z Cals . Bequest 
you tiim your R and Z Cal switch off. 


03 11 39 


p 


Roger. 


03 11 k9 


p 


Go ahead on the 3~2 (recovery area retro- 
sequence) tiine. 


03 11 59 


p 


Kt^y v^^uu. rcuwii ocvcn rcauy copy 
3-2 time. 


03 12 29 


cc 


Faith Seven, Cape Cap Com. 


03 12 33 


p 


Roger Cape, go ahead. 


03 12 3^"^ 


cc 


Did you copy my 3-2, I did not read you. 


03 12 37 


p 


Negative, I didn't copy it. 


03 12 39 


cc 


Roger. It's Ok hours + 08 minutes + 10 seconds. 


03 12 lf6 


p 


Roger. Oil- 08 10. 


03 12 50 


cc 


That's correct. 


03 13 15 


cc 


I^^lth Seven. Your scanners and attitudes 
agree very nicely. Over. 


03 13 27 


cc 


Faith Seven, Cape Cap Com, you can turn 
17 off. 



CONFIDENTIAL 



CONFroENTIAL 



Page 3-41 
CNV-3 



03 13 35! 


BG 


Soger. I already have it off. 


03rJ.3 1+3 


CO 


Fai'tb Seven^ Cape Cap Coni. 


03 13 k■^ 


p 


Go aiiead Cape, Faith Seven. 




cc 


Ax*e your tower sep li^lits Euid cap sep lights 
out? 


03 13 52 


p 


Affirm. 


03 13 54- 




Roger. 


03 13 56 




They went out at 31^*5 • 


03 1^ 00 




Roger . They should have been ■ Wc Just had 
a T/M, and we wondered wjiy. 


03 lit- 02 


p 


Roger. 


03 1^ 03 


cc 


Ifo problem on these at all. 


03 25 06 


p 


* I am on fly-by wire, have armed the squib, 
pitching up very, very slowly, and will 
deploy the flashing li^t at the -20 

deployed, I'm marking the tape. Deploy 
light off. Squib is off. - GyroB are 
caged, free to caged - Roger - and ASCS 
a-c bus off, NOW. (03 26 28)'^ Stick is 
now cold. 


03 27 01 


cc 


. . . Cape Cap Com. Do you read? Over. 
..." Do you read? Over. 


Unreadable 


cc 


Faith Seven ... on relay. Do you read? 
Over. 


Unreadable 


cc 


Faith Seven ... do you read? 



03 28 15 P *ASCS inverter 110 (degrees), ^en I powered 

it down. - Sitting at- 90 degrees yaw right 
now, it is easy to determine that the angle 
is very large, so far as telling to a high 
degree of accuracy, in a short time, but I 
am yawing around to observe the flashing 
light on the night side - is very easy to 



CONFroENTIAL 



Page 3 - 42 CONFIDENTIAL 

CNV-MUC-3 

P (con'd) determine that, it is about 90 degrees 
yaw, now. I'm getting directly away 
from the sun now, observing the night 
side coming on. With the window head 
on, I can see the demarcation line 
between the sun and the light side and 
the dark side. Light blue above the 
earth, and a band of blue above the 
earth that fsides in the dark side. 
Ctoserving fireflys, taking off now. 
And there's a very, very distinct 
demarcation now. 

03 37 17 P At this point I have no way of knowing 

what my yaw is. Left cabin light only, 
with the red filter . . . 

03 51 29 P *l still have not observed the flashing 

light . I have Sagittarius right in the 
middle of the window. It is directly 
on my 80 degree yaw , . . 



MCJCHEA 

03 58 33 CC Faith Seven, Muchea Cap Com. 

03 58 37 P Go ahead, Muchea, Paith Seven. 

03 58 39 CC Roger. Will you confirm that your squib 

switch is off? 

03 58 49 p Affirm. Squib switch is off. 

03 58 52 CC Roger. (Contingency recovery) Area k-A 

ret resequence time is nominal. 

03 59 00 P Roger. Thank you. 

03 59 05 CC Aeromeds are standing by for your blood 

pressure. 

03 59 08 p Roger. Sending it now. 

03 59 13 CC Roger. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-43 
MDC-3 



03 59 l6 


CC 


Did the beacon deploy? 


03 59 20 


P 


Affinnatlve. I«m still trying to find It 
out here In the dark. 


03 59 25 


CC 


You haven't seen the light. Is this true? 


03 59 28 


P 


Ne^tive, I still haven't found it. - 
Still looking, though. 


03 59 37 


CC 




04 00 3it 


p 


Everything is nominal on this trip Michea. 
I don't believe anything went wrong at all. 


ok 00 38 


CC 


Roger. Understand. - T/M reports you green 
here. 


04 00 it6 


p 


Roger. 


04 00 49 


CC 


Aeromed the sane. 


04 00 52 


p 


Roger. Thank you. 


04 01 IT 


CC 


Faith Seven. How do you know that the 
beacon has deployed? 


04 01 22 


p 


I felt it deploy. 


04 01 24 


CC 


Roger. 


04 01 27 


p 


I don't know which deployed the fastest, me 
or it. 


04 01 28 


CC 


Ha, Ha, Ha! Roger. 


04 01 51 


p 


I am directly on my I80 (degree) yaw, and 
with the moon in the upper left hand 
comer of the window. 


04 02 00 


CC 


Say again Faith Seven. 


04 02 02 


p 


. . . 180 degrees, and still haven't 
seen it. 


04 02 05 


CC 


Would you say again your attitudes. 



CONFIDENTIAL 



CONFroENTIAL 



Roger. I'm zero roll, about -34 degree 
pitch, ajad yaw at l80 degrees, anw-n 
end forward. 

Roger, and you still haven't found the 
light? 

Negative, still haven't found it. 

Faith Seven, Machea Cap Com. We're 
approaching LOS. You found the light 
yet? 

Negative. Not yet. 

I am now yawed l80 degrees, 0 (degrees) 
roll, I have a very sli^t roll attitude 
into the right. The moon is in the 
upper left hand comer of the window - 
the - directly on my l80 degree path 
I'm not ahle to see the flashing li^t. 
I. am observing the haze layer again that 
Wally described. - At this time I am 
still looking for the light. I'm 
observing lightning flashes on the ground, 
down on earth that is. Considerable cloud 
cover. - Venus and Jupiter in the left 
hand part of the window. 

I should still be ri^t on track, on the 
180 degree yaw. Still no flashing li^t. 
- And I'm beginning to get the brilliant 
blue of Bun rising in the East. Bright 
blue band, xmdemeath all this haze 
le^r. I can see the haze layer. And the 
^ight band of light demarcation coming 
underneath it. Quite distinctive. - 
There's a faint greenish tint to it vhere 
there are clouds apparently. 



HAWAII 



Faith Seven, Faith Seven, this is Hawaii. 
Roger, Hawaii. Faith Seven reading you 



CONFTOENTIAL 



CONFIDENTIAL 



Page 3 45 

HAW "3 



P (con'd) luud and clear. Roger. Understand. 

Unreadable CC Roger. Is your C-Band beacon in a continu- 

ous position? 

Unreadable P Negative. I have it on ground command. I«il 

bring It to :;ontinuous, now. 

Unreadable CC Roger. On my mark will you switch your TV 

control switch to t/M, and readout yoxir 
fuel and O2 Jiuantities? 

Unreadable P Roger. Will do. 

ok 17 28 P Roger. 1 am Just small end forward. 

180 degree yaw, approaching sunrise. 
Over. 

Unreadable CC Faith, Faith Seven, this is Cape Cap Com on 

(CNV) Hawaii transfer for check. How do you 

read me, over. 

Unreadable P Roger. Reading you loud and clear. Cape 

Cap Com. 

Unreadable CC Roger, Gordo. Pretty long talk-line here. 

(CNC) 

Unreadable P Your' re right. 

Unreadable CC Stanby for my mark. MARK Ok 23 35- Switch 

your TV control switch to T/M. 

Unreadable P ... now going over Tf transmitter. 

Unreadable CC Roger. 

Unreadable P Roger. These small particles drift away 

from you, small end forward. In this 
light they appear brilliant white, with- 
out green at all in them. They appear to 
move on out, and around back toward the 
flight path. 

Unre^ble CC We're standing cy for your readout of 

fuel and 02- 



CONFroENTIAL 



Page 3 - ^ 
HAW-CAL-3 

Unreadable 

Unreaaatle 



Ok 


2k 


31 


ok 


2k 




ok 


2k 


37 


ok 


2k 


ko 


ok 


2k 


k6 


ok 


2k 


50 


ok 


2k 


52 


ok 


2k 


58 


ok 


2k 


06 


ok 


25 


08 


ok 


33 


15 


ok 


33 


18 


ok 


33 


21 



CONFroENTIAL 



P Roger. )fy auto fuel I have 96 percent, 

on manual I have 102 percent . ' On oxygen 
I have 90 percent on primary, and 100 
percent on secondary. 

CC Roger. We understand. We also have a 

message from the Cape, It's possible 
that you only felt the squih "blow and 
not the beacon deploy. Is there any 
way that you might check this? 

P Not from in here, I don't think. 

CC Roger, you haven't seen the Beacon at this 

time. 

P Negative. I still haven't seen the Beacon. 

CC Check. 

P There was considerable noise, though, as 

if something were departing. 

CC Say again. Seven. 

P ^There was considerable noise, \Aiich sounded 

like those doors blowing open so I assume 
the Beacon has departed. 

CC Roger. Understand. 

CC T/M looks real good on the ground. 

P Roger. 



CALIFORNIA 



CC Faith Seven, this is California Cap Com. 

Over. 

P Roger, California. Faith Seven - 

CC Roger, F&ith Seven. Systems and Medics 

are go here. 



CONFroENTIAL 



CONFroENTIAL Page 3-4: 

CAL-3 



0^ 33 26 




Roger* dsi^B ffliglit plan} put vsy "tsle" 
mack to normal (svitch position) . . . 


04 33 35 


CC 


Roger. Just, just standby a second until 
systems finish marking the meters . 


Oh 33 45 


P 




Unreadable 


CC 


All right, at my mark then would you switch. 
I'll start a countdown then. - 9j ^, 1> 
6, 5> 4, 3, 2, 1, MARK. 


Unreadable 


P 


Roger. . . . 


Unreadable 


CC 


Okay. You confirm TV control switch to 
off? 


Unreadable 


P 


Roger. TV control is off. 


04 34 33 


CC 


We had a slight decrease in the two links 
on d-c current. Would you give us a 
readout? 


Ok 34 41 


P 


Roger. D-c current, the main bus is 24 
(volts), isMated (bus) 28-1/2 (volts). 


04 34 50 


CC 


Roger. 


04 35 32 


CC 


California standing by. 


04 35 35 


p 


Roger . 


Unreadable 


p 


. . . can see all up and down the California 
coast, here . . . very clear. 


04 36 29 


CC 


Roger. 


04 36 43 


CC 


I seem to have a little discrepancy between 
c.e.t. and g.e.t. Your*re two seconds fast 
according to my clock. 


04 36 59 


p 


. . . I'll give you a mark . . . 4 37. 


Unreadable 


CC 


Roger. 


Unreadable 


p 


2, 1, MARK (Unreadable )T 



CONFroENTIAL 



Page 3 - W CONFroENTIAL 

CAL-3, CNV-J* 

04 37 04 cc Right. The ground shows that your readout 

there is eonfimed with ground. However 
it is two seconds fetst from our g.e.t. 

Unreadable P Roger. 

CAPE CAMVERAL 

Ok kO Ok CC Faith Seven, Cape Cap Com. 

04 1«) 08 p Roger, Cape Cap Com. Faith Seven. 

04 40 24 P Roger, Cape Cap Com. Faith Seven here. 

04 40 27 CC Faith Seven. Cape Cap Com. Would you 

turn on your TV immediately? 

04 40 32 P Roger. Will do. 

04 40 38 p Faith Seven passing Just about over 

Houston now. 

04 40 45 CC And would you program R and Z Cal to auto. 

04 40 53 p Roger. TV coming on now. R and Z Cal 

programmer coming to auto. 

04 41 01 CC Understand TV on, R and Z Cal to auto. 

04 41 13 CC Seven, from Cape. Could you give us your 

best coolant valve settings, please. 



04 4l 22 P 



Roger. Standby one minute. 



04 4l 42 P Roger. Vm below the nominal on the suit, 

I'm using about the 1-3/4 on suit. 

04 41 54 CC That's 1-3/4 on suit. 

04 4l 55 p Roger, and using about 3.0 on the cabin. 

04 42 01 CC Understand 3.2 on the cabin. 

04 42 06 CC Give you (recovery area) 4-1 retro time. 

05 43 41. 



CONFIDENTIAL 



CONFIDENTIAL 



04 42 14 


P 


Roger, 43 41. 


04 42 16 


cc 


Roger. 


04 42 22 


cc 


Have you consuiav;.:: any water, u.;. - . thz.s 
point? 


o4 42 26 


p 


Roger. - I'm also giving the rtors 
their first spa-e sample. iVr tae 
Electro-Chancellor System, tb is. 


04 42 43 


cc 


Roger. We undersrand. We may s -nd up 
another one, we understand you i^e full. 


o4 42 49 


p 


Roger, who are you sending up wit v-. it? 


04 42 59 


cc 


Seven, Cap Com. We'd like a cabij.'. teiap^ 
cabin heat exchemge outlet temp^ 3 
H2O2 ■tank temps. 


04 43 14 


p 


Roger. Cahin outlet is 42 degrees. 


04 43 22 


cc 


Roger. 


04 43 24 


p 


Peroxide auto tank is 80 degrees. Manual 
tank is "JO degrees. Reserve tank is 75 
degrees. What else do you want? 


04 43 40 


cc 


Like to know about the cabin air. 


04 43 44 


p 


Roger. Cabin air temp is 90 degrees. 


04 43 48 


cc 


Uhdecptand, 90 degrees. 


04 43 52 


cc 


Gordo, this is Wally. Did you have any^;hing 
to eat? 


04 43 54 


p 


Negative, not yet. - I'm planning to 
shortly, here, though. 


o4 44 02 


cc 


Roger. For your information, systems' 



last co/nputations on fuel at Hawaii give 
88 (percent) auto, 98 (percent) manual, 
which is somewhat better than you're 
indicating on board. 



CONFIDENllAL 



Page 3-50 




CNV-4 




01^ hk 17 


P 


04 J+4 38 


P 


Ok kk hh 


CC 


Ok kk k6 


p 


Ok kk 55 


p 


ok lf5 01 


cc 


Ok 45 05 


p 


Ok k3 12 


cc 


ok kf^ 

UH' ^H- 




04 45 42 


p 


04 45 47 


cc 


04 45 52 


p 


05 05 03 


p 



CONFIDENTIAL 

Roger, On toard I'm indicating 96 and 102. 

Oh boy-;, vrtiat a beautiful shot of Florida. 

Roger. Looks good from here once in awhile 
too. 

*Roger. 'Ehe whole state is clear. I can 
see just about all of it. Its been a 
beautiful view coming over Florida. 

. . . looks very good. 

Roger . 

Roger, Faith Seven. 

Faith Seven, this is Cape Cap Com. We are 
very impressed with the work you're doing. 

Thank you. 

We lay a pat on the back from Walt Wllliems. 
Thank you. 

Now on 180 (degrees) yaw - I got here on 
manual proportional control. I'm ai;, 
last daylight, going into dark. Have been 
looking for the flashing Beacon. 05 05 l5 
NOW, (05 05 17)^ 28, I'm sorry, not I8. - 
This light in sight, it is below me. It 
is quite a brownish, reddish brown and 
considerable altitude above the ground. 
Every time I fire a pitch down thruster, 
I get a shower of these little fireflies. 
The light is flashing now. It is the light. 
It's quite bright, quite discemable . . . 
1, 2, 3, 4, 5, 6, 7, rate. It appears to 
be about, it appears to be about 10 to 12 
miles away. I'm keeping it directly in 
the window. About the order of a second 
magnitude star, NCW. (05 11 34)"^ - Light 
is still in sight, directly in the center 
of the window. In the background I can 



CONFIDENTIAL 



CONFIDENTIAL 



GNV-4 



P (con'd) make out a lot of - cumulcus activltie 

faced of course to the easterly direction, 
at 160 degrees yaM. 

05 13 ho P *The Milky Wa./ Is quice distinct, I can see, 

it ovit i.ae ..■■ni^Ai Ihe Milky Way is quite 
distinctivt „ It =^ right in the center of 
the window. Quite noticeable. 05 16 35 
NOW. (05 ;i.6 35)1' Light is still in sight. 
Moved off from it and then moved back us- 
ing it for visual^ to see if I coiold pick 
it up. I fijii atle to pick It up. . . - 
thunderstoi'iEB all in under it at the mo- 
ment. It is quite distinctive. 05 I8 05 
NOW. (05 Ifi 05)^ Status report. Retro 
temperature 62 (degrees). Pitch down is 
82 (degrees) J pitch up is 72 (degrees). 
Yaw left 75 (degrees), yaw right 90 (degrees). 
Roll co\inter clockwise 92 (degrees), clock- 
wise 90 (degrees). Main inverter temp 9^ 
(degrees), fans inverter temp 120 (degrees), 
standby inverter 98 (degrees). The squeez- 
ers are working again as advertised. Okay, 
the cabin and suit temperature. The cabin 
air is 90 (degrees), suit inlet temp is 6I 
(degrees). Heat exchange dome temperatiires, 
cabin 56 (degrees), suit 56 (degrees). 
D-c bus 2^ (volts), isolated bus 28 (volts), 
and reading 7 amps, cxirrent. 

05 34 58 P *3 hours and 'j,k minutes, now it's 35 minutes 

MAJRK. (05 35 10)"^ - Am drifting now. Do 
have the light in sight at the moment, ap- 
paxently right on track. I see Antares 
on up aheail of me, which indicates that I 
am on the I80 degree drift point. See 
Corona Australis and, saw Sagittarius with 
Nunki apparently. - 5 hours 39 minutes 30 
seconds, MAEK. (05 39 31)'^ 

05 39 36 P Have the little flashing ligh^ still In sight, 

out ahead of me. About the order of a first 
magaitude star, now. It's not very discem- 
able . . - due to the flashes. However, it 
can be picked up. It appears like it's at 
around 13, 13 to ik miles. 



CONFIDENllAI. 



Page 3 - 52 CONFIDENTIAL 

BAV-k 

HAWAII 





7 


(Unintelligible foreign, garbled 
transmission recorded here.) 


05 51 15 


P 


. . . there. 


05 51 ^ 


CC 


Hello, this is Hawaii transmitting on air 
to ground relay. Do you read? 


05 58 35 


cc 


Faith Seven, Faith Seven, Hawaii Cap Com. 
Over. 


05 58 52 


p 


Roger, Hawaii Cap Com, Faith Seven, here. 
Over. 


05 58 56 


cc 


Roger, Faith Seven. May we have an oral 
temperature, at this time and also a 
readout of fuel and Og quEtntlties. 


05 59 03 


p 


Roger. . . . 


05 59 06 


cc 


Roger. It looks good down here. Reading 
100 (degrees). 


05 59 11 


p 


Roger. 


05 59 19 


cc 


Standing by for a fuel and Og quantity. 


05 59 2U 


p 


Roger. Auto fuel 9^ percent, manual fuel 
102 percent. Oxygen primary about 69 
percent, secondary 100 percent. 


05 59 1^3 


cc 


Roger. Are you, are you in drifting 
fllglit? 


05 59 


p 


That's affirm. I»m in drifting flight. 


05 59 50 


cc 


Roger. Ret resequence time for (contingenc 
recovery) area 5 -A is nominal. 


05 59 55 


p 


Roger. 5 -A is nominal. Thank you. 


06 00 17 


cc 


Seven. Cape has Just advised you have 
enough time for 92 orbits. 


06 00 2T 


cc 


Hawaii standing cy. 



CONtllWU^llAL 



CONFIDENTIAL 



Page 3-53 
HAW-CAL-4 



06 00 30 P Roger. 

06 00 50 CO Seven, thle Is Hawaii. Have you seen 

the beacon yet? 

06 00 54 P Affirm. I was with the little rascal 

all night, last night. 

06 00 58 CC Roger. Very good. 

06 01 01 P I tracked it the first part of the night, 

and then went into drifting flight and 
then picked it up the last part of the 
night again. Over. 

06 01 07 CG Very good. 

CALIFORNIA 



06 05 55 CC Faith Seven, this is California Cap Com. 

06 05 59 P Roger, California Cap Com. Faith Seven 

here. 

06 06 02 CC Roger. Systems and Aeromedics give you a 

go here, and I'd like to check position 
on your C-Band switch. 



06 06 2k 


P 


Roger. C-Band is on continuous. Over. 


06 06 28 


ec 


Read you. That's continuoiis? 


06 06 29 


p 


That's affirmative. 


06 06 39 


CC 


Would you please change your S, C-Band 
beacon switch to ground command. 


06 06 k3 


p 


Roger. Going to ground command. 


06 06 k8 


CC 


On your schedule, for a B.P. (blood 
pressure) over this station. 


06 06 52 


p 


Roger. You ready? 


06 06 55 


CC 


We are. Roger. 



CONFIDENTIAL 



Page 3-54 




CONFIDENTIAL 


CAL-4, CNV- 


-5 




06 08 31 


cc 


Aerooeds said they received the B.P. and 
would you tTirn It off. 


06 08 35 


p 


Roger will do. 


nfl V7 


cc 


Would you give me a reading on yoiu> cabin 
PO2 pressure? 


06 08 42 


p 


Roger. Partial pressure of oxygen la 
about 4.4 (psl). 


06 08 46 


cc 


Roger. Thank you. 


06 09 35 


cc 


Five Baker, Five Charlie, and five . . 
(Contingency recovery area retrosequence 
times jiLare nominal. 


06 09 40 


p 


Roger, thank you. 


06 10 14 


cc 




06 10 19 


p 


Roger. 


06 10 26 


p 


Roger. Go ahead 


06 10 30 


cc 


- +17 + 09. 


06 10 35 


p 


Roger. 07 17 09. 


06 10 38 


cc 


Affirm. 

GAPE CANAVERAL 


UD X^f i\Q 


cc 


Faith Seven, Cape Cap Com. Do you read, 
over. 


06 14 45 


p 


Roger, Cape Cap Com. Faith Seven, here. 


06 14 53 


cc 


Faith Seven, Cape Cap Com. Over. 


06 14 56 


p 


Roger, Cape Cap Com. Faith Seven, here. 


06 15 01 


cc 


Faith Seven, Cape Cap Com, Over. 


06 15 05 


p 


Roger, Cape Cap Com. Faith Seven reading 
you loud and clear. 



CONFIDENTIAL 



CONFIDENTIAL page 3 - 55 

CNV-5 

06 15 09 CC Faith Seven, Cape Cap Cam. Over. 

06 15 17 P Roger, Cape. Faith Seven is reading you 

loud and clear. How me? Over. 

06 15 21 CC Roger, Gordo. Read you same. Assume you 

have TV on. Are you looking out the 
window? 

06 15 25 P Affirmative. 

06 15 28 CC Can just see horizon line, sort of 

interesting. 

06 15 38 CC Gordo, how did the manual control check 

work out? 

06 15 k5 P Worked out fine. 

06 15 k-6 CC Very good. You're looking beautiful on 

f\iel, 

06 15 ^9 P Roger. 

06 15 50 CC Environment tells us that you are using 

about h percent oxygen per hour, 
indicated. Over. 

06 15 59 P Roger. It looks that way here. 

06 16 04 CC Well this is a computation that will show 

later on. This is as much as you're 
using. This is k percent of your 200 
percent . 

06 16 10 P Roger. 

06 16 12 CC We'd like to have a brief rundown on the 

acquisition of the beacon if you acquired. 
And an idea of about what distance away, 
you would guess that it was. 

06 16 22 P Roger. When last I saw it, in the last or- 

bit, looked like it was about 12 to 13 
miles away. I first thought that it 
looked like it was about 8 or 10 miles 
away. And at the last it was getting- 



CONFIDENTIAL 



Page 3-56 CONFIDENTIAL 



CNV-5 

P (con'd) fairly dim, about the order of a 4th 
or 5th magnitude star. 



06 16 43 


CC 


Roger. 


06 i6 46 


P 


When I first , . . looked like a magnitude 
star. 


06 16 51 


P 


There's Florida, should , . . 


o6 i6 54 


CC 


Boger. We're getting a pretty good picture 
on this, this tiioe. 


o6 i6 56 


p 


Roger. 


06 16 58 


^: 


I'd say your f stop is ideal. 


06 17 09 


cc 


Gordo, how did you initially acquire the 
beacon? Did it jiist come in your field 
of view? 


06 17 l4 


p 


Roger . . . 


06 17 21 


cc 


Roger, understand. 


06 17 23 


p 


There it was. 


06 17 27 


cc 


That was during the ni^t side of this last 
orbit. Is that correct? 


06 17 37 


cc 


Faith Seven, Cape Cap Com. 


06 17 40 


p 


Go ahead Cape. 


06 17 41 


cc 


You acquired it during the nig^t side of 
this past orbit. Was that correct? 


06 17 44 


p 


It's affirmative. Just at night. 


06 17 47 


cc 


You can see it only at night. 


06 17 49 


p 


I acquired it Just as it got dark, right. 


06 17 52 


cc 


Very good. 


06 17 53 


p 


It was just getting dark when I acquired it. 



It was shining, there was still sunlight 



CONFIDENTIAL 



CONFroENTIAL ^^^e 3 - 57 

CNV-5 

P (con'd) and I conld see it shining "before I 
could see It flash, so apparently it 
had some light reflected off of it. 



06 18 ok 


CC 


Roger . Understand . 


06 18 30 


P 


Roger. TuLrning off (TV) camera now. 


06 18 39 


P 


Go ahead Cape. 


06 18 43 


P 


Go ahead Cape, Faith Seven. 


06 18 52 


P 


Roger, Cape. Faith Seven reading you 



loud and clear. 

06 25 kO P At 6 hours and 22 minutes I turned off 

the caloin coolant and the cabin fan. 
Now I'm preparing to eat a little "bite. 
The sandwiches that I am looking at 
here are pretty crumbly, lot of crumbs 
floating all over in the bag that they're 
in. I may not open them. 

06 32 23 P *I Just had 2 pieces of Brownie and nut, 

small cakes and just now eating bacon. 
Will drink some water following this. 

06 35 15 P I have just drunk 6 or 7 large sips of 

water from the McDonnell drinky drlhk. 

06 3k 31 P *And it's 6 hours, ^k minutes, 37 seconds 

NOW. (06 ^k 38)^ I have the flashing 
light in sight again. Extremely weak, 
very, very weak. Actually, just barely 
discernable. I would estimate it to be 
somewhere in order of 18 to 20 miles 
away. The moon is out, and the water is 
very, very bright, below. It's quite a 
lovely moonlight night. 

07 03 39 P Right on the flight plan, there's our old 

friend Delphinus . I am drinking water at 
07 08 00, very fine. Took 7 or 8 large 
swallows from the McDonnell tank. 



Unreadable CC 



CONFroENTIAL 



Page 3-58 CONFmENTIAL 



CNV-5 

07 18 09 p 

Unreadable CC 

Unreadable P 



*I was just called by CSQ and Informed that 
Cape desired to leave C-Band beacon off. 



Short repc^. Nitrogen low pressure auto, 
(psi) manual k . . . B-nut. Pitch 
down is 80 (degrees), pitch up 70 (dfgrees). 
Yaw left is 72 (degrees), yaw right is 75 
(degrees). Roll counterclockwise is 78 
(degrees), roll clockwise is 75 (degrees). 
And auto tank temp 79 (degrees), manual 
tank 71 (degrees), reserve tank 75 
(degrees). - Isolated bus voltage 28. 



CONFTOENTIAL 



CONFIDENTIAL 



page 3-59 
HAW-5 



HAWAII 



Unreadable 

Unreadable 

07 31 50 



07 32 08 P 

07 32 13 CC 



07 32 3^ P 
07 32 39 CC 
07 32 h3 P 



07 33 12 
07 33 15 
07 33 2h 



CC 

p 
cc 



Hello Faith Seven. Faith Seven, Hawaii Cap 
Com. Do you read? 

Roger, Hawaii Cap Com. Loud and clear. 

Roger. Faith Seven, this is Hawaii Cap Com. 
For your information, - all your ejcperiments 
should be on tinse, you have two tenths cloud 
coverage for the light experiment. Your 
electrical power usage has been below ex- 
pected, (contingency recovery) Area 6-A 
(retrosequence time) is nominal. Standby 
to copy (recovery area) 6-1 (retrosequence) 
time, 08 50 17- Did you copy? 

08 50 17^ foi" 6-1- 

Roger, and 6- Bravo is also nominal. Will 
you turn your beacons to ground command 
at this time and give me a readout on your 
fuel and oxygen quantities, also your per- 
oxide reducer (regulated ) pressure, auto 
and manual. Ovei . 

Roger. Say again on the beacon. What do you 
want on them? 

Roger. Will you put your beacons to ground 
command at this time? 

Roger. Beacons are on ground command. Per- 
oxide regulated pressure U75 (psi) on auto, 
h9P (psi) on manual, . . . Og percent on man- 
ual, oxygen is I9I percent on primary, and 
100 (percent on secondary). 

Roger, give me your fuel again please, Gordo. 

Fuel is auto 90 (percent), manual 102 (percent). 

Roger. We've copied all. Did you turn your 
T/M on for CSQ? Over. 



07 33 39 



CONFIDENTIAL 



Page 3-60 




CONFIDENTIAf 


HAW-5 






07 33 h2 


CC 


Say again, Gordo. 


07 33 kh 


p 


Negative, I did not turn my 1/k on for CSQ. 


07 33 kd 


cc 


Roger They did report getting a short hurst. 

"Ill you iDleaae leavp tA4 n-e-c -p^„ „n . ■, 
jyju. ^j.ca,oc xettve i/jyi oir lor all periodi 

greater than 30 minutes, no contact with 

ground stations. 


07 33 52 


p 


Roger. 


07 3^ 15 


cc 


Faith Seven, Hawaii Can Cnm tv. -i^™, ^ jo 

"J -^-w^wrtAJ-x ooiii. uo you read? 


07 3J+ 17 


P 


Roger, Hawaii. 


07 3^ 19 


CC 


Roger. I have (recovery area) 7-1 and 8-1 

( retrosem3e»nnp ^ +Smoe tv^ -r*^.. 

^ J. V- uj. uas^yuciit^c y txnies. DO you read? 


07 3h 23 


p 


Roger. Go. 


07 3^ 25 


cc 


7-1 is 10 23 33. 8-1 time is 11 56 2k. Did 
you copy? 


07 3^ 37 


p 


^°Ss*the^sec ^d^^^ ^'^ "^^^ 


07 3^ 46 


cc 


2k. 


07 3^ kd 


p 


2k, Roger. 


07 3^ k9 


cc 


Roger. You're looking fine on the ground, 
Gordo . 


07 3h 53 


p 


Roger. Thank you. I saw the flashing beacon 
again last night. 


07 3^^ 58 


cc 


Roger. I understand you saw it throughout? 


07 35 00 


p 


I saw the flashing beacon again last night. 


07 35 04 


cc 


Roger. Understand. 


07 ko 22 


p 


*In auuo orbit. I'm purging the condensate tank 



out. And will open the KK clan^). Two strokes, 
both syringes full. - third full syringe full. 
Four syringes full. Five syringes full. 



CONFTOENTIAL 



CONFroENTIAL ^^se 3 - 6i 

CAL-GYM-5 

CALIFORHIA 

07 ho 52 CC Faith Seven, this is California Cap Com. 

07 40 55 P Roger California. Taith Seven liere. 

07 ho 58 CC Roger. Faith Seven. Schedule for B.P., 

exercise, and a B.P.'s. (Blood pressures). 

07 hi 03 P Okay, you ready? 

07 hi Oh CC Roger. 

07 hi 06 P Understand. 

07 hi 09 CC Sams exercise as Muchea is requested by the 
Medics. 

07 hi 13 P Roger, 

07 hi 59 P Here comes the exercise. 

07 h2 12 P Starting exercise now. 

GUAYMAS 

07 h2 28 CC Faith Seven, Guaymas Cap Com, 

07 h2 29 P Roger Guaymas. 

07 h2 32 CC Roger Gordo. Ifave a little information to 

pass on to you. 

07 h2 36 P Roger. Let me get exerciser stored back 

in here. 

07 h2 39 CC Roger. You through? 

07 42 i+0 P Blood pressure coming now, CAL, 

07 42 53 P Roger. I'm through with this. 

07 h2 56 CC Roger. We would like to remind you to - pui^p 

out your condensate and turn on your water 
wick at about 8 hours. 



CONFroENTIAL 



Page 3-5i 




CONFIDENTIAL 


07 h3 ok 


P 


Roger. 


07 06 


CO 


And would you give us oral teii5)erature over 
CSQ. Start taking your ten^jerature at about 
elapsed time of at about 08 45. 


07 1+3 18 


p 


Roger. Over CSQ. Is that affirm? 


07 h3 20 


cc 


Roger. We want to get one over CSQ. 


07 43 25 


p 


Roger. 


07 ^3 26 


cc 


And the Cape would like to remind you to keep 
your T/lA, turned off when you're out of con- 
tact with stations. They're tiying to - 
keep a close track of the power you've used. 


07 43 35 


p 


Roger. 


07 43 39 


cc 


And you can turn off your blood pressure now. 


07 43 51 


cc 


Did you read that, Gordo? 


07 43 53 


p 


Roger. 


07 58 


p 


You said turn off the blood pressure. Right? 


07 kk 00 


cc 


Roger. And you can power up your ASCS bus 
anytime , 


07 44 03 


p 


Roger. Standby. 


07 44 14 


p 


Roger. Powered up. 120 volts. 


07 44 19 


cc 


Roger, we can - you're okay down here. 


07 44 26 


p 




07 45 51 


cc 


Gordo, hav6 you cut anything off? We get, 
just got a drop in current. 


07 45 57 


p 


Negative . 


07 45 58 


cc 


Roger. 


07 46 03 


p 


I have ASCS a-c bus powered up. It draws nore 
current when it starts, I suppose. 


07 46 09 


cc 


Roger, I guess that's it. 



CONFIDENTIAL 



CONFroENIlAL 

PASS 6 



page 3-63 
PASS -6 



07 59 0^ P *Scanners are nox woi'king very rapidly. Space- 

craft is yawed to the left very, ver;.^^ except 
in yaw is, all right I mean. Correction, 
is rolled to the left, ahout 10 degrees and 
the gyros read okay. Here comes some cor- 
rection in now. They're beginning to cor- 
rect. And this syringe full is about full. 
There is a lot of air in it, this is the last 
one I'll take out. 



08 00 47 P I'll add it on to ail the others, I believe 

that's 5-1/2. Took 10 large swallows of 
water. And I am now opening the Kenrsey 
Kleinknecht clamp. 

08 l6 09 P *Peroxide resei-'/e xarJi is 72 degrees. Peroxide 

manual tank TO degrees, peroxide auv.o is 79 
degrees. Cabin outlet is 66 (degrees). 250 
inverter is ICS (degrees), 150 inverter is 
120 (degrees), standby inverter is (degrees). 
Oxygen, 90 eiJ"^^ J-0<^ (percent). Fuel, 86 and 
102 (percent) . . . Here I have the light in 
sight, in the top portion of my window. 
Extinctonjeter reading I got was - not any 
good there, blocking out by the top part of 
the window. ... I did observe the ground 
light, it's quite bright. 

08 23 25 P Very recognizable in the little town, a little 

horseshoe sliaped town was quite distinctive, 
it was right teside it. 

Unreadable P *Now in auto reentry. Gyros going to slave. 

I got there in fly-by-wire low, to 0, 0, 0 
(degrees), selected auto reentry and have now, 
put the gyros to slave. 

08 26 15 P -^Manual pitch plane precession was a little too 

great, as the gyros are corquing a little bit 
of negative pitch in here now, to correct for 
the pitch torqulng . . . overage. The damn 
desk is unusable, it's too far down on the lap. 
And it will not lock down. Ky legs are in 
the way at zero g. Can not bring it down to 
lock down. 



CONFIDENTIAL 



Page 3 - 64 CONFTOENTIAL 

PASS-CSQ-6 

^ 35 35 P *There seems to be some difficulty with the 

number two urine collection bag. It's very- 
difficult to pump more than the I-1/2 
syringe fulls that I got into it. And I 
hear a hissing back behind me^ so I suspect 
there is too ranch pressure on it, and I am 
going to cease on this one. 

08 1+4 29 P Auto reentry. I see -when each one of the 

thrusters fires, the little fireflies come 
out of the thrusters and drift away to the 
rear. Some of them imrpinging on the space- 
craft but depart later. - The auto reentry 
(ASCS reentry attitude mode) portion of the 
auto mode is holding within plus or minus, 
within a II-I/2 degree band. That is, it 
appears to be slightly more sloppy than ASCS, 
orbit. However, this may not be true, ASCS 
orbit is not very fine control either. But 
it is controlling it, fairly well. 



52 13 



COASTAL SEIOTRY QUEBEC 



08 52 16 CC Roger. We're not getting T/M very good here, 

do you have T/m on? Over. 



08 52 21 


P 


Roger. 


08 52 22 


CC 


Roger. He has T/m on. 


08 52 26 


CC 


Do you have TV on, Gordo? Over. 


08 52 28 


p 


Negative. 


08 52 30 


cc 


Roger . 


08 52 31 


p 


TV coming on now. 


08 52 33 


cc 


Roger. 


08 52 37 


cc 


Are you ready to copy retro times? Over. 


08 52 39 


p 


Roger. Go. 



CONFIDENTIAL 



CONFIDENTIAL p^s^ ^ - 65 

CSQ-HAW-6 

Roger. (Contingency recovery area) T-A 
08 52 CC (retrosequence time) is 09 + H + ^2 and 

7-B is 09+40+19- Over. 

08 52 56 P Roger. . ■ . 

q8 53 06 CC This is CSQ. I didn't get your read- bach 

on that. Over. 

08 53 30 CC Faith Seven, CSQ. Cape wants a cabin air 

temp readout, please. Over. 

08 5iv 00 CC This is CSQ, Faith Seven- We're reading you 

very weak, barely readable. Repeat cabin 
air temp please, Over. 

09 00 20 P Now I am getting ready to release che It&LlAOn. 

I have tape on continuous, I'm on fly-by- 
wire low, going to 3 zeros. - Camera is 
in place in the mount, and really is in 
the way of the yaw indicators. And I am 
on 3 zeros, squib switch to arm, 16 milli- 
meter camera on, going to extend, hold for 
5 seconds, 1, 2, 3, ^, 5. off. 

09 01 26 P Squib off. Pitching slowly down, very, very 

slowly, going down - very slowly. I did 
not hear the balloon deploy. Perhaps you 
cannot hear it deploy, I don't know. - 
Easing down ever so slowly. - And I don't 
see the balloon anywhere yet. - And I'm do- 
ing a rather sloppy job of flying now, try- 
ing to look for the balloon 



HAWAII 

09 Oh 21 CC Hello Faith, Faith Seven. Hawaii Cap Com. 

Do you read? 

09 oh 23 P Roger. Faith Seven here. 

09 Oh 26 CC Roger. Gordo, reading you 3 by 3- We need 

a fuel, and oxygen and cabin air ten^erature 
readouts please. 



CONFIDENTIAL 



Pagr 3-66 CONFTOENTIAL 

HAW-6 

^5 P Roger. Cabin air 90 (degrees). Fuel is 

86 percent (auto), 102 percent (manual). 
Oxygen Is I90 and 100 (percent). 

09 04 it6 CC Roger, copied. Are you ready to begin your 

balloon experiment at this tine? Over. 

09 04 52 P I have already tried to deploy the balloon 

at 9 hours. The balloon did not deploy. 

09 05 01 CC Roger. Understand you tried to deploy the 

balloon at 9 hours elapsed, and it did not 
deploy. Is that correct? 

09 05 08 P This is affirm. 

09 05 11 CC Roger. Have you had any food and water yet? 

09 05 14 P Roger. I have had food and water. 

09 05 16 CC Roger. Would you care to comment on the 

ground light experiment? 

09 05 20 P Roger. I saw the ground light experiment. 

09 05 2k P *Would you ask Cape if they would like me to 

try deploying this balloon again? Over. 

09 05 30 CC Roger. They are monitoring you, you will 

get an answer from them shortly. What's 
your control mode, your gyro switch position, 
and your status? 

09 05 40 P Roger. My status is go, my control mode is 

fly-by- wire low, gyros are on slave. 

09 05 51 CC And your gyro switch position please? 

09 05 54 P Gyro switch position is slave. Over. 

09 06 01 CC Roger. 

09 06 05 CC ^Faith Seven, Hawaii Cap Com. Cape advises 

that you try to deploy the balloon again, 
and would yougive us a mark when you throw 
the switch. Over. 



CONFIDENTIAL 



COIN[FroENTi.%L page 3 - 67 

HAW-6 



09 06 08 


P 


Roger. 


09 06 IT 


P 


Roger. 


09 06 27 


P 


Roger, 16 nun caarra is on. 


09 06 33 




Roger^ Gordo. L't- your sguib swi-cc"'! on? 


09 06 35 


P 


Not. yet. It vil I Toe before I try :2^ainj "though. 


09 06 38 


cc 


Roger. Just gire us a countdown. 


09 06 ki 


p 


Roger. Squib is coming on NOW. (09 06 44)^ 


09 06 1+5 


cc 


*Roger. Understand squib switch is cn no v. 


09 06 56 


p 


5, h, 3, 2, 1 (09 07 O;^;)'^^ - No joy. 


09 07 06 


cc 


Roger. Understand the balloon still does not 
deploy . 


09 07 13 


p 


Squib switch in off. 


09 07 16 


cc 


Roger. Undersiaxid squib sw:I.tch is off. Hawaii 
standing by. 


09 07 57 


cc 


Faith Seven, hivaii Cap Cos, 


09 07 58 


p 


Go ahead, Hawaii. 


09 07 59 


cc 


Roger. What's your status with respect to 
cabin teinp and suit tempi Do you feel hot? 


09 08 06 


p 


Roger. Cabin cemp is 90 (degrees), suit temp 
is 6l (degrees). 


09 08 11 


cc 


Oiiay. And you feel okay, noc coo hot? 


09 08 12 


p 


Roger. Feel fine. 


09 08 15 


cc 


Sounds fine, you look fine. Have a good flight. 


C9 08 17 


p 


Roger, thank you. 


09 10 Oh 


p 


*The balloon did not deploy, fe} t no shock, hear 
nothing on it. I will go ccritinuous this por- 
tion where the balloon norme. i ly would have 



CONFIDENTIAL 



Page 3-68 CONFIDENTIAL 

HAW-6,ZZB-7 

P (conf d)been used, in auto reentry. I will go 
around in auto orbit mode. Perhaps I 
can snap a few pictures for the ground 
people . 

^ *■ • • - I shifted into auto, orbit mode. 

I got no thrusters on the shift. - And scan- 
ners seem to be holding it relatively close. 

°^ ^ ^ ^° you know? The Kenney Kleinknecht 

experiment is putting water in the exhaust 
tube. So maybe it is working here. 

°5 21 31 P Short status report. ... air outlet 68 

degrees. 250 inverter 120 (degrees), 150 
inverter 128 (degrees), standby inverter 
102 (degrees). Reserve peroxide tank 71 
(degrees), manual peroxide tank 69 (degrees) 
auto peroxide tank 78 (degrees). (Retropack) 
Is 61 (degrees). Pitch down 52 (degrees) 
pitch up 55 (degrees). Yaw left 68 (degrees), 
yaw right 68 (degrees). Roll counterclockwise 
85 (degrees), roll clockwise 82 (degrees). 
Regulated low nitrogen pressure 475 (psi) 
auto, 490 (psi) manual. Isolated bus 28 volts. 

09 27 08 P ... going to pimp the rest of that urine 

into the number 2 tank. First . . . sample. 
I believe it is pumping correctly. The 
thing about this pumping under zero g is not 
good, tends to stand in the pipes, and you 
have to actually forceably force it through. 

09 40 20 P Radiation ejcperimsnt on at 09 39. 

09 50 25 P Radiation experiment coming off, NOW (09 50 29)*^. 

ZAUZIBAR 

10 00 09 p _ 02 primary is 79 percent. 
10 00 18 CC Reconfirm that please? 

10 00 19 p Roger. Just a hair short of 80 percent. Over. 

10 00 2k CC O2 primary? 



CONFIDENTIAL 



CONFIDENTIAL P^g^ 3 - 69 

ZZB-7 

10 00 27 P O2 primary. That's coming in at l80 percent. 

Over. 

10 00 33 CC Affirmative. 

10 00 35 P It's that Frank Samoneki gage. And the sec- 

ondary is 100 percent. 

10 00 kl CC Affirmative. 

10 00 47 CC Faith Seven this is Z,anzibar Cap Com. At 

this time, you are go for 17 (passes). You 
are go for 17. 

10 01 00 P Roger. Thank you, Zanzibar. 

10 01 ok CC MCC advises that they do not want you to jet- 

tison your halloon. They are working on an 
alternate nKthod for releasing the "balloon. 

10 01 17 P Roger. Understand. I will not jettison. 

10 01 20 CC Roger. 

10 01 29 CC Faith Seven. Zanzibar Cap Com. 

10 01 30 P Go ahead. 

10 01 31 CC I have new (retrosequence) times for (recovery 

area) 7-1. Are you ready to copy? 

10 01 35 P Roger. Go. 

10 01 37 CC Your G.m.t. or C. do you want G.m or C? 

10 01 h2 P C.e.t, 

10 01 47 CC C.e.t. is 10 23 37 C.e.t. Do you read? 

10 02 01 P Roger. 10 23 37- Understand. 

10 02 05 CC That takes into account the 5 seconds error 

in your clock. 

10 02 09 P Roger. Thank you, 

10 02 l6 CC Faith Seven, Zanzibar Cap Com. Check your 

cabin (heat exchanger) dome ten?>erature . 



CONFIDENTIAL 



Page 3-70 




r^oiwrn iri\rrr a t 


ZZB-2 






10 02 23 


P 


Roger. Catin dome ten^jerature is 70 degrees. 


10 02 28 


CC 


^vjiix j-xm un i^iie girouuu. 


10 02 29 


P 


Roger. 


10 02 39 


CC 


Can vrtii Tio a Pn nav<iMO 

jruu (j±ve US a I^Uo CaDin/ 


10 02 k2 


P 


Roger. POg cabin is about 4.4 psi. 


10 02 51 


CC 


4.4? 


10 02 5lf 


p 


Roger. 


10 03 31 


CC 


* kjcvcii^ f jctnzxpar oap ood. 


10 03 3^ 


p 


Roger. Go. 


10 0*^ ^7 


CC 


Eveiything looks good here. 


10 03 39 


p 


Roger. Thank you very nuch. Everything looks 






good here . 


10 03 k2 


cc 


v/jwiy ^ £jcizi£3- Dar ou. X i 


10 03 44 


p 




10 04 07 


p 


Putting jsiy visor back now. I've had to keep 



Increasing the suit flow, from a (comfort 
control valve) setting of I.5 that I have 
right now to a setting of about 2.7. DomE 
is about 58 degrees. Inlet temp is 58 de- 
grees. - This increase in the suit water flow 
is probably required by the cabin going on 
up. The heat load in the cabin is gradually 
going on up, using powered up, and having a 
cabin fan and cabin coolant turned off. 

23 P At a (comfort control valve) setting of 3 on 

the heat exchanger. 



CONFroENTIAL 



CONFIDENTIAL page 3 

CSQ-7 

C; 1 "^ yUAL SECTTRY ^BEC 









10 2h 57 


CC 


':i;xlc- Faith Seven, CSQ Cap Com. Over. 


10 25 01 


P 


F.oger, John. Faith Seven here. 


10 25 03 


CC 


? vith Seven, CSQ. Cape advises you could go 
ahead and pover down h'^re, over our site 
if yo-i like. Over. 


10 25 11 


p 


Foger. Will do. You have any kind of a re- 

x)rociu-.' t-ion device down ther^? 


10 25 l6 


CC 


i'o, not, Gordo. We're not getting a 
dog-gene thing on that, don't know what's 
wrong >"lth it. You are transmitting, is 
that i.-'-'irm? 


10 25 23 


p 


xoger. 


10 25 25 


CC 


Nope . ■ re not getting' any TV at the moment ■ 


10 25 28 


p 


Okay. . . . 


10 25 39 


CC 


Hegative. The boys here tell me we -re not 
getting any carrier on it at the moment. 


10 25 h-7 


p 


Roger. 


10 25 59 


CC 


This is CSQ Cap Com, Gordo. You're going 
ahead and powering down, is that affinnat.\«' 


10 26 07 


p 


That is afi-irm. I'm going to fly-hy-wire nov 


10 26 10 


CC 


Roger. 


10 26 21 


p 


Roger. Auto is off. 


10 26 24 


CC 


Roger. Auto off. 


10 2b 32 


p 


Gyros are caged. 


10 26 3^ 


CC 


Roger. GjroB cagea 


10 26 itO 


p 


ASCS a-c bus off. 


10 26 43 


CC 


Roger. 



CONFIDIOTTIAL 



Page 3-72 




LONFIDENTIAL 


CSQ-HAW-7 






10 26 54 


P 


The highest lay 250 Inverter got up to was 
130 degrees. 


10 26 59 


CC 


Roger. Understand 25O only got up to 130, 
is that alTirm? 


10 27 03 


p 


Roger. 


10 27 30 


cc 


Roger. We're dropping you. 


10 27 ho 


cc 


Gordo, the Surgeon wants to know if you're 
sweating any at the moment. Over. 


10 27 hb 


p 


Veiy lightly, not very njuch. 


10 27 49 


cc 


Roger. 


Unreadable 


p 


*. . . At roughly 10 hours and 2? minutes, 

brought auto ASCS control to select. Lights 
are off. Caged the gyros. Have ASCS a-c 
bus. At the time the 250 inverter was read- 
ing 130 degrees the highest it had been. 
The cabin was 96 degrees^ the highest it has 
been. The cabin already is coming down, it'! 
91 degrees, already. 

HAWAII 


10 37 27 


cc 


Hello Faith Seven, Hawaii Cap Com. Do you 
read? 


10 37 k3 


cc 


Faith Seven, Hawaii Cap Com. Hov do you read? 


10 37 52 


p 




10 37 55 


cc 


Roger, Faith Seven. Reading you 3 by 4. Will 
you turn your tape recorder to program at 
this time. 


10 38 05 


p 


Roger. It is on program. Over. 


10 38 08 


cc 


Roger. R and Z Cal to auto. 


10 38 12 


p 


R and Z Cal is in auto. 



CONFroENTIAL 



CONFIDENTIAL page 3 - 73 

HAW-7 



10 3Q 13 


cc 


And C-Band beacon to ground conniand now. 


10 38 17 


p 


C-Band "to groxind command nov> 


in ^ iQ 
JO ±y 


cc 


Roger. We're standiDg by for a blood pres- 
sure and a fuel and oicygen ireadout. 


10 38 24 


p 


Roger. Fuel 8l (percent-) euXo, 101 (percent) 
manual . Oxygen is 175 percent primary, 
100 percent. secondary. Cabin tenq? 90 de- 
grees. Here comes blood pressure. 


10 38 ^ 


cc 


Roger. Understand blood pressure is on the 
air. Say again cabin tenp. 


10 38 i*8 


p 


Cabin ten?) is 90 degrees. 


10 38 51 


cc 


Roger. Read 90. 


10 39 12 


cc 


Faith Seven, Hawaii Cap Com. Turn your 
C— band beacon on at this time. Over. 


10 39 iti 


p 


Roger. Coming on now. 


Unreadable 


cc 


Roger, your (contingency recovery area) 8-Alpl 
and 8- Bravo (retrosequence) times are nomr- 
inal. 


10 39 25 


p 


Roger. 8- Alpha and Bravo are nominal. 


10 39 30 


cc 


T/M is commanded. Standby. 


Unreadable 


cc 


Roger, Faith Seven, Hawaii Cap Com. Command- 
ing T/M on at this time. 


10 39 56 


p 


I have it on continuous. You want it on 
ground command? 


10 39 59 


cc 


Negative, that's fine. 


10 1*0 05 


p 


Okay. 


10 ho la 


cc 


Faith Seven, Hawaii Cap Com. Turn your T/M 
to ground command- 


10 1+0 23 


p 


Roger. Going to ground command now. 


10 i»o 29 


p 


On ground command. 



CONFIDENTIAL 



CONFIDENTIAL 



Roger. 

. . . Cooper, can you come in on emergency 
frequency. Come up on 111 76. gickam out. 

Faith Seven, Havaii Cap Com. Your mode, and 
gyro svrLtch position please. 

Roger. Roger. ASCS control on select. Mode 
select off. Fly-by- wire thrust select low. 
Pitch torqulng on. Gyros to cage, and 
pitch attitude on orbit. 

Havaii. Roger. 

T/M commanded on this time. Faith Seven. 
Roger. 

Faith Seven, Hawaii Cap Com. We're receiving 
R Cal at this time. Will you make sure you 

have your C-"&and beacon to ground coinnB.nd 
before AOS. Over. 

Roger, will do. 

C-Band beacon coming to ground command now. 

Roger. Understand C-tiand, ground command now. 

Took some pictures out of the window with the 
remainder of the first roll of film on the 
16 mm. The color film camera in the bracket. 

*IiOv nitrogen pressure in kf^ (psi) auto, J+90 
(psi) manual, B-nut ten^js. Pitch down Hb 
(degrees), pitch up 65 (degrees). Yaw left 
66 (degrees), yaw right 70 (degrees). Roll 
counterclockwise 98 (degrees), roll clockwise 
92 (degrees). - Auto peroxide tank 82 (degrees), 
manual peroxide tank 68 (degrees), reserve 
peroxide tank 76 (degrees). 

Isolated bus 28 volts. And I am pulling 6 ajnps, 
right now. 



CONFIDENTIAL 



CONFroENTIAL 



page 3-75 
HAW-7-ZZB-8 



11 16 18 P Tape (and radiation) ejqjeriment is now on. 

I'm eating a pot roast of beef. I've had 
considerable difficulty getting the water 
in it from this water device on the McDonnell 
water tank. I spilled water all over my 
hands, and all over the cockpit here trying 
to get some in it. I have succeeded in get- 
ting about half of it daii?)ened and am pro- 
ceeding to eat. 

11 19 20 P I am washing my face with a dan^ cloth now. 

Certainly feels good. 

11 22 30 P (Forcing grunt) This is ridiculous. Come 

out of that damned ditty bag - Pandora's 
locker. 

11 28 31 P Radiation experiment is off. Tape recorder 

to program. 

11 31 00 P *It is rather a strange feeling to be able to 

place objects out into the cabin and let 
go of them and they'll stay in relatively 
their same position. This is w>xrLaaut 
as well as an odd sensation. Handy some- 
time. 



ZANZIBAR 



11 33 07 


CC 


Faith Seven, Zanzibar Cap Com. I'd like to 
get a S.e.t. time hack in about 30 seconds. 


11 33 15 


P 


Roger. - We have 11 34 30 on mark. 5, 4, 
3, 2, 1, MARK. (11 33 31)^ 


11 33 36 


P 


That's 11 33 30. 


11 33 30 


CC 


Roger. 


11 33 ^9 


CC 


Faith Seven, Zanzibar Cap Com. 


11 33 53 


P 


Go ahead. 


11 33 5U 


CC 


Your clock is now T seconds fast, plus T seconds, 



CONFIDENTIAL 



Page 3-76 
ZZB-8 

11 34 01 
11 3^ 06 

11 34 21 

11 34 25 

11 34 30 
11 34 40 

11 34 45 
11 34 49 

11 34 54 

11 35 15 
11 35 IT 
11 35 57 
11 36 01 
11 36 03 

11 36 09 
11 49 9i 



11 51 21 



CONFroENTIAL 



P Roger. Understand. Plus 7 seconds. 

CC (Recovery area) 9-1 ( retrosecpience ) time is 

13 19 20. 13 19 20. 

P Roger. 13 19 20. 

CC If you have to set your clock you'll have 

to add 7 seconds to that. , 

P Roger. Understand, 

CC Your T/M looks good on the ground. Faith Seven. 

Your T/M looks good. 

P Roger. Thank you. 

CC We'd like to have a TRF clock readout from 

the capsule also, please. 

P Roger. - Time to retrograde will be 22 23 20 

on my mark. MARK. (11 35 0?)^ Retrograde 
time 33 58 26. 



CC We concur. 

P Roger. 

CC Faith Seven, Zanzibar Cap Com. 

P Go ahead. 

CC Everything looks real good on the ground. 

Cape says they have nothing else for you 

at this time. We'll see you next time around. 



P Roger, Zanzibar. Thank you. 

P *A11 right on number 2 (photograph), I've just 

taken (a picture, number 3) over India. And 
.I'm Just coming in over China very shortly. 
This is on the general puipose film in the 
Hasselblad. 



P *Photo three with the general purpose film. Here 

come the Himalayas. Number k (photograph) of 
the Himalayas. First three at I/25O, f/11. 
These are two ... . That last one was 1/250 
f/16. 



CONFroENTUL 



CONFroENTIAL 

COASTAL SENTRY QUEBEC 



page 3-77 
CSQ-8 



Unreadable 


CC 


Faith 


Seven. 


Unreadable 


CC 


Hello 


Faith Seven, CSQ Cap Com. Over. 


11 55 57 


P 


Roger , 


. Faith Seven here. 


11 55 58 


CC 


Roger , 


, Reading you loud and clear, Gordo, 



Is the TV on? 

Unreadable P Negative. I'll bring it on new. I didn't 

think it would work. 



Unreadable CC Roger. Good head we didn't pick it up 

before here, I got your (contingency 
recovery area) 9-Able and Baker (retro- 
sequence) t imes for you if you're ready 
for them. 



11 56 13 P Roger, standby 1. - Roger. Go. 

11 56 39 CC Roger. 9-A is 12 +18 +24 and 9-B is- 12 '♦43 

+ 05. Over 



Unreadable P Roger 12 18 24. 12 43 05. 

Unreadable CC That's affirmative and Cape requests at the 

end of this pass you can turn your R and Z 
Cal switch off so it will be off for the 
rest period. Over. 



There we go. We're getting a little picture 
on you here now, if we can get the thing 
adjusted a little better. 



Roger. How's that? 

We're receiving a carrier on you here but 
we're not getting very good modulation. 
Just big light spots going on and off. Over. 

Roger. Probably not getting too much light. 
Just one second, I should be getting enough 
earth shine off of it here to help. 



CONFTOENTIAL 



Page 3-78 CONFroENTIAL 

CSQ-8 



11 


57 


25 


CC 


Okay, good. You upside down? 


11 


57 


27 


P 


Roger. 


11 


57 


37 


CC 


Is It on you? 


11 


57 


39 


p 


Roger. 


11 


57 


46 


CC 


Can you open the lens up a little bit on 
that. It's not getting enough light here. 


11 


57 


50 


p 


Okay it's wide open now. 


11 


57 


51 


CC 


Roger . 


11 


58 


49 


CC 


You on £ly-by-wire, Gordo? 


11 


58 


52 


p 


Negative* I have everything powered down 
now. 


11 


58 


56 


CC 


Roger. Just drifting. Afflrn? 


11 


58 


57 


p 


Roger . 


11 


58 


58 


CC 


Roger . 


11 


59 


04 


p 


Full drift with ASCS a-c powered down. 


11 


59 


07 


CC 


Roger . 


11 


59 


38 


CC 


You're sure looking good. Everything couldn't 
be finer on this pass. 


11 


59 


43 


p 


Roger. Everything looks good here, John. 


12 


00 


09 


CC 


How's cloud cover, do you have a pretty good 
view? 


12 


00 


14 


p 


Quite a bit of cloud cover right over you here, 
A little bit earlier there was a pretty good 
open area. 


12 


00 


23 


CC 


It should be interesting to loek at. 


12 


00 


26 


p 


Roger . 


12 


01 


07 


CC 


For your info, Gordo, we're getting good report 



from the monitor aircraft for later on, for 
retro too. 



CONFTOENTTAL 



CONFTOENTIAL 



page 3-79 



CSQ-HAW-8 

Roger. Thank you. 

Surgeon would like to knew what your cabin 
temp is now. 

Roger, Cabin temp is about 87 degrees. 

Roger, very good. You're looking fine, 

*An interesting aspect of this little liquid 
experiment that I have along, is that the 
liquid remains on it in globules, hanging 
along the side in round globule form, and 
the air is trapped within it in globules, 
and does not separate from it. 



HAWAII 

Faith Seven, Hawaii. Do you read? 

Roger, Hawaii. Faith Seven reading you loud 
and clear. 

Roger. Reading you loud and clear. Standing 
by for blood pressure, fuel and oxygen. 

Roger . 

Blood pressure coming bow. 
Roger . 

Fuel is 81 percent auto, 101 percent manual. 
Oxygen is just about 170 percent primary, 
and 100 percent secondary. 

Roger, Faith Seven. Say again oxygen second- 
ary. 

100 percent. 

100, Roger. Blood pressure off at this time, 
please. And did you say 101 manual fuel. 

That's affirmative. 101 manual and about 81 
automatic , 



CONFroENTIAL 



pige 3 80 CONFroENTIAL 

HAW-8 

12 12 51 CC Roger. That's all we need. You look good on 

the ground, you're doing a great job. 

12 12 57 P Roger, thank you Buddy. 

12 13 24 CC Faith Seven, Hawaii. Your clock is holding 

7 second error. 

12 13 28 P Roger. Thank you. 

12 14 08 P The eighth picture was shot over Hawaii to 

the south. 

12 14 17 CC Faith Seven, Hawaii. Could you give me suit 

(heat exchanger) dome temp, please. 

12 14 21 P * Roger. Suit dome temp is about 45 degrees. 

I increased flow. Got it down a little low, 
and I'm easing it back now. 

12 14 31 CC Roger, Understand, understand suit dome 45. 

12 14 35 P that's right. 

12 14 48 CC Faith Seven, Hawaii. What about G2 partial 

pressure. 

12 14 53 P Roger. O2 partial pressure is about 4.2 (psi), 

cabin. 

12 14 57 CC 4.2. Roger. 

12 14 58 P Roger. 

12 15 18 P Roger. - Now back to the scribe mark on the 

suit temperature selector of about 2.7 with 
the power down. 

12 15 31 CC Faith Seven, Hawaii. Our T/M shows suit dome 

of about, 38 degrees. 

12 15 41 P Roger. I just decreased the setting. Just a 

minute ago, again. 

12 15 45 CC Roger. 

12 17 33 P ^Suit dome temp's down to about - slightly 

below 40 degrees. Decreased the setting 
of the flow twice, and It's on its, should 
be on its way back up any moment. 



CONFroENTIAL 



CONFroENTIAL 



page 3-81 
HAW-RKV-8 



12 21 36 P *Short status report: Hydrogen peroxide and 

low nitrogen pressure 475 (psi) auto, 490 
(psi) manual. B-nut temps. Pitch dcwn 85 
(degrees), pitch up 60 (degrees). Yaw left 
55 (degrees), yaw right 70 (degrees). Roll 
counterclockwise 85 (degrees), clockwise 92 
(degrees). . . , auto tank 85 (percent), 
manual tank 68 (percent), reserve tank 98 
(percent). Isolated bus voltage 28 (volts), 
pumping from the condensate tank to the 
reserve tank, I have a syringe full. Suit 
circuit seems to be getting varying amounts 
of water, probably from the condensate tank, 
or tin can. Coolant water flow seems to vary 
cons iderab ley. I have it clear back down to 
a setting of 1. Still haven't gotten the 
heat exchanger dome temperature out of the 
warning light area. It is now about 45 
degrees. Never have been able to put water 
in these containers, that have water, due to 
the leaking of this valve in the back of It. 
I'm unable to put it into the water, into the 
plastic neck of the container and get water 
into it without leaking water all over the 
cockpit . 



ROSE KNOT VICTC« 



12 


26 


00 


CC 


Faith Seven, RKV Cap Com. 


12 


26 


05 


P 


Hello RKV. 


12 


26 


07 


CC 


We have Aeromed and systems go here. 


12 


26 


18 


P 


Roger. Say again RKV, 


12 


26 


21 


CC 


We ifcve Aeromed go here, and systems go. 


12 


26 


25 


p 


Roger. Very good. I'll take the temperature 
probe out now, then. 


12 


26 


30 


CC 


We've got a long list of capsule readouts that 
the Cape requires before you go into the ret 
per iod . 


12 


26 


42 


p 


Roger. Go. 



CONFTOENTIAL 



Page 3-82 CONFmENTIAL 

RKV-8 



12 


26 


43 


CC 


Okay, 24 volts main. Just rotate the switch 
through, Gordo. All positions on your d-c 
volts. 


12 


26 


53 


P 


Roger, d-c volts.. Main (bus) 24-^1 (volts), 

one is 25 (volts), main (batt«ry) two is 25 
(volts), main (battery) three la 25 (volts), 
standby (battery) one is 25 (volts), standby 
(battery) two is 25 (volts), isolated (battery 
28-% (volts). 


12 


27 


11 


CC 


Roger, understand. 150 va (inverter) volts? 


12 


27 


17 


p 


Roger, 150 va is 121 (volts), fan 121 (volts). 


12 


27 


24 


CC 


Fans bus 121 (volts)? 


12 


27 


26 


p 


Roger. 


12 


27 


27 


cc 


Suit coolant and cabin coolant control valve 
settings. 


12 


27 


33 


p 


Roger. I'm back on 2.5 on the suit. Cabin is 
still shut down. 


12 


27 


41 


cc 


Roger. Partial CO2 and partial 


12 


27 


45 


p 


Roger. Partial O2 cabin is about 4.2 (psi)^ 
and suit CO2 is on the bottom peg, zero. 


12 


27 


55 


cc 


Roger. Auto and manual fuel pressure? 


12 


27 


59 


p 


Roger. Auto fuel pressure 475 (psi), manual 
fuel pressure 490 (psi). 


12 


28 


04 


cc 


Roger. Okay temperatures, just rotated through 
Pitch, and all the way through. 


12 


28 


13 


p 


Roger. Retro 62 (degrees). Pitch down 75 
(degrees), pitch up 60 (degrees), - Yaw 
left 55 (degrees), yaw right 70 (degrees). 
Roll counterclockwise 95 (degrees), roll 
clockwise 93 (degrees). 


12 


28 


37 


cc 


Roger. H2O2 reserve, manual and auto. 



CONFTOENTIAL 



CONFroENTIAL ^^s^ ^ " ^3 

RKV-8 

12 28 41 r Roger. Auto peroxide tank Ib 85 (degrees), 

manual is 68 (degrees) and reserve la 78 
(degrees). 

12 28 52 CC Roger. Cabin heat exchanger outlet temperature. 

12 28 35 P Cabin heat exchanger outlet 72 (degrees), 250 

inverter 112 (volts), 150 inverter about 1. 
er. Just a second I'll get a light on, I'm 
getting In the dark, 125 (volts). 

12 29 13 CC Roger. 

12 29 14 P Fans inverter about 110 (volts). 

12 29 17 CC Roger. 

12 29 23 CC Okay, that settles this. Can you give me 

some indication of your tape remaining? 

12 29 29 P Roger. Just a moment. - Roger. I have about 

75 percent remaining. 

12 29 44 CC Roger, Can you give us a blood pressure. 

12 29 50 P Roger. Coming now. 

12 29 56 CC (Mcay, the Cape advises that If you desire to 

turn your T/M to continuous, we'll cut down 
on the unnecessary communications for the 
rest of the rest period, 

12 30 11 P Roger. 

12 30 31 CC C.e.t. is showing plus 7, + 7. 

12 31 35 P Roger, +7. 

12 31 12 CC Seven, RKV. Do you Intend to go on a rest 

period from this site? 

12 31 17 P Roger. 

12 31 46 CC Seven, RKV. Are you sweating any? 

12 31 50 P Negative. 

12 31 52 CC No sweat. 



CONFTOENTIAL 



Page 3-84 CONFroENTIAL 

RKV-8, PASS 9, CSQ--9 

12 32 08 CC We have you all go on Aeromedical and 

systems. Looks like you can settle 
down for a long rest, 

12 32 14 P Roger. Thank you. 

12 32 36 CC Seven, RKV. We have LOS. 



Photo number 8 being made over Africa, to 
the north. 

* (Nou-f light -related transmission omitted.) 
Another being made over Africa. 

I can see roads, and rivers, and some small 
towns, down here on the ground. Small 
villages are pronounced. Can almost make 
out the individual houses. 

*NoM we're in the next series of 12. Over 
. . . Africa. The first series were 
started over Africa, and across on orbit 
9, on across Arabia, through India, and 
that last series of 3 or 4 pictures were 
made right over the Himalayas, and In the 
India, India - China area. 

Checking fly-by-wire thrusters, they all work. 
Fly-by-wire lows, manual proportional, and 
checking manual thrusters now. Checking 
yaw, - and yaw works, pitch down works, 
pitch up works, roll left works, roll right 
uorks. Manual handle off. 



COASTAL SENTRY QUEBEC 



13 32 41 P CSQ Cap Com. Faith Seven. 

13 33 18 CC Hello Faith Seven, CSQ. Roger. Received you, 

go ahead with your message. 



CONFroENTIAL 



CONFIDENTIAL page 3 - 85 



CSQ-9 

Roger. Just passing over. Everything's 
nominal here I haven't really started my 
rest period yet. I had a little tussle 
with the heat exchanger, with the suit, 
and I finally got it adjusted. 



Roger. Understand, heat exchanger is 
adjusted now, for suit. We are still 
trying to pick up your TV here. We're 
not getting a very good picture on it. 
Over. 

Roger. 

Roger, We had a message out around the range 
here to keep quLet that you were asleep and 
we thought it looked like a typical asleep 
type pass on your biosensors here, 

Roger . 

Rogsr, I was busy here just before the pass. 
Roger * 

Did you say you were asleep just before the 
pass. Over. 

Negative. I was busy looking out the window 
and fiddling with this suit dome temp, 

Roger . 

I've checked my manual and fly-by-wlre 
thrusters and am ready to start my rest 
period now , 

Roger, Understand checked manual fly-by-wire. 
Ready to start rest period now. 

Roger . 

All right. You will tell everyone to go 
away and leave you alone now. (Heay? 

Roger . 



CONFIDENTIAL 



Page 3 - 86 CONFroENTIAL 



C3Q-9, Pass 10-11 

13 34 52 CC You're looking real good, Gordo. Everything 

is going real fine, boy. 

13 34 55 P Roger. Thank you, John. 

Unreadable P . . fourth picture on that second series 

was made just, out from CSQ. Number 6 of 
second series, taken, over at 13 55, Went 
to sleep at about 13 50. Slept "til 14 46. 
Quite soundly, slept quite heavily, awoke 
not realizing where I was. Completely, 
soundly asleep. Picture 8 of second series 
in the Burma - India area at 14 58 30. 
Took number 9, over the Himalayas, 



PASS 10 



15 11 35 p ^Standby inverter 102, 150 inverter 110 (degrees), 

250 inverter 102 (degrees), H2O2 auto tank 
85 (degrees), manual fuel tank 70 (degrees). 
Roll counterclockwise 78 (degrees), roll 
clockwise 82 (degrees). Yaw right 65 (degrees), 
yaw left 64 (degrees). Pitch up 58 (degrees), 
pitch down 70 (degrees). Retro 67 (degrees), 
I put the window cover on 15 14 15 for a 
period of time, and now have awakened. 



PASS 11 



16 28 51 P * Short status report. Peroxide low pressure 

regulated 475 (psi) auto, 490 (psi) manual, 
clockwise thruster 72 (degrees), counter- 
clockwise thruster 78 (degrees). Yaw right 
at 61 (degrees), yaw left at 60 (degrees). 
Pitch up is 52 (degrees), pitch down is 58 
(degrees). Retro Is 55, auto 85, manual is 
70, . . . reserve is 70. Photo series at 
16 hours and 40 minutes. Having the problem 
with the suit exchanger dome temp, . . . 
down to the freezing mark with a (comfort 
control valve) setting of about 1-^, take 
a setting of 1 to 1-% and then takes almost 
turning it off to get it back. It seems to 
be very inconsistent, in the settings that 
will take to hold an even heat exchanger 
dome temperature. Went asleep again and am 



CONFIDENTIAL 



CONFIDEN^HAL 



Page 3-87 
PASS 11-12-13 



P (cont'd) awake now. Suit temperature is ... 5. 



PASS 12 



18 04 20 P Photo sequence number 3 made on the Indian 

coast line, at 18 hours and 4 minutes. 
Next photo made at 18 hours and 5 minutes. 

18 14 01 P *The time is now 18 hours and 14 minutes. 

Short status report. Nitrogen low pressures, 
475 (psi) auto, 490 (psi) manual. Retro 
pack 71 (degrees). Pitch down thruster 
58 (degrees), pitch up 50 (degrees). Yaw 
left 58 (degrees), yaw right 52 (degrees). 
Roll counterclockwise 72 (degrees), (roll) 
clockwise 70 (degrees). H2O2 auto tank 82 
(degrees), peroxide manual tank 72 (degrees), 
peroxide reserve main bus is 

25-% (volts), isolated bus voltage is 
(volts). (Battery number 1) 25 (volts), 
number 2 is 25 (volts), number 3 is 25 (volts), 
standby 1 is 25 (volts), standby 2 is 25 
(volts), isolated is 28-% (volts), back to 
main. Reading 121 volts on the fans. 
Everything is proceeding along very well. 
Everything is nominal, except for this 
bothersome heat exchanger dome temp, and I 
just can't seem to keep it either from being 
on the freezing mark or going on over. I 
vary, the settings between , . . and completely 
off. 



PASS 13 



19 38 39 P *Went to sleep again, slept very souddly. And 

it's time for a short status report. Nitrogen 
regulated pressure, . . . auto 475 (psi), 
manual 490 (psi). -B-nut temps. First, retro 
temp 75 degrees. Pitch down thruster 55 
(degrees), pitch up thruster 50 (degrees). 
Yaw left 56 (degrees), yaw right 50 (degrees). 
Roll counterclockwise 72 (degrees), roll 
clockwise 70 (degrees). -Peroxide auto tank 
82 (degrees), manual tank 72 (degrees), 
reserve tank 75 (degrees). Isolated bus 
voltage 28. 



CONFIDENTIAL 



CONFIDENTIAL 



*One comment on these various sleep periods 
that I've had, nearly everytime that I 
have awakened, I found that I have been so 
soundly asleep I don't even know where I 
am when I awake. 

*H.Jve a note to be added in for head-shrinkers. 
Enjoy the full drifting flights most of all, 
where you have really the feeling of freedom, 
and you aren't worried about the systems 
fouling up. You have everything turned off, 
and just drifting along lazily. However, I 
haven't encountered any of this so called 
split-off phenomena. Still, note that I am 
thinking very much about returning to earth 
at the proper time and safely. Over. 



PASS 14 



Time for another short status report. Auto 
regulated pressure 475 (psi), manual 490 
(psi). Retropack temp 75 (degrees), pitch 
down thruster 51 (degrees). Pitch up 49 
(degrees). Yaw left 55 (degrees), yaw 
right 50 (degrees). Roll counterclockwise 
72 (degrees), roll clockwise 70 (degrees). 
Peroxide auto tank 80 (degrees), manual tank 
74 (degrees), reserve tank 74 (degrees). 

Darned suit heat exchanger (comfort control 
valve) again. Setting is down to 1-^. 
1-% held it for awhile. And now it's gone 
dcwn to 40 (degrees) on the dome temp. 
Inlet temp 62 degrees. 

Number 7, sequence 3 was made looking back 
at Arabia. At 21 05, cabin temp is now 82 
degrees, 250 inverter is 95 (degrees), 150 
inverter is 115 (degrees), standby inverter 
is 95 (degrees). 



CONFIDENTIAL 



CONFIDENTIAl 



page 3-89 
MUC-14 



(Extended garbled transmission here. Sounds like Spanish) 



21 


22 


34 


p 


HellOj Muchea Cap Com, Faith Seven here. Over. 


21 


22 


39 


CC 


Go aheady Faith Seven. This is Muchea Cap. 


21 


22 


A3 


cc 


Go ahead. Faith Seven. This is Muchea Cap Cotn. 


21 


22 


46 


p 


Roger, Muchea Cap Coin. Faith Seven, I'm awake 
now. Just thought I'd check in with you. 


21 


22 


50 


cc 


Roger. How was your sleep? 


21 


22 


54 


cc 


How was your sleep? 


21 


22 


56 


p 


Very good. 


21 


22 


58 


cc 


Do you like your coffee white or black? 


21 


23 


02 


p 


I'll have tea, thank you. 


21 


23 


04 


cc 


*Roger. 


21 


23 


10 


p 


In fact, hot black tea would go very well right 
now. 


21 


23 


14 


cc 


Roger. 


21 


23 


18 


cc 


When you get a chance, will you give us your 



spacecraft status, and your status? 

Roger. Everything is nominal here. I've had 
some difficulty with the suit heat exchanger 
dome temp and it's been running with the light 
on most of the time, but I have it well under 
control and the suit inlet temp has been running 
very comfortably. 



21 


23 


45 


CC 


Very good. 




21 


23 


47 


P 


My status is 


excellent. 


21 


23 


50 


CC 


Roger. Will 


you give me an auto and manual fuel 



Roger. Let me get some more lights on here, since 
I'm in the dark. 



CONFIDENTIAL 



r^se 3 - 90 CONFIDENTIAL 

WJC-lk 



21 24 00 



* Roger. Auto fuel is reading 69 percent and 
manual 95 percent. 



21 


24 


10 


CC 


Say ag 


^in last. 


21 


24 


11 


P 


Oxygen 
seco 


150 percent on primary, 100 per< 
idary. The manual fuel is 95 pei 


21 


24 


23 


CC 


Roger, 


I didn't copy your manual fuel, 


21 


24 


25 


p 


Roger. 


Manual fuel is 95 percent. 


21 


24 


28 


CC 


I copied auto at 79. 


21 


24 


32 


p 


Roger . 


It's 69, 69. 


21 


24 


35 


CC 


Roger . 




21 


24 


37 


p 


Cabin 


;emp is 84 degrees. 


21 


24 


41 


CC 


Roger. 




21 


24 


55 


CC 


Standb: 


Faith Seven. 


21 


24 


57 


p 


Roger. 




21 


25 


13 


CC 


I have 


(recovery) area 15-1 retrosequen 
;e prepare to copy. 


21 


25 


21 


p 


Roger. 


Go. 


21 


25 


24 


CC 


22 02 ! 


3. 


21 


25 


28 


p 


Roger. 


22 02 13. 


21 


25 


31 


CC 


That* s 


affirmative. Area 15-1. 


21 


25 


43 


p 


Roger. 


Got it. 


21 


25 


45 


CC 


What ' s 


your present control mode? 


21 


25 


49 


p 


I'm In 


full drift. 


21 


25 


51 


CC 


Roger . 




21 


25 


59 


CC 


We havt 


about 1 minute to LOS, 


21 


26 


02 


p 


Roger, 





CONFIDENTIAL 



CONFIDENTIAL 



Page 3-91 
MUC-14 



Hello, Faith Seven, Muchea Cap Com, Do you 
have anything further to report? 

Negative. I guess not. Everything's fine here. 

Roger. Systems report you go here and Aeromed, 
also. 

Roger. Thank you. 

Roger. 

*It is 21 36 46 NOW. (21 36 46)''^. I am observing 
lights of several small cities and scattered 
areas on the ground. Apparently over the east 
coast of Australia. 

*I am viewing to the east now, and I can see very 
clearly as I mentioned before, a band of haze 
layer above the earth's horizon, through which 
the stars can be seen. Although they're quite 
faint here and then clear below it. It goes 
around the earth, approximately the same dis- 
tance around, just a Corona type thing around 
the earth's surface. 

*I would like to take this time to say a little 
prayer for all the people, including myself, 
involved in this launch and this operation. 
Father, thank You, for the success we have had 
in flying this flight. Thank You for the privi- 
lege of being able to be in this position, to 
be up in this wondrous place, seeing all these 
many startling, wondrous things that You've 
created. Help guide and direct all of us, that 
we may shape our lives to be good, that we may 
be much better Christians, learn to help one 
another, to work with one another, rather than 
to fight. Help us to complete this mission 
successfully. Help us in our future space 
endeavors, that we may show the world that a 
democracy really can compete, and still are 
able to do things in a big way, are able to 
do research, development, and can conduct 
various scientific, very technical programs in 
a completely peaceful environment. Be with all 
our families. Give them guidance and encourage- 
ment, and let them know that everything will be 
okay. We ask in Thy name. Amen. 



CONFIDENTIAL 



Page 3 - 92 



CONFIDENTIAL 



CAPE CANAVERAL 



22 


03 


39 


P 












Roger, shjot. 










The regulated low pressure scores. 


22 


04 


00 


P 


Roger. I'm reading 475 (psi) auto and 
manual . 


22 


04 


10 


CC 


Could we lave an H2O2 reading? 


22 


04 


16 


P 


Roger. Tiat's - say again. 


22 


04 


21 


CC 




22 


04 


28 


p 


Just a miiute on the . . . 



Unreadable 
Unreadable 
Unreadable 



Roger. 

Faith, can I have you on H2O2 tank temperature? 
Auto tank is 81 degrees, manual tank is 74 degrees. 











reserve 


tank is 74 degrees. 


22 


06 


05 


CC 


Faith Sevi 


;n, Cape Cap Com. Over. 


22 


06 


07 


P 


Cape, Fai 


:h Seven. 


22 


06 


09 


CC 


Roger. D 
sleep pt 


Ld you use any auto fuel during the 
^riod? 


22 


06 


15 


p 


Negative, 




22 


06 


19 


CC 


Would you 


put your R and Z Cal to auto? 


22 


06 


22 


p 


Roger . 




22 


06 


26 


CC 


We reckon; 
Over . 


d your fuel to the 69 and 89 (percents) 


22 


06 


32 


p 


Roger. 1 


read you 69 and 95. 


22 


06 


38 


CC 


Roger . 




22 


06 


42 


CC 


Is your t^ 


ipe recorder on schedule? 




1. 


Pilot 


answer 1 


:':f erred to c 


arront rest period only. 



CONFIDENTIAL 



CONFroENTIAL ^^s*' ^ " 

CNV-15 



22 


06 


57 


CC 


We are getting a good picture of you on TV 
now. Over. 


22 


07 


01 


P 


Roger. Understand. 


22 


07 


04 


CC 


Did you transfer any water or urine? Over. 


22 07 


10 


P 


Boy, did I evet! 


22 


07 


17 


CC 


Do you have any air wick observation? 


22 


07 


27 


P 


Rotter. They seem to separate water all right. 


22 


07 


39 


CC 


Faith Seven, did you make any air wick observation? 
Over. 


22 


07 


43 


P 


Affirmative. It does separate water. Over. 


Unreadable 


P 


Did you read me, Cape? 


Unreadable 


CC 


Roger. I read you now. Did you make an air wick 
observation? 


22 


08 


00 


P 


Affirmative. It works. 


22 


08 


04 


CC 


Roger. How Is your comfort and humidity level 
in the suit? 


22 


08 


11 


P 


Fine. 


22 


08 


12 


CC 


Very good. 


22 


08 


IS 


CC 


Our surgeon has some goodies. Did you have any 
dreams? 


22 


08 


20 


p 


Negative. I slept too soundly to dream. 


22 


08 


24 


CC 


Roger. We thought you might have had one onetime 
when your suit dome light may have come on. 


22 


08 


33 


p 


Hy suit dome light was on a good portion of the 
time. 


22 


08 


36 


CC 


Roger. We imderstand that. 


22 


08 


40 


CC 


We'd like you to give a body temperature to 
Canary on your next pass over them coning up. 
Would you set your oral probe on for that? Over. 


22 


08 


50 


p 


Roger. 



CONHDENTIAL 



Page 3 - 9^ 
CNV-15 

22 08 53 CC 

22 09 00 P 

22 09 09 CC 

22 09 16 P 

22 09 27 CC 

22 09 45 CC 

22 09 54 P 

22 09 56 CC 

22 10 00 P 

22 10 08 CC 

22 10 11 P 

22 10 30 CC 

22 10 32 P 

22 10 34 CC 



22 11 06 P 

22 11 07 CC 

22 12 00 CC 

22 12 02 P 



f:ONFroENTIAL 



Pass time at Canary Is nominal, so about 2 or 
3 minutes before would help. 

Roger. 

Would you give us a reading on your coolant 
control valve settings and what they are now? 

Roger. Right at the moment I'm reading about 1.8 
on suit temp and the cabin Is still turned off. 

Roger. We concur. 

Faith Seven. R and Z Cal program switch to off. 
Roger. Off. 

And you can secure TV. We had a pretty fair 
picture. 

Roger. 

We can see you were drifting and dreaming, can't 
we? 

Roger. 

Faith Seven, Cape Cap Com. 

Come in Cape Com, Faith Seven. 

I've been asked to relay a message to you from 
the president of the Republic of El Salvador. 
I will read. In the name of the Salvador Ian 
government and people, and in my own right, it 
gives me pleasure to send you cordial greetings 
and sincere congratulations on the occasion of 
your valiant exploit, which constitutes an 
historic truiiiq>h for the free world. Julio 
Adalberto Rivera, President, El Salvador. 

Very good, very good. 

Roger. 

Faith Seven, Cape Cap Com. 
Go ahead. Cape. 



CONFIDENTIAL 



CONFTOENTIAL 



page 3-95 
CHV-CTI-IS 



I'll glv« you C.e.t. hack at 50 aark. 
Roger. 

That was 22 11 SO. 
Roger. 

MASK 12 minutes. 
Roger. 



Faith Seven, you're cutting out. It's about LOS. 
See you next time around boy-san. 

Roger. 



CANARY ISLANDS 



Faith Seven, this is Canary Cap Com. You need 
not acknowledge this transmission, reqMttlttg 
you turn on your TV and your S-band beacon if 
you have not already done so. 

Roger. TV's on. 

This is Canary Cap Com. Did you - put your - 
wait a minute, we're getting the body tenqp- 
erature now. 

This is Canary Cap Com. Surgeon requests that 
you hold your body temp probe in your 0K>uth 
for about one more minute. 

This is Canary Cap Com. You may take the body 
ten^erature probe from your mouth now. Over. 

Roger. Thank you. 

Your (contingency recovery area) 15-Bravo (retre- 
sequence) time is nominal, and request a par- 
tial O2 readout, please. 

Roger, liy 15-Bravo is nominal. Cabin partial 
pressure O2 is about 4.2 (psi) . 



CONFroENTIAL 



Cri-KIfO-15 



CONFIDENTIAL 



Roger. Undarstand 4.2. I'd like to try to get 
a C.e.t. clock error here, so I'm going to 
give you e time heck. I'd like for you to 
give me the difference In the clocks. On ny 
mark the tljne will be 22 20 40. HASJH, 
(22 20 57) T 



22 


20 58 


P 




22 


21 01 


CC 


Understand 15 seconds. 


22 


21 05 


CC 


Roger. . . . 


22 


21 07 


P 


Roger. Understand. 


22 


21 29 


CC 


Astro confirms 15. Over. 


22 


21 35 


? 


Roger. 


22 


22 15 


CC 


This is Canary Cap Com. Could you give me a 



cabin pressure readout, please? 
22 22 20 P Roger. Cabin pressure 5.2 (psl) . 

22 22 23 CC Roger. 

22 23 37 CC We're getting pretty close to LOS here. Request 

you turn TV off, and the S-band beacon to 
ground comnand. Over. 

22 23 44 P Roger. TV off and S-band beacon to ground 

comoiand. 



22 27 16 CC Faith Seven, this is Kano Cap Com. We have T/M 

solid. We would like a cabin (heat exchanger) 

dome temperature. That is the only high read- 
ing. Over. 

22 27 24 P ... 

22 27 34 CC Say again. 



CONFIDENTIAL 



CONFroENTIAL 3 - 97 

KNO-ZZB-15 



Uareadable 


P 




22 27 44 


CC 


Roger. 


22 27 49 


cc 


Astro, have you eaten? Over 


22 27 58 


CC 


Astro, this is Kano Cap Com. Have you eaten? 
Over. 


22 28 03 


p 


. . . Cabin dome is 72 degrees. 


Unreadable 


cc 


Roger. Have you eaten? Over. 
ZANZIBAR 


22 36 27 


cc 


Faith Seven, Zanzibar Cap Com. 


22 36 29 


p 


Roger, Zanzibar, Faith Seven. 


22 36 32 


cc 


T/M looks good on the ground here. We have no 
big problems. Like to have fuel and oxygen 
readings. 


22 36 39 


p 


Roger. . . . fuel, auto . . . , manual 95 per- 
cent. Oxygen 150 percent primary, and 100 
percent secondary. 


22 36 53 


cc 


Please repeat primary oxygen. 


22 36 56 


p 


150 percent. 


22 36 58 


cc 


Roger. Your (recovery area) 16-1 (retroscquence) 
tljne, 23 31 03. 23 31 03. 


22 37 12 


p 


23 31 03. 


22 37 16 


cc 


That is affirmative. That Is g.e.t. and does 
not Include your clock error. 


22 37 20 


p 


Roger. 


22 37 26 


cc 


Faith Seven. Have you eaten this morning? 


22 37 30 


p 


Negative. Not yet this momiag. 


22 37 33 


cc 


Roger. 



CONFTOENTIAL 



ftige 3 - 98 CONFIDENTIAL 

zzB-wjc-15 

22 37 53 CC Faith Seven, Zanzibar Cap Com. The Surgeon 

would like to know what, how you feel this 

morning? 

22 37 58 P Pine. - Excellent. 

22 38 04 CC Very good. 

22 49 25 P And here comes the short status report again. 

Nitrogen regulated low pressure, auto 475 (psi) , 
manual 490 (psi) . B-nut temperature. Pitch 
down 50 (degrees), pitch up 49 (degrees). Yaw 
left 55 (degrees), yaw right 51 (degrees). Roll 
counterclockwise 78 (degrees), roll clockwise 
78 (degrees). Auto peroxide tank 80 (degrees), 
manual tank 72 (degrees), reserve tank 73 
(degrees). Isolated bus voltage 28. 

MUCHEA 



22 


53 


25 


CC 


Faith Seven, Huchea Cap Com. 


22 


53 


27 


P 


Roger, Muchea Cap Com. Faith Seven. 


22 


53 


30 


CC 


Are you checking your hlgji thrusters? 


22 


53 


40 


CC 


Are you checking your hi^ thrusters? 


22 


53 


54 


CC 


Faith Seven, Huchea Cap Com. Do you copy? 


22 


53 


56 


P 


Roger, Muchea Cap Com. I am not . . . siy 



thrusters. Over. 
22 54 01 CC Say again last. 

22 54 02 P I am not checking my thrusters. Over. 

22 54 05 CC Roger. We had a partial T/M dropout. 

22 54 10 p Roger. 

22 54 16 CC Have you made any checks on thrusters? 

22 54 19 F Roger. I made a couple of them, 3 different 

ones of them. I'm going to bring up my rate 
Indicators shortly and cheek the rest of them 



CONFIDENTIAL 



CONFIDENTIAL 



page 3-99 
MUC-15 



22 


54 


29 


CC 


Roger. 


22 


55 


03 


CC 


Systems report T/M looks good and Aeromeds 
report you look good. 


22 


55 


07 


P 




22 


55 


33 


CC 


Are you clianging the control valve settxng on 
your suit heat exchanger? 


22 


55 


38 


p 


Roger. - Suit dome is on its way down very 
s lowly. 


22 


55 


45 


CC 


Roger. We concur. 


22 


55 


52 


CC 


Have you had your braakfast? 


22 


55 


54 


p 


Negative. 


22 


57 


00 


CC 


Faith Seven. Could you give me a report on that 
thruster check? Which thrusters are okay? 


22 


57 


06 


p 


Roger. I've checked my yaw thrusters both auto 
my rate gyros on, and in first- light then checV 


22 


57 


24 


CC 


Roger. 


22 


57 


26 


p 


While aligning the spacecraft. 


22 


57 


28 


CC 


Say again. 


22 


57 


30 


p 


I will check thrusters while aligning spacecraft, 
while uncaging gyros. 


22 


57 


34 


CC 


Roger. 


22 


59 


38 


CC 


We have approximately 1 minute to LOS. 


22 


59 


42 


p 


Roger. 


23 


06 


51 


p 


*Just brought the rate Indicators to manual on 
position, and they're iridicating about a half 



of a degree right roll rate, half a degree 
pitch up rate, and 1 degree left yaw rate. I 
have now checked my manual proportional thrusters, 
and they ail function correctly, and C-band bea- 
con on continuous. 



CONFIDENTIAL 



PagB 3 - 100 
(HM-15 



CONFTOENTIAL 



23 


31 02 


CC 


P'lti) Seven , GuAyouis Cap Con. 


23 


31 07 




Go ahead, Guaymas Cap Com, Faith Seven. 


23 




CC 


You sound good, Gordo. Arc you going to have 
time for the ASCS? 


23 


31 14 


p 


Roger. The ASCS Is powered up. I powered It 
up about 1 minute ago. Rl^t now, my rate 
Indicators are powered up. 


23 


31 27 


cc 


Roger. Tape recorder continuous. 


23 


31 30 


p 


Roger. Tape recorder continuous. 


23 31 32 


cc 


How about the C-band? 


23 


31 35 


p 


Roger. . . . 


23 


31 36 


cc 


Roger. - Are you going to check your thrusters 



23 31 44 P Roger. I've already cheeked ny manual thrusters 

and I've checked about half of my f ly-by-wlres. 
I'm going to wait 'til daylight and I'll get 
the rest of my fly-by-wlres while I align the 
spacecraft . 

23 31 59 CC Roger. You say you're waiting for daylight. 

23 32 01 p Roger. I'm going to align the spacecraft with 

the thrusters vhile getting a check on the 
rest of them. 

23 32 08 CC Roger. 

23 32 21 P 1*11 check my fly-by-wires now and align my 

spacecraft manually on the manual proportional. 

Unreadable CC Roger. 

23 32 29 P Checking fly-by-wires now. - Man, do those ever 

throw out the fire at night. 

23 32 48 CC Say again, Gordo. I dldn*t read that. 



COrVFIDENTIAL 



CONFIDENTIAL p**^ ^ " 

GYM-15, CNV-16 



23 32 


49 


P 


You can really see the sparks from the thrusters 
at night. 


23 32 


53 


CC 


Ha, ha I Roger. 


23 33 


13 


P 


Roger. All fly-by-wire low thrusters work 
correctly. 


23 33 


18 


CC 


Roger. 


23 33 


29 


CC 


Could you give me your fuel readings, Gordo? 


23 33 


33 


P 


Roger. I have 65 percent auto and 95 percent 
manual. 


23 33 


38 


CC 


Roger. 

CAPE CAHAVKRAL 


23 36 


44 


CC 


Faith Seven, Cape Cap Com. Do you read? Over. 


23 36 


46 


p 


Roger, Cape Cap Com, Faith Seven. 


23 36 


49 


CC 


Roger. Welcome back, Gordo. 


23 36 


52 


p 


Roger. Thank you. 


23 36 


53 


CC 


I have a roll emgle for you, for your dim light 
study. Over. 


23 36 


59 


p 


Roger. Go ahead. 


23 37 


01 


CC 


Your angle is 34 degrees, at sunset. That is, 
roll right, 34 degrees. 


23 37 


08 


p 


34 degrees. Understand. 


23 37 


10 


CC 


Could you give me a reading of your cabin air? 


23 37 


13 


p 


Roger. Cabin air tent's about 86 degrees. 


23 37 


17 


CC 


Roger, 86. Have you had a good ncal today? 


23 37 


22 


p 


Fairly good. 


23 37 


25 


CC 


Roger „ 



CONFIDENTIAL 



page 3 - 102 CONFIDENTIAL 

CNv-16 



23 37 


27 


P 


I'm aligjciing the spacecraft now. 








Roger. Your attitudes look like you're almost in. 


23 37 


39 


P 


It would, because the gyros are still caged. 


23 37 


42 


CC 


That's interesting. 


23 37 


44 


P 


I say they would, because the gyros are still 
caged. 


23 37 


47 




Good deal. You've got real good attitudes on the 
caged gyros. 


23 37 


50 


P 


Roger. 


23 37 


52 


CC 


Did you read that I said roll right 34 degrees? 


23 37 


55 


P 


Roll right 34 degrees. Roger. 


23 38 




CC 


Would you give us some TV, Gordo? 


23 38 


27 


CC 


Hello dahr. 


23 38 


28 


p 


Hello dahr. 








Faith Seven, Cape Cap Com. Would you give us a 
yell if you get an auto fuel light? Over. 


23 39 


37 


p 


Roger. 


23 40 


57 


F 


*Caged gyros coming to slave. 


23 41 


02 


CC 


Roger. 


23 41 


20 


CC 


Our scanners are checking out quite closely, Gordo. 


23 41 


24 


F 


Roger. 


23 42 


36 


P 


Going to auto. 


23 42 


46 


P 


Foiled it again. 


23 43 


10 


CC 


Faith Seven, Cape Cap Com. 


23 43 


12 


p 


Go ahead. Cape Cap Com, Faith Seven. 


23 43 


15 


CC 


Roger. You can kill your TV. Your scanners and 
attitudes match perfectly at LOS. 



CONFIDENTIAL 



CONFIDENTIAL P^se 3 - 103 

CNV-CYI-KNO-16 

23 43 21 P Roger. Thank you. 

23 43 26 P I'm on auto control. 

23 43 28 CC Roger. Understand on auto control. 

23 43 30 P Roger. .^^ ^ ^ 

* (Unconfirmed transmissions omitted. j 

CANARY ISLANDS 

23 51 41 CC Faith Seven, this is Canary Cap Com. We have 

T/M, solid. All systems are green. Do you 
confirm TV on? Over. 

23 51 53 P Roger. TV is on. 

23 53 34 CO This is Canary Cap Com. Could you send us a 

blood pressure now, if you please? 

23 53 39 P Roger. 

23 53 46 CC We are receiving blood pressure now. 

23 56 22 CC Faith Seven, would you take a deep breath and 

hold it, please? 

23 56 26 P Roger. 

23 56 31 CC Okay, exhale. - Exhale, 

23 57 03 CC Faith Seven, inhale, please. 

23 57 50 CC This is Canary Cap Com, we arc coming up on LO 

You may turn off your TV camera, please, 

23 57 54 P Roger. 



23 58 01 CC Faith Seven, Kano has T/M solid. 

23 58 04 P Roger, Kano. All systems green here. 



CONFIDENTIAL 



Page 3 - ICA 




C:ONFII)E^* 


TIAL 




KNO-ZZB-16 










23 58 07 


CC 


I'll give r 




nck In minute. Thank you. 


23 58 10 


P 


Roger 






23 58 12 


CC 


Thft;y axe &i 


gr«eii 


on the ground. 


23 58 14 


P 


Roger 






23 59 36 


CC 


Fsith S^ivcn 


this 


i = Kano Cap Com. 


23 59 40 


p 








23 59 41 




Area li-H 


^ tel ^ 


laquence time) is nominal. 


23 59 45 


P 


16~B is :io:i 


nal ^ 


oger. Thank you. 


24 05 20 


CC 


Site of Kan^ 


will ; 


;ave LOS at 13 08 56. 



24 06 


39 


P 


Heil 


24 06 


42 


CC 


f i 5 ' 


24 06 


45 


P 




24 06 


47 


CC 




24 06 


51 


P 





^ r.h ■ =-n here. 
J' ic Cap Com, Go ahead. 
r^ ' sage for you. 



I. US is Ascrenaut Gordon Cooper, 
sp"^--^ I ' - Fri :;h 'evei, I am right now over 
i ^ ■■ "^i^-j, ^ofaking to the Zanzibar 
"^Jt atet ago, I passed 
".dJ 3 I -ant to wish success to your 

le«d«rs t: tre i>doc luck to all of you in Africa, 



24 07 


12 


P 




/ C'j. c<.-sur.ible readout now? 


24 07 


14 


CC 






24 07 


16 


P 




"; I '1 {"^j^t'zrint) , manual 93 (percent) 
.3- (pel ■ nr; , secondary 100 


24 07 


29 


CC 


Conf iL'ine;!. 


;.. M it^cKS good on the ground here. 


24 07 


36 


P 


Roger. 





CONFlOEMlAi. 



CONFIDENTIAL 



page 3 - 105 
ZZB-16 



24 07 


45 


CC 


How does It feel on the second day, Gordo? 


24 07 


48 


P 


Fine. I may get used to this thing, yet. 


24 07 


52 


CC 


Roger. 


24 09 


17 


CC 


Faith Seven. Zanzibar Cap Com. 


24 09 


18 


P 


Go ahead, Zanzibar. 


24 09 


20 


CC 


The Surgeon would like to know how deep is your 
breathing at the present time. 


24 09 


26 


P 


Roger. Not very deep. 


24 09 


28 


CC 


Roger. Thank you. 


24 09 


30 


P 


Here is a full breath. 


24 09 


34 


CC 


Please repeat. 


24 09 


35 


P 


All right. Now I have a full breath in. 


24 09 


39 


CC 


You are taking full breaths. Very good. That's 
what our recording on the ground shows. 


24 09 


43 


P 


Roger. 


24 10 


18 


P 


I am now in auto control. Set up for the dim 
light experiment. As soon as the sun approachc 
the horizon, I will align with the sua. Fly- 
by-wire. Cage and put gyros free. Roll 34 
degrees right, cage, gyros free. Back on auto. 
And start taking the pictures. 


24 11 


03 


CC 


Faith Seven. Zanzibar Cap Cora. 


24 11 


06 


P 


Go ahead, Zanzibar. 


24 11 


08 


CC 


How much tape do you have remaining on your 
recorder? 


24 11 


12 


F 


About 70 percent. 


24 11 


14 


CC 


Roger. Cape advises that you can go onto con- 
tinuous tape recording. 


24 11 


20 


P 


Roger. 



CONFIDENTIAL 



Page 3-106 

ZZB-16 
24 13 50 
24 13 52 
24 13 54 

24 14 02 
24 14 06 
24 14 10 

24 14 22 
24 14 23 

24 17 54 
24 19 04 

24 19 50 

24 20 55 
24 21 52 

24 22 31 



rONFroSNTlAL 



cc Faith Seven. Zanzibar Cap Com. 

P Go ahead, Zanzibar. 

CC Clock readout now shows a +16 seconds. I will 

give you a mark at 24 13 SO. 

P Roger. 

CC 1. MARK. (24 14 07)^ 

P Roger. I was reading 24 14 07 at the time. 

- That's about right. 16 seconds. 

CC Roger . 

P Yeah. I was reading Just 6, going to 7. That 

would be right. 

P Okay. The stm Is almost to the horizon. I'm 

going to. £ly-by-wlre low, - Yawing over to 
the left just a little to get to the sun. 

P I'm perfectly aligned. Caging the gyros. Bang, 

bang. Gyros to free. I'm going to have to get 
them again. Quite aligned In yaw. 

P Boy! This Is going to be a doozy. Rlgiht into 

the sun. 

P Okay, gyros caged. To free. 34 degrees right. 

P fiyras CAged. Gyros free. Auto orbit node. 

Lights off, warning lights off. 

P Here comes 1. 1, 2, 3, 4, 5, 6. 7, 8, 9, 10, 11, 



12, 13, 14, 15. - 1,001. Number 2 exposure. 

1, 2, 3, 4, 5, 6, 7, 8, 9. 10, 11, 12, 13, 14, 
15. Third exposure. 1, 2, 3, 4. 5, 6, 7, 8, 
9, 10, 11, 12, 13, 14, 15. Fourth exposure. 
Trip. 1,001. Release. 1, 2, 3. 4, 5, 6, 7, 
8, 9, 10, 11, 12, 13, 14. 15. Trip. 1. 2, 3, 
release. 1, 2, 3, 4. 5, 6, 7, B, 9. 10, 11, 
12, 13, 14, 15. Trip. 2, 3, release. 1,001. 

2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13. 14, 15. 
Nuober 3. 1. 2. 3, release. 1, 2. 3. 4. 5. 6. 
7, 8, 9, 10, 11. 12, 13. 14, 15. Muabftr 4. 1, 
2, 3, release. 1, 2. 3, 4. 5, 6, 7, 8, 9, 10, 



CONFTOENTIAL 



flONFTOEmiAL p*8« 3 - 107 



ZZB-16 



P (cont'd) 11, 12. 13, 14, 15. 10 aecond aeries. Trip. 

1, 2, 3, 4, 5, 6, 7, 8, 9. 10, release. 1, 2, 
3, 4. 5. 6, 7, 8, 9. 10, 11, 12, 13. 14, 15. 
Trip. 1, 2, 3, 4, S, 6, 7, 8, 9, 10, releeme. 
- 4, 5, 6, 7, 8, 9. 10, 11, 12, 13, 14, 15. 
Trip. 1, 2, 3, 4. 5, 6, 7, 8. 9. 10, release. 
1, 2, 3, 4, 5, 6, 7. 8. 9. 10, 11, 12, 13, 14, 
15. Trip. 2, 3, 4, 5, 6, 7, 8, 9, 10, release. 
1, 2, 3. 4, 5, 6. 7, 8. 9, 10. 11. 12. 13. 14, 
15. 30 second exposures. 1, 2, 3, 4, 5, 6, 7, 
8, 9, 10, 11, 12, 13, 14, 15. 16, 17, 18, 19, 
20, 21. 22. 23. 24, 25. 26. 27. 28. 29. 30. re- 
lease. 1. 2. 3, 4. 5. 6, 7, 8, 9, 10, U, 12, 
13. 14, 15, 16, 17. 18. 19. 20, 21. 22. 23, 24, 
25, 26. 27. 28. 29, 30, trip. 1, 2, 3, 4, 5, 
6, 7. 8, 9. 10, 11. 12, 13, 14, 15. 16, 17. 18. 
19, 20, 21. 22, 23, 24, 25, 26, 27, 28, 29. 30, 
release. 1. 2. 3. 4. 5, 6, 7, 8, 9, 10, U. 
12, 13, 14. 15, 16. 17. 18. 19, 20, 21, 22. 23, 
24, 25. 26. 27. 28. 29, 30. 1, 2, 3. Go ahead, 
Muchea. 5, 6, 7, 8, 9, 10, 11, 12. 



CONFroENTIAL 



3 - 348 
M7C-C39I-15 



CONFIDENnAL 



24 27 57 P Roger. Status Is green. 

24 28 00 CC Boger. We have it. 

24 28 02 P Dad hum It 21, 22, 23, 24. Eoger. Thank 

you. - Roger, I'm busy taking all these 
picture sequences, counting 1, 2, buckle 
my shoe, type thing. 

24 28 23 CC Roger. 

24 28 26 P Ha, Hal, I'm up to 5,244 now. Hal Ha! 

24 28 43 P 5, 6, 7, 8, 9, 10. 11. 12, 13, 14, 15, 16, 

17, 18, 19, 20, 21, 22. 23, 24, 25, 26, 
27. 28. 29. 30, release. 1, 2, 3, 4, 5, 
6, 7, 8, 9. 

24 29 10 CC ... Minus . . . pitch attitude and about 

a -14 on your horizon scanner pitch out- 
put. Would you check this? 

24 29 19 P Roger. X am on gyros free, auto control, gyrofS 

free, pitch plane torquing on. 

24 29 27 CC Roger. 

24 29 28 P I am pitching around the plane of the ecliptic 

to take these pictures. 

24 29 31 CC Understand, 

24 29 43 P 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 

23, 24, iS, 26, 27, 28, 29, 30, release. 

1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 

14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 

25, 26, 27, 28, 29, 30. Identifier pictures, 

2 of them. Oops, tripped 2 accldently. I'm 
on slave. 



Faith Seven is now gone to slave and vill let 
the scanners precess the spacecraft back 
around slowly. 

Roger. We concxir here. 



CONFTOENTIAL 



CONFroENTIAL p^se 3 - 109 



MUC-16 



2, 3, 4, 5, 6, 7, 8, 9, 10» H, 12, 13, 14, 

15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 

26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 

37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 

48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 

59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 

70, 71, 72, 73, 74, 75, 76, 77, 78. 

Pitch attitude and horizon scanners, 

80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 
just a minute, 91, 92, 93, 94, 95, 96, 97, 
98, 99, 100, 101, 2, 3, 4, 5, 6, 7, 8, 9, 
10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20. 

Roger. 1^ gyros, it looks like I'm fairly 
closely on. I can see the actual horizon. 
And of coiirse, ray gyros are being pre- 
cessed by the scanners back slowly because 
they were off quite a bit being gyros free 
and pitch plane precession on. 

Roger. ... You are coming in here now, too. 

Roger* I wasn't sure the spacecraft would 
fly this way, but it seems to be doing all 
right. 

Roger. 

Now for the 30 second exposures. 1, 2, 3, 4, 
5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 
17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 
28, 29, 30. Roger. 1, 2, 3, 4, 5, 6, 7, 
8, 9, 10. (223 second break here) 

13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 
24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 
35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 
46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 
57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 
68, 69, 70, 71, 72, 73, 74, 75. 76, 77, 78, 
79, 80, 81, 82, 83, 84. 85, 86, 87. 88, 89, 
90, 91, 92, 93, 94, 95, 96, 97, 98, 99, 100, 
1. 2, 3, 4, 5. 6. 7, 8, 9, 10, 11, 12, 13, 
14, 15, 16, 17, 18, 19, 20, 30 second one 
coming. I, 2, 3, 4, 5, 6, 7. 8, 9, 10, 11, 
12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22. 



CONFIDENTIAL 



png. 3 - no CONFIDEl^rnAL 

Muc-cTN-16 

P (cont'd) 23, 24, 25. 26, 27, 28, 29, 30. 10 secODd 

exposure. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, off. 

24 40 54 P Okay. Third series. - 1, 2, 3. 4, 5, 6, 7, 8, 

9, 10, 11, 12, 13, 14, IS, 16. 17, 18, 19, 20, 

21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 

33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 

45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 

57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 

69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 

81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 

93, 94, 95, 96, 97, 98, 99, 100, 1, 2, 3, 4, 5, 

6, 7. 8, 9, 10, 11. 12, 13, 14, 15, 16, 17, 18, 
19, 20. 



3() second exposure. 1, 2, 3, 4, 5, 6, 7, 8, 9, 
10, 11. 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 
22, 23, 24, 25, 26, 27, 28, 29, 30. 10 second 
exposure. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10. 10 
second exposure over. I don't believe the camera 
tripped right. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10. 

Okay, starting the next series. MARK (24 45 01)T, 

2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14,15, 

16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 

28, 29. 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 

40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 

52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 

64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74. fio 
ahead. Canton. 



24 45 59 CC Rcger. Your (recovery) area 17-1 (retrosequence) 

time is 25 04 12. Over. 

24 46 08 P 25 04 02? 

24 46 12 CC Ntgative. 25 04 12. 



24 46 16 P Rcger. 25 04 12. 

24 46 20 CC Affirmative. 



CONFIDENTIAL 



CONFIDENTIAL Page 3 - 111 

CTN-16 

24 46 28 P That just about gets it. Thirty second one. 

1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 

14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 

25, 26, 27, 28, 29 j 30. Ten second exposure. 

1, 2, 3, 4, 5, 6, 7, 8, 9, 10. 

24 48 51 P Radiation experiment went on 1 minute ago. 

24 49 38 P Okay, one more series here for you. Starting 

NOW (24 49 45)1^ 1, 2, 3, 4, 5, 6, 7, 8, 9, 

10, 11, 12. 13, 14, 15, 16, 17, 18, 19, 20, 
21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 
32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 
43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 
54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 
65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 
76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 
87, 88, 89, 90, 91, 92, 93, 94, 95, 96, 97, 
98, 99, 100, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 

11, 12, 13, 14, 15, 16, 17, 18, 19, 20, ex- 
posure off. Thirty second exposure. 1, 2, 
3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 
16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 
27, 28, 29, 30. Ten second exposure. 1, 

2, 3, 4, 5, 6, 7, B, 9, 10, off. 

24 56 06 P The last series. 1, 2, 3, 4, 5, 6, 7, 8, 9, 

10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 
21, . . . 30, 31, (etc.) 40, (etc.) 49, 50, 
51, 52, 53, 54, 55, 56, 57, 58, 59, 60, . . . 
2, 3, . . . 14, 15, 16, . . . 31, 32, 33, 
34, 35, 36, 37, 38. 39, 40, 41, 42, 43, 44, 
45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 
56, 57, 58, 59, 60. There is the two minute 
one off. Thirty second one started. 1, 
2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 

15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 

26, 27, 28, 29, 30. Ten second one on. 
1, 2, 3, 4, 5, 6, 7, 8, 9, 10, and a big 
fat hen and that one's off. 

24 58 24 P And my fuel quantity light came on at 61 per- 

cent at 24 58 25. 

25 00 25 P Here comes the sunrise pictures. 1, 2, 3, 4, 

5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 



CONFIDENTIAL 



i^ge 3 - 112 CONFIDENTIAL 

cTN-GYM-16 



P (cont'd) 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 

27, 28, 29, 30. The one second one taken 
and off. 

P The second set of 30 and one. 5, 6, 7, 8, 

9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 
20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 

the one second one, and off. And that windi 
up the zodiacal lights (photography). May 
they rest in pesce. 
>^ (Unconfirmed transmission omitted.) 



25 03 22 CC Faith Seven j Gioaymas Cap Coip. 

25 03 25 P Roger, Guaynias go ahead. 

25 03 26 CC Have you started your, photos yet? 

25 03 29 P Man, that's all I have been doing all night 

long. 

25 03 32 CC Roger, Hasselblad? 

25 03 34 P Roger, I'm just getting them out right now. 

25 03 37 CC Okay, you going to power down first or after? 

25 03 40 P No, I'll power down after I take the first 

two shots on it. Actually, I'm not going 
to power down until I finish those shots, 
I'm going to leave the gyros up to do the 
shots with. 

25 03 49 CC Okay. Do you want to give me a mark when you 

take them so I can get your times? 

25 03 53 P Roger. 

25 04 18 p I'm having a little trouble getting things 

out of Pandora's Locker here. 

25 04 22 CC Roger. 

25 04 38 P Oh yeah, you might pass on to the Cape too, 

my fuel quantity warning light came on at 
24 58. Twenty-four hours and fifty-eight 
minutes. 



CONFIDENTIAL 



CONFIDENTIAL page 3 - lu 

GYM-16, CNV-17 



25 04 


50 


CC 






25 04 


58 


p 


At 61 percent* 






04 


CC 


Roger ) Gordo, 




25 05 


49 


p 


Okay. I'm getting the first two shots right 


now. 


25 05 










25 06 


31 




Okay } that's the first two shots. 




25 06 


36 


CC 


Okay, Gordo • 




25 06 


52 


p 


NoWj X*Tii going to fly~l>y~wire* 




25 07 


11 








25 07 
















Okay } snapping two more pics. 




25 09 






Caging the gyros* 




25 09 


27 


p 


Get down in proper attitude first here. 




25 09 


31 


CC 


Okay. 




25 10 


19 


p 


Now It's back to free. 




25 11 


49 




Two iDore pics* 










CAPE CANAVERAL 




25 12 




CC 


Helloooo up there. 




25 12 


18 


p 


Hello down dere« 




25 12 


22 


p 


Man, all I do is take pictures, pictures, pictures. 


25 12 


26 


CC 


All I do is clean, clean, clean. 




25 12 


30 


p 


Ha, Ha. Roger. 





CONFIDENTIAL 



Page 3 - 
CNV-17 

25 12 38 P 

25 12 46 CC 

25 12 51 P 

25 12 57 P 

25 13 02 CC 

25 13 07 P 

25 13 13 CC 

25 14 12 P 

25 14 16 CC 

25 14 25 P 

25 14 28 CC 

25 14 37 P 

25 14 39 CC 

25 14 44 P 

25 14 56 CC 

25 15 15 P 

25 15 18 CC 

25 15 21 P 

25 15 24 CC 



CONFIDENTIAL 



I got all the zodiacal light pics and now I 
am busily engaged yawing around on the M, I.T. 
jobbies , 

Roger. You have my sympathy. 

I'm not complaining. Ha, Ha. 

I'm at the 270 point now getting the last 
two pictures in the thirty seconds, 

I have 17-Bravo (contingency recovery area 
retrosequence time) correction, if you can 
take it. 

Rcger, better hang on just a minute, I'm right 
- snapping pictures - right at the second. 

Okay, standing by. 

Okay. I can take It now. 

Roger. 17-Bravo, 26 14 48. 

26 14 48. 

That is affirmative. We'd like a little sun 
gun time If you want to flip it on. 

Say again. 

TV on for a couple of minutes please? 
Roger, TV coming on. 

Gordo, for information only, if you care to 
use the 6 inch outside, recommending a mini- 
mum f stop 16 or 22 with the filter. It's 
not necessary to do this if you do use it 
outside, we recommend going this way. 

At 22 with the filter, is that affirm? 

Say again, please. 

22 with filter. 

16, f 16 with filter. 



CCWFIDENTIAL 



CONFIDENTIAL p-ge 3 - "5 

CHV-CTI-17 



25 


15 28 


P 


Roger. 


25 


16 05 


P 


Okay, I'm caging gyros. 


25 


16 10 


CC 


Roger. 


25 


16 13 


P 


And they caged correctly. 


25 


16 17 


CC 


Good show, it vorks. 


25 


16 18 


P 


Yeah, Just like advertised. 


25 


16 22 


CC 


How about that. 


25 


16 28 


P 


Powering down ASCS bus^ 


25 


16 37 


CC 


Roger. Understand ASCS bus is off. You sure 
are a miser on the control fuel. 


25 


16 47 


P 


You say I'm noisy on the controls. 


25 


16 51 


CC 


I say you're miser on the controls. 


25 


16 57 


P 


Roger. 


25 


17 51 


CC 


... 1, 2, 3, 4, 5, do you read? 


25 


17 54 


P 


Roger, you are coming in very broken. Over. 


25 


17 56 


CC 


CANARY ISLANDS 


25 


26 01 


CC 


Faith Seven, this is Canary Cap Com. All 
systems are green. Do you confirm TV is 
on 7 Over . 


25 


26 11 


P 


Negative. IV is not on, Canary. I'm busy 
snapping some pictures. 


25 


26 24 


p 


TV coming on now. 


25 


26 26 


CC 


Roger. 


25 


28 46 


SY 


Faith Seven, Canary Systems. 



CONFIDENTIAL 



i^«e 3 - u£ CONFIDENTIAL 

CYI-KNO-17 

25 28 48 P Go ahead Canary, Faith Seven. 

25 28 51 SY You're looking real good here, systems-wise. 

This la our last pass at you. We'll see 
you back in, back in Houston. Keep up the 
good work. 

25 28 59 P Roger, will do. thanks a lot. 

25 29 35 CC This is Canary Cap Com, could you give us a 

cabin O2 partial pressure readout, please. 

25 29 42 P Roger. Cabin O2 partial pressure is about 

3.9 (psi). 

25 29 47 CC Roger, 

25 29 58 CC Was that 3.9 or 3.5? Over. 

25 30 02 p. About 3.9. 

25 30 05 P Just a tad under 4. I'm going back on iny 

suit. I've had my visor open for a while 
here. 

25 30 11 CC Roger. 

25 30 21 CC He 're having T/M LOS here. Suggest you turn 

off your TV camera. Over. 

25 30 26 P Roger. 



25 32 00 CC Faith Seven, this is Kano Cap Com. We have 

T/M solid, and all systens are go. 

25 32 06 P Roger, Kano. Thank you. 

25 35 28 CC Faith Seven, this is Kano Cap Com. Your 

systems are still all green. Goodbye and 
good luck. Out. 

25 35 34 P Roger. Thank you Kano. 



CONFIDENTIAL 



CONFIDENTIAL 



page 3-117 
ZZB-MUC-17 



ZANZIBAR 



25 


41 


50 


CC 


25 


41 


56 


P 


25 


41 


58 


CC 



25 42 


28 


CC 


25 42 


34 


P 


25 42 


56 


CC 


25 43 


01 


P 


25 49 


33 


P 



Faith Seven, Zanzibar Cap Com. 

Go ahead, Zanzibar. Faith Seven, 

Faith Seven, Zanzibar Cap Com. Your systems 
look good on the ground. 



25 


42 


05 


P 


Roger, 


25 


42 


08 


CC 


Okay. 


25 


42 


12 


P 


Roger. 



percent. Oxygen primary 145 percent, second- 
ary 100 percent. 

Faith Seven, I read you. You are fading, 

Roger . 

Faith Seven, Zanzibar Cap Com. Good luck on 
your pass. 

Roger. Thank you. 

Okay. Short status report. Nitrogen low pres- 
sure, auto 470 (pil), mantial 490 (psi). 
B-nut tenq)eratures. Pitch down 75 (degrees), 
pitch up 58 (degrees). Yaw left 70 (degrees), 
yaw right 70 (degrees). Roll counterclock- 
wise 96 (degrees), roll clockwise 95 (degrees), 
Peraxiidfcj auto tanlp ... 2 (degrees), per- 
oxide manual tank 70 (degrees), peroxide 
reserve tank 76 (degrees), 250 inverter 
116 (degrees), 150 inverter 128 (degrees), 
standby inverter 108 (degrees). 
Won- flight -related transmission omitted.) 

MUGHEA 



26 00 54 CC Faith Seven, Muchea Cap Com. 

26 00 57 P Howdy, Muchea Cap Com. Faith Seven. 

26 01 00 CC We have a systems go, and Aeromed go. 



CONFIDENTIAL 



i^ge 3 - 118 CONFIDENTIAL 

Muc-17 



26 


01 


04 


P 


Very good. 


26 


01 


09 


CC 


Aeromeds are standing by for blood pressure. 


26 


01 


12 


P 


Roger, coming now. Does he know how to read 
it? 


26 


01 


20 


CC 


Roger. They got it now. 


26 


01 


33 


CC 


I have (recovery) area 18-1 retrosequence time. 
Prepared to copy2 


26 


01 


40 


P 


Roger. Standby just a second. 


26 


01 


41 


CC 


Roger, 


26 


01 


47 


P 


Roger, Go. 


26 


01 


48 


CC 


Area 18-1 (retrosequence time), 26 34 48. 


26 


01 


56 


P 


Roger. 26 34 48. 


26 


01 


59 


CC 


That's affirmative, (contingency recovery area] 
18-A (retrosequence time) is 26 58 50. 


26 


02 


10 


p 


That was (contingency recovery area) 18-A. 


26 


02 


12 


CC 


Affirmative. 


26 


02 


16 


p 


*I didn't get the rest of that, 26 what? 


26 


02 


24 


CC 


26 58 50. 


26 


02 


28 


p 


Roger. 26 58 50. Roger. 


26 


02 


31 


CC 


And I have (recovery area) 18-2 (retrosequence 
time). 27 43 48, 


26 


02 


38 


p 


Roger. 27 43 48. 


26 02 


42 


CC 


Roger, And these times does, do not include 
the clock error. 


26 


02 


47 


p 


Roger. Understand. 


26 


02 


49 


CC 


That first blood pressure was no good. Would 
you send another oneT It was cut off early* 



CONFTOENTIAL 



CONFroENTIAL 



page 3-1X9 
MUC-17 



26 


03 


03 


CC 


Roger. We are getting your second blood 
pressure. 


26 


03 


29 


CC 


That was a good blood pressijre. 


26 


03 


32 


P 


Roger. 


26 


03 


35 


CC 


Systems report that your suit dome ten^ Is 
decreasing slowly. 


26 


03 


41 


P 


Roger, I'm rxinning it down fairly low. I 
got it a little bit high. 


26 


03 


45 


CC 


Roger. 


26 


03 


48 


P 


It's been running consistently fairly low. 


26 


03 


51 


CC 


Understand. 


26 


04 


57 


CC 


Faith Seven, We have a message for you. 


26 


04 


59 


P 


Roger, 


26 


05 


02 


CC 


From the Australian Minister of Supply, the 



Honorable Alan Fairhall. - All Australia 
following your progress with lively interest. 
Muchea and Red Lake tracking station staffs, 
and Department of Supply are proud to be 
associated with this great NASA effort. 
Happy landings. End message. 



26 05 20 


P 


Roger. Thank you very much. 


26 06 55 


CC 


We have approximately one minute to LOS. 


26 06 58 


P 


Roger. 


26 07 21 


CC 


Could you give me a read on your partial 


26 07 26 


P 


Roger. Cabin partial O2 is about 3.9 (psi). 


26 07 30 


CC 


3.9 (psi). 


26 07 32 


P 


Roger . 



CONFTOENTIAL 



page 3 - X20 CONFIDENTIAL 

C7EN-HA,W-GA.L-17 



Faith Seven, this is Canton Cap Com. Stand- 
ing by, 

Roger, Canton, I'm all green here. 



26 27 00 CC Faith Seven, Hawaii. Do you read? 

26 27 04 P Roger, Hawaii. Faith Seven. 

26 27 06 CC Faith Seven, All systems are green. We are 

standing by, 

26 27 11 P Roger. Thank you. 

26 31 35 P *And, we are approaching 26 31. We are be- 

tween Hawaii and California. Very, very 
low rates. Turning on, my manual proportional 
control. Low rates. 

26 32 33 P I believe it's better to leave it as it is. 

26 32 43 P Now to get the camera out. 

26 34 06 P *And I made the first picture just then between, 

just off the west coast of the United States, 
Almost on the west coast. 

26 34 49 P Second one is coming in on the coast line. 

There are quite a bit of clouds, all dif- 
ferent types and patterns, I took one 
getting in part of the coast line in under 
the clouds. That's number 2. 

26 35 12 P Snapping ell these pics at f 5.6 and l/125th. 



Faith Sevtai, this is California Cap 



CONFIDENTIAL 



CONFroENTIAL 



page 3 - 121 



CAL-17, CllV-18 

Roger, California. Faith Seven. 

Faith Seven, this is California. We have you 
all green here on the groimd. 

Roger. Thank you. I'm all green here. 

Roger. When you take your photographs, will 
you turn yovir tape recorder to continuous? 

Roger. I have the tape recorder on continuous. 

Both of those pictures were made looking to, 
slightly to the south. 

Looking back to the due west, inland on the 
desert area. In fact, there's the Salton 
Sea. 

^There's the Gulf, and Baja California. Next 
one. There's El Centre area. I can make 
out individual fields. Smoke from the smoke- 
stack down there. There's some roads, houses. 
- A little airstrip. - There's a dry lake. 



CAPE CANAVERAL 



Faith Seven passing over Dallas. 

Faith Seven, this is Cape. Everything is go 
here. We are standing by. 

Roger, Cape. Everything go here. 

Faith Seven. Would you like a G.m.t. hack? 
Over. 

Roger. I would. 

All right. On iiiy mark, G.m.t. will be 15 50 30. 
Standby, MARK. 15 50 30. (26 46 35)T 



CONFTOENTIAL 



Page 3-122 
CNV-18 
26 46 40 
26 46 47 
26 46 53 
26 46 55 
26 46 59 

26 47 11 

26 47 15 

26 47 16 

26 47 21 

26 47 23 

26 47 28 

Unreadable 

26 47 51 

26 47 56 
26 53 13 

26 56 08 
26 57 51 
26 59 00 



CONFIDENTIAL 



P Roger. G.m.t. clock is ten seconds fast. 

CC Understand the capsule clock. 

P That's the capsule clock. 

CC Roger. 

CC I have a correction to Diamond Head, retro- 

sequence time. Delta T, 4 minutes, 08 seconds 
for Diamond Head. Over. 

P 10 minutes, 08 seconds. 

CC ... 08. 

P 4 minutes, 08 seconds. 

CC That is correct . 

P Roger. 

CC And if you should be inclined to, use the extra 

black ar.d white 16 millimeter magazine out- 
side, fcr general photography. Recommending 
f/16.0 since you have no filter. 

P Roger. 

CC We have no specific requirements for it, how- 

ever. 

P Roger. 

P Radiation experiment coming on, NOW. (26 53 17)^. 

I'm at about, -10 degrees on pitch, roll 
right about 10 degrees, facing back to the 
west. Slowly oscillating in a left yaw rate. 

P I'm opening the KK claii^ - And we'll see what 

happens here now. 

P *And it appears to be flowing, -jwater out of 

the tin can. 

P Radiation experiment off. 



CONFIDENTIAL 



CONFroENTIAL 



page 3 - 123 
CNV-MUC-18 



The heat exchange dome temp immediately went 
down to the freezing point. Closing off 
KK clamp. - I'll have to continue on the 
original suit circuit. 

Starting on the second series of the M. I.T. 
film, just short of Africa. Coast line 
should be coming in momentarily. - Took 
a shot out over the water of unusual, of 
good sized cloud buildups. 

*Now the suit heat exchanger dome temp's start- 
ing back up. About thawed out. 

Okay, short status. Roll clockwise 85 (degrees), 
roll counterclockwise 90 (degrees). Yaw 
right 68 (degrees), yaw left 75 (degrees). 
Pitch up 62 (degrees), pitch down 74 (degrees). 
Retro temp 75 (degrees). 250 inverter 108 
(degrees), 150 inverter 124 (degrees), stand- 
by inverter 108 (degrees). Cabin outlet 72 
(degrees). Auto peroxide tank 72 (degrees), 
manual peroxide tank 72 (degrees), reserve 
peroxide tank 75 (degrees). Correction on 
that, that auto peroxide tank is 82 (degrees). 
Isolated bus voltage 28 volts. - Camera going 
up in the - glove box. 

(Yawn) Man, I dropped off to sleep again for 
a few minutes there. 

Now, looks like the 1.5 (comfort control valve) 
setting is holding the - suit heat exchange 
dome temp for the moment. Almost down to 
the bottom, about 42 degrees. 

Yo ho ho ho ho ho. (He is singing.) 

Boy, what a beautiful view from up here. - 
Surprises you every orbit. 



MUGHEA 



Faith Seven, Muchea Cap Com. Over, 



CONFroENTIAL 



i^ge 3 - 12^ CONFroENTIAL 

MJC-18 



27 


33 


42 


P 


Roger, Muchea. Faith Seven reading you 
loud and clear. 










Roger. Same. Would you place your telemetry 
switch in the continuous position please? 


27 


33 


50 


p 


Roger. Coining continuous NOW* 


27 


34 


15 


CC 




27 


34 


19 


p 




27 


35 


i]_ 


CC 


I have sOiTie retrose<|uence tiroes when you're 
ready to copy. 


27 


35 


18 


p 


Roger, Go. 


27 


35 


21 


CC 


Area 19-A (contingency recovery area) nominal. 


27 


35 


28 


p 


Roger. 


27 


35 


29 


CC 


19-B, 28 31 24. - Area 19-C, nominal. 


27 


35 


45 


p 


Roger. 


27 


35 


51 


CC 


Would you read back Area 19-B time? 


27 


35 


53 


p 


Roger. 2 3 31 24. 


27 


35 


57 


CC 


Roger, 


27 


36 


34 


CC 


Systems here are go and Aeromed is go. 


27 


36 


40 


p 


Roger. Thank you, I'm go from here. 


27 


37 


03 


p 


Tell Warren to be careful and not get stuck. 


27 


37 


06 


CC 


Ha, Ha. He knows about that. 


27 


37 


12 


p 


Roger . 


27 


37 


23 


r.C 


Stuck on what? 


27 


37 


26 


p 


On the outback. 


27 


37 


28 


CC 


Roger. Acknowledge. 


27 


37 


31 


p 


Roger. 



CONFroENTIAL 



CONFroENTIAL page 3 - 125 

MUG- 18 

By the way, we have all joined tennis clubs. 
Excellent. That's the best thing to do. 
Roger. 

Faith Seven, Muche^ Cap Com. We read a very low 
suit dome temp. 

Roger. I'm running it very low. I'm working 
it back up now. 

Say again, Faith Seven. 

*Roger. I've already made a decrease in setting. 
It should be coming back up shortly. 

*The suit dome temp is still acting up. Suit 
inlet temp is back up to about 68 degrees. 
The suit dome temp has gone down to about 
38 degrees. Have suit coolant almost off 
now. 

All right, suit coolant is shut completely 
off. Now it should come up. 

. . . read you loud and clear. 

Some of this fine plumbing they put in 

this thing. This sad thing on the needle, 

- on the diaphragm fitting has come out so 

I can't change the needle to any other fitting. 

- I'll have to leave the Kenny Kleinknecht 
clamp closed. - Meantime, I can't pump any 
more. - That container is full, and so is 
the other one. 

I wish some of you guys who tried to stick 
in some of this plumbing and - connected 
here and there, and use it here and there 
would sit in here awhile and try and use 
the stuff. 

Wowl - Look at that bright sunshine. Oeee 
weeel 



CONFroENTIAL 



Page 3 - 126 
HAW-18 



CONFIDENTIAL 



28 00 


28 


CC 


Faith Seven, Hawaii. Do you read? Over. 


28 GO 


32 


P 


Roger, Hawaii. Faith Seven reading you loud 
and clear. 


28 00 


35 


CC 


Read you loud and clear. All systems are green. 
Standing by for fuel and O2 readout. 


28 00 


40 


P 


Roger. Fuel 60/90 (percent). Oxygen 140/100 
(percent) * 


28 00 


55 


CC 


Say again, 0^ primary, please* 


28 00 


57 


p 


140 (percent), one four zero. 


28 01 


01 


CC 


Roger. Understand everything is green. 








Roger. Thank you. 


28 01 


56 


CC 


Faith Seven, Hawaii. 


28 02 


00 


P 


Go ahead, Hawaii. Faith Seven. 


28 02 


02 


CC 


C-band in the continuous position? 


28 02 


05 


p 


Roger. It is. 


28 02 


06 


cc 


All right. 



CONFIDENTIAL 



CONFroENTIAL 



Pag* 3 - 127 

CAL-18, CNV-19 



CALIFQBHIA 



28 08 


07 


CC 


Faith Seven, this is Csaifornla Cap Com. 


28 08 


11 


P 


Roger, Ceilifomia. Faith Seven. 


28 08 


13 


CC 


Roger. We have you green cleax across 
the boea^, here. 


28 08 


18 


p 


Roger. Good. 


28 08 


19 


CC 


Calif onala standing l^y. 


28 08 


23 


p 


Roger. 


28 13 


10 


p 


Faith Seven passing over Baja California 
now. — See entire BaJa Califoxnia. 


28 13 


25 


CC 


Faith Seven. Were you calling California^ 


28 13 


27 


p 


Negative. I was just connnenting that I 
coiald see all of BaJa California. It's 
Eull clear, all up and down. 


28 13 


38 


p 


Disregard. 


28 13 


ko 


CC 


Roger, Faith Seven. 


28 16 


39 


p 


Faith Seven passing over Houston, Texas. 
Have it in sight loud and clear. 

CAPE CAMAVERAL 


28 16 


'■6 


CC 


Roger, Seven. We read that at the Cape. 


28 lb 


50 


p 


Roger. 


28 17 


07 


CC 


Faith Seven, this is Cape. - We wovild 
like to see your TV returns, over. 


28 17 


12 


p 


Roger. I've got her on. 


28 17 


ko 


CC 


Faith Seven, this is Cape. 



CONFIDENTIAL 



pa^ 3 - 128 CONFIDENTIAL 

CNv-19 

28 17 1^3 P Go ahead. Cape. 

28 17 45 CC I have you ATC (Air Traffic Control) 

clearance. Are you ready to copy? 

28 17 49 P Roger. 

28 17 51 CC Please pass to Major Cooper, in flight, 

from Air Force Secretary Zuckert and 
Chief of Staff General LeMay. It is 
with great pride and enthvisiasta that 
the entire United States Air Force is 
following the progress of your historic 
flight. A dramatic contribution to 
aerospace exploration. Good luck, 
and God speed. Over. 

28 18 21 P Roger . Thank you. 

28 18 2k CC That'.'; all right, Colonel. 

28 18 37 CC Faith Seven from Cape. Could you give me 

a conment on your general comfort, please? 

28 18 44 P * Roger ., general comfort is good, now. 

I've had a continuing battle with the 
pliimbing in here. I was not able to 
open the KK clamp, due to the fact that, 
that system is full of water. One of 
the needles broke off, or the little insert 
into it broke, and I am unable to transfer 
any more water out of the condensate tank. 

28 19 09 CC Roger. I gather you are not bothered by it. 

28 19 13 p Negative. I am plenty comfortable. I've had 

tjxiuble with the suit heat exchanger, keep 
having to run it up and down, and chase it, 
but it's doing fine, 

28 19 23 CC Looks like you ajre doing a real good job on 

that, apparently you are keeping yourself 
verj- comfortable. 

28 19 28 P Roger. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3 - 129 
CNV-19 



28 19 30 


CC 


I assums since you've Imd trouble with 
this claiiip, that it is now in the, 
rather, since you've had troutle with 
the condensate transfer, that the 
clamp is now in the closed position. 


28 19 hi 


P 


That's affirmative. 


28 19 kk 


CC 


Roger. Good show. 


28 19 53 


P 


Are you getting any TV yet? 


28 19 57 


CC 


I think the light is low inside there, 
Gordo. 


28 20 01 


p 


I'm outside. 


28 20 09 


CC 


Are you in the sun? 


28 20 10 


p 


Negative . 


28 20 12 


CC 


I recoiniEend you tum it off. 


28 20 Ik 


p 


Roger. 


28 20 l8 


CC 


Also, how about the little squeezers, have 
they, been heating their hearts out every 
ten minutes? 


28 20 2h 


p 


Roger. Faithfuiny every ten minutes, 
throughout the whole day and night, 
every time. 


28 20 31 


CC 


A couple of beady yellow eyes, huh? 


28 20 1*2 


p 


Ha, Ha, - Roger. I'm directly over 
Miami, I'm looking right down on 
Miami Beach. 


28 20 iiB 


CC 




28 21 39 


XiC 


Faith Seven, this is Cape. Would you give 
us a blood pressure now, please? 


28 21 h3 


p 


Roger. 


28 31 ^ 


p 


Okay, you giys will have had it now . . . 
another neasure . . . 



CONFIDENTIAL 



Page 3 - 130 CONFIDENTIAL 

CNV-HA.w-19 

28 41 31 P Drink Bome water. 

28 55 3^+ P Okay, Radiation experiment coming on now. 

28 55 W P I'm In full drifting flight, so I'll have 

random attitude b for it. 

28 59 51 P At 28 59, W 0.05g telelight caioe on after 

I t\imed nQT waxning lights off and back 
on to dim. Have tiomed my 0.05g, and 
emergency 0,05g switc±i fuse, off. 

29 02 38 P Radiation measirrement is off. 

29 2k 19 P For n^r short status report. Peroxide 

regulated pressure, auto k'JO (psi), 
manual ^90 (psi). - 75. (degrees) 
pitch down, 60 (degrees J pitch up. 
Yaw left is 80 , (degrees), yaw right 
is 65 (degrees). Roll counterclockwise 
is 76 (degrees), roll clockwise is 75 
f degrees). - Auto peroxide outlet 72 
(degi*ees), manual is 72 (degrees), 
reserve 75 (degrees). 



HAWAII 



29 28 15 CC Faith Seven, Hawaii on air-to-ground relay, 

do you read? Over. 

29 28 19 P Roger, aawall. Faith Seven reading you 

loud and clear. 

29 28 29 P Roger. Faith - Faith Seven is reading you 

loud and clear, Hawaii. 

29 34 07 P Hawaii Gap Com, Faith Seven. 

29 34 09 CC Go ahead. Seven, this is Hawaii. Read you 

loud and clear. 

29 34 13 P Roger. Wonder if you irould relay to the 

Cape - a little situation I had happen 
and see what they think on it. While 
tumiQg ny weiming lights off and back 
on to dim, nor 0.05g telelight came on 
in telelight panel. Now the action 
that I have taken is, to turn off ny 



CONFIDENTIAL 



CONFroENTIAL Page 3 - 1^1 

HA.W-19 

P (cont'd) 0,05g svitch fuee and eimrgency 
0.05g switch fuse. Would you relay 
to them, and get their idea on it? 
Over. 



29 3U U4 


cc 


IMderstand your 0.05g light came on and 
you turned your O.OJg fuse switch and 
emergency 0»05g fuse switch off* 


29 3^^ 56 


p 


That's affirmative. 


29 59 


cc 


Is that affirmative? 


29 35 01 


p 


Affirmative . 


29 35 02 


cc 


Can we have T/M on? 


29 35 06 




Ro^gr. t/m is on now, have it on ground 


29 35 10 


cc 


I have retro sequence time for (contingency 
recoveiy) aiea 20^Alpha| is nominal^ 


29 35 18 


p 


Roger. 20-Alpha is nominal. Thank you* 


29 35 22 




We 8ilso pass on to you, turn C^^and heacon 
on, a'o.e.t. of 30 58 00. 


29 35 33 


p 


30 58 00. 


29 35 37 


cc 


Roger* TUjTi Oil ax \jo uu. 


29 35 56 


cc 


md you copy, Seven? 


29 35 57 


p 


Negative. I got 30 58 00 on. 


29 36 02 


cc 


Roger. Turn it off 10 minutes later. 


29 36 05 


p 


Roger. Will do. 


29 36 ^ 


cc 


Seven, this is Hawaii. Was that a red or a 
green telelight? 


29 36 38 


cc 


Faith Seven, Hawaii. Do you read? Over* 


29 36 to 


p 


Roger. Go ahead, Hawaii. Fedth Seven. 



CONFroENTIAL 



Page 3 - 132 CONFIDENTIAL 

HAW-CAL-19 

29 36 42 CC Koger. Was your 0.05g light red or green? 

29 36 46 P It was green. Overi 

29 36 Bo CC Consumable readout please. 

29 36 52 P Eoger. Fuel^ 58 (percent) auto, 90 

7percent) mariual. Oxygen, l40 
(percent) primaiy, 100 (percent) 
secondary . 



29 37 02 


CC 


Roger. Ifederstand. 


29 37 28 


CC 


Seven, this Is Hawaii Cap Com. 


29 37 31 


P 


Go ahead., Hawaii. Seven. 


29 37 37 


CC 


Faith Seven, Hawaii. Over. 


29 37 39 


P 


Go ahead, Hawaii, Faith Seven. 
CALrFOEJTCA 


29 41 32 


CC 


Faith Seven, Faith Seven. This is 
California Cap Com. 


29 41 35 


p 


Roger, California Cap Com. Faith 
Seven here. 


29 41 39 


CC 


Roger, Faith Seven. Our panel looks 



good. Telemetiy does not indicate 
0.05g. 

29 41 52 P Roger. It must he a - . I just threw 

a glitch into the light when I was 
turning ny warning lights off and on, 
then, probahly. 

29 42 02 CC rhere is a little diode in your light 

test, that failed could cause that 
light to come on. 

29 42 08 P Roger. - Does WCC recommend that I go 

ahead and put ny O.O5 and emergency 
0.05g switch fuses back on? 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-133 
CAL-GYM-19 



29 ^ 21 


CC 


Faith Seven. Leave them off. 


29 h2 25 


P 


Eoger. 
GUAYMAS 


29 hh 07 


P 


Go ahead, Guaytnas. Fsd-th Seven. 


29 kh 09 


CC 


I have Boras retrosequence times for yoii, 
for (recovsiy axea) area 20-1. 


29 kh 16 


p 


Roger. 


29 17 


CC 


30 53 01. 


29 kk 22 


p 


Well, juBt a minute. Which one is that? 


29 25 


CC 


Area 20-1. 


29 kh 28 


p 


Roger. 30 - . 


29 44 30 


CC 


53 01. 


29 44 33 


p 


53 01. Roger. 


29 44 34 


CC 


Roger. And (contingency recoveiy) areas 
20-B, C, and D are nominal. 


29 44 42 


p 


Roger, tfeiderstand. a?hank you. 


29 44 45 


CC 


Roger. And 20-1 doesn't take in your clod 


29 44 49 


p 


Roger. Understand. 


29 48 38 


CC 


Faith Seven. Guaymas Cap Com. 


29 46 40 


p 


Go ahead, Guaytnas. Faith Seven. 


29 hS 42 


CC 


*Would you go ahead and power up your ASCS 
biiB? We would like to know if you have 
yoior Ariip Cal programmer. 


29 48 50 


CC 


, . . gyros caged nov? 



CONFIDENTIAL 



Page 3 - 13^ CONFIDENTIAL 



Gm-19, cNV-20 



29 


kS 


51 


P 


C&rros art; caged. Fly-l:y-vlre, ASCS 
coming on normal now. 


29 


k9 


25 


P 


Guaymas, are you stiil reading me? 


29 


h9 


29 


cc 


Go aheadj Paith Seven. 


29 


h9 


32 


p 


Eoger. ■^ou still have me on telemetiy? 


29 


h9 


35 


cc 


Roger. ^ ou look good. 


29 


h9 


37 


p 


Roger. I am sirpposed to do this BF antenna 
test, r.ov. 


29 


h9 


43 


cc 


Roger. 


29 


49 


^9 


p 


I will be on HF for a couple of m-^nutes 
and then hack on UHF. 


29 


50 


13 


p 


This is Faith Seven on high frequency. 
Capsule elapsed time 29 5C 20. Now 
for HF antenna test, attitudes 
are zeio (degrees) in roll. Am 
rolling: 90 degrees and repeating. 


29 


51 


37 


p 


This is Faith Seven on the second portion 
of the HF antenna test. C.e.t. 29 5.1 k5. 
Now I am rolled 90 degrees, HF out. 



Unreadable P Faith Seven is back on UHF. 



GAPE CMJAVERAL 



29 52 26 CC Faith Seven. This is Cape. How do you 

read? Over. 

29 52 29 P Roger, Cape. Faith Seven reading you loud 

and clear. 

29 52 32 CC Roger, Gordo. On this 0.05g business, we are 

interested in whether or not the Amp Cal has 
switched to 0.05g logic. Do you follow? 

29 52 43 P Roger, 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3 - 133 



CNV-20 



29 52 



29 53 01 
29 53 09 

29 53 16 
29 Ok 



29 5h 18 
29 55 07 

29 55 10 
29 55 1^ 

29 55 19 
29 55 21 
29 55 29 
29 57 ^1 
29 58 13 

Unreadable 

29 58 28 
Unreadable 



P 
CC 



P 

CC 

p 

CC 

p 

CC 

p 
p 
p 



*We figured the best way to do it, after 
gyros have vanned up, is to uncage. 
Initiate a slow rate in any axis, and 
see if you have attitudes. If you do 
have attitudes, we feel that the Amp 
Cal has not latched at 0.05g. Over. 

Eoger. Assume a slow rate in any axis and 
see if the attitudes follow. Right? 

Right. When you uncage the gyros, you'll 
have to set iq) a veiy slow rate and see 
if you have attitude indications. 

Eoger. 

Seven, from Cape. We may before 
you arc able to do this. Once you have 
done it, report to us through some other 
station, and then power down the ASCS 
after your test is coii5)lete. 



Eoger. 



Have you uncaged gyros 



Seven from Cape . 
yet? 

Negative. Not yet. 

All right. We may lose you. Advise the 
next station. 

Eoger. 

Tiy to advise us even if we've had ICS. 
Eoger. 

Cape. Faith Seven here. 

Cape Cap Com. This is Faith Seven on high 
frequency. How do you read on this? Over. 

Cape Cap Com. Faith Seven on high freqviency. 



CONFIDENTIAL 



Page 3 - 136 CONFIDENTIAL 

cNv-csQ-20 

29 59 09 P Hello, Cape, Faith c.ev.;a on high 

frequency. Over. 

Unreadable CC ... 



C OASTAL SEMTIg QUEBEC 

30 k8 03 CC Hello, Faith Seven . 

30 1*8 13 P Roger, FaLth Sev>?n h-re (kj aiiaad. 

30 48 16 CC ... 

30 1+8 48 P Faith Sevsn, here, (kj ahead, John, just 

barely read you. 

30 49 02 ? ... 

30 50 36 CC Hello, Fa:Lth Seven. Hello, Faith Seven, 

this is CSQ Cap Gc-ra calling early. If 
you read me, GordD, ttiswer on BF. Over. 

30 50 58 P Roger, Jolm. This ie F..ith Seven. Reading 

you about 4 by 4. Hov? ra;? 

30 51 05 CC Hello, Fa:-th Bevan. CSy Cap Com reads you 

veiy we;ik and unreadable. If you can read, 
give me status of ycu:- ASCS check, please. 
Over. 

30 51 17 P Roger, Anp Cal La lai:ciied up 0.05g. I 

do not have ASCS, Ovtir. 

30 51 25 CC lAiderstancI you dt: nor. have ASC3. Ib that affirm? 

30 51 29 P That is a: firm. 

30 51 37 CC Faith Seven, this is CSQ, Can you say agcin, 

trouble with your Amp Cal? I did not receive 
that paa-t of yoiir transmssion. Over. 

30 51 45 P Roger. ^5 0.05g porticn of the logic is 

latched ,in on T.he /uni; C-ol, sc I do not 
have at-.itude iadi-.;at;,-..ra£ tlLrougJa the 
auto pi].ot aaynnre. 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 137 



CSQ-20 

Boger . . • Amp Cal . . . Gordo, 
uaderstand the An^ Cal Is not 
•woridng and the ASCS ±8 inopera- 
tive, was your gyro in the slaved 
position vhen you overturned? Over. 

Say again. 

This is Faith Seven on UKF. Hov do you 
read, CSQ? 

Faith Seven, CSQ Cap Com. Do you still 
receive me? Over. 

Roger, CSQ. Faith Seven on UHF. How 
do you read? Over. 

Boger. Still reading you, Gordo. Did 
yCLU have any of youx gyros switched 
to slave during the ASCS check? Over. 

*Roger. I had them caged and then I went 
to slave, and in moving isy rates, I did 
not get any attitudes. Over. 

Boger. Dhdsrstand. No attitudes. Did 
you go into roll at all? Over. 

Boger. I tried roll, pitch, and yaw. Over. 

Boger. You did not go into automatic roll. 
Is that affinmtive? 

*I did not power up the ASCS, All I did was 
turn n^r ASCS on, powered up ASCS a-c 
"bus. And when it was warmed up, then 
mcaged ny gyros to the slave position, 
wMch should give me attitude. 

And if - . 

Repeat that please. We don't have much 
time. Over. 

Roger. I do not have attitudes when I go 
to slave on tsy gyros. When I uncage ny 
gyros, I do not have attitude indications, 
with the ASCS a-c powered up. 



CONFroENTIAL 



Page 3 - 138 CONFIDENTIAL 



csQ-Mw-20 

30 54 k8 CJ Uhderstand you did not go into actual 

ASCS. Is that affiimative? 

30 5^ 51 P Negative. I did not. 

30 55 39 CC Faith Seven, . . . 

30 55 kl P Rogei . Reading you loud and clear. 

30 55 44 Rogei . I am reading you rather veak. 

you did not go on ASCS. You powered 
up, and went to the slave position, 
got no gyro indication. Is that 
affirmative? 

30 55 58 P That is affirm, affirm. 

30 56 05 cc; Hello, Faith Seven. Be sure yo-ur T/M 

transmitter is on, and C-band "beacon 
is on, for Range Tracker pass. I 
repeat, make sure G-band beacon is 
on the T/m is on for the Range Tracker 
pass. 

30 56 21 P Roger. It's on. 

30 56 32 CC; Hello, Faith Seven. - this is CSQ Cap 

Com. . . .on. Acknowledge please. 
Over. 

30 56 44 P Roger. They are on. Affirm, John. 



31 00 30 CC . Faith Seven, this is Cape Cap Com. 

(CJTV) Over. (Loud squeal) 

31 00 33 p Roger. Go ahead. Cape Cap Com. 

Fai-t;h Seven. 

31 00 49 CC Faith Seven, this is Cape Cap Com. 

(Orv) Ove;r. (Loud squeal) 

31 00 53 p Roger, Cape Gap Com, Faith Seven here. 

Go ahead. 



CONFIDENTIAL 



CONFIDENTIAL Page 3 - 139 

HAw-20 

31 00 57 CC Itoger Gordo.. . . . your An^ Cal is 

(CNV) protably locked itp on 0.05g. We 

are interested in just how much 
of your Anqp Cal is vorklng. 

31 01 08 P You're not coming through at all, Al. 

31 01 11 CC ... 

(CNV) 

31 01 l4 P Negative, I 'm not reading you. 

31 01 17 CC ... 
(CNV) 

31 01 23 P Al, I can't read you. Amg Cal is 

locked vtp on 0.05g. I do not have 
attitude indicators. Over. 

31 01 33 CC Roger. Roger. Can you read me now? 
(CNV) 

31 01 37 P Just "barely. 

31 01 39 CC Roger. Standly a few minutes. 

(CNV) 

31 02 00 CC Hello Faith Seven. How do you read me now? 

(CNV) 

31 02 06 P A little bit "better. 

31 02 09 CC Faith Seven, I do understand that you do 

(CNV) not have attitude indications? « , . 

do you read? 

31 02 20 P Negative. I'm not able to understand you 

yet. Over. 

31 02 29 CC Okay. Standly. 

(CNV) 

31 02 50 CC Seven, from Cape. How do you read? 

(CNV) 

31 02 51 P Roger. Reading you better now, 

31 03 Ih CC Seven, from Cape. How do you read now? 

(CNV) 



CONFIDENTIAL 



Page 3 - 
HAW-20 

31 03 17 P 
31 03 25 P 

31 03 28 CC: 
(CN\') 

31 03 h2 CC 
(cw\) 

31 03 52 p 

31 ok 12 P 



31 ok 30 


CC 


31 04 33 


P 


31 05 01 


CC 


31 05 ok 


P 


Unreadable 


CC 


31 05 06 


F 


31 05 Ik 


CC 


31 05 17 


F 


31 05 kj 


CC 


Unreadable 


SY 



CONFIDENTIAL 



Koger. Reading you loud and clear now. 

Roger, Cape. Reading you loud and clear 
now. 

Roger. We're interested in how much of 
your Anrp Cal is still available to you. 

Seven, we would like you to do a how-de- 
dDO'3y test over Hawaii, to find out how 
much of your Anrp Cal is still available. 

Roger. Do you say you want me to power 
tip iny ASCS? 

Cape Cap Com, say again. You were cut out 
on that. Over. 

Faith Seven, Hawaii Cap Com. Do you read? 

A lit-:le bit, Scott. 

Seven, Faith Seven, Hawaii Cap Com. 

Roger,, Hawaii. Faith Seven. 

Go ahead Cape. 

*We watit to use the transfer to your circuit 
and let Cape Cap Com talk with him this 
pass . 

Roger, You are relaying at this time. 

Roger . Would you also make siore that 
your people are prepared to watch for 
the T/M signea adso, after this pass, 
we would appreciate if you'd play your 
last pass over again, to make sure that 
you understand what we want in regards 
to what happened to the 0.05g light 
between the time you got acquisition of 
the . . . 

Roger> I copied. 

Hawaii command carrier on. 



CONFIDENTIAL 



CONFIDENTIAL Page 3 - 141 

HAW-20 



31 07 


01 


P 


Hello^ Hawaii. A.r<; you reading Faith 
Seven now? Ovsr. 


31 07 


2h 


cc 

(CNV) 


FaittL Seven, this is Cape, Over. 


31 07 


27 


P 


Roger, Cape, Faith Seven here. 


31 07 


37 


P 


Roger, Cape, Faith Seven here. 


31 07 


ko 


P 


Roger, Cape. F£a.th Seven here. Go ahead. 


31 07 


h3 


CC 
(CNV) 




31 07 


53 


P 


You're cutting in land out, I understand 
you want to find out how much of 
Amp Cal is gone. 


31 08 


00 


CC 
(CNV) 


Affirmative. ¥e TOuld like to have you 
first switch yoar ASCS 0.05g fuse 
switch on, and check the 0.05g light? 


31 o8 


11 


P 


Roger. I'll do that now. 


31 08 


20 


P 


Roger. When I havs put wy ASCS 0.05g switch 
f\i3e on, tn7 light comes green. Over, 


31 08 


28 


CC 
(CNV) 


Roger- Turn that fiise switch off and put 
your emergency 0.05g fuse switch on and 
check the li^t please. 


31 08 


35 


P 


Roger. 


31 08 


ko 


P 


With the ASCS 0.05g switch fuse off, and 
emergency 0.05g switch fuse on, the 
light is not green. Over* 


31 08 


50 


CC 
(CNV) 


Roger. In the tneaatime Hawaii will check 
T/M, Do not forget that we would like 
. . . fly-l^-vi.re . . . 


31 09 


27 


P 


You were cuxting ia and out. I didn't get 
any of that, over. 


31 09 


31 


CC 
(CNV) 


Okay. We will try it one more time . . . 
Over. 



CONFroENTIAL 



Page 3 - 11*2 CONFIDENTIAL 

HA.W-CAL-20 

31 09 57 P Roger. To go into auto and check for 

what? 

31 10 00 CC! ... 0.05g. 

{cm') 

31 10 08 P You were cut out. 

31 10 11 CC! Roger. We would like to have you check 

(CN\') for the roll rate which occurs after 

0.05g. 

31 10 18 P Roger. Ifeiderstaiid. 

31 10 21 cc: If yox get this rate - . 

(CN\') 

31 15 22 P Retro temp is 80 (degrees) . Pitch down 

is 70 (degrees), pitch up is 65 (degrees). 
Yaw left. 80 (degrees), yaw right 62 
(degrees). Roll comterclockvd.se f2 
(degrees), roll clockwise 68 (degrees). 
Auto peroxide tank 80 (degrees), iiiaaual 
70 (degrees), reserve 72 (degrees). 250 
inverter, 101 (degrees), I50 inverter 121 
(degrees), standty inverter 98 (degrees). 



CAUFORNIA 



31 16 kh CC Faith Seven, Faith Seven, California 

Cap Com. 

31 16 47 P Roger, California, Faith Seven. Loud 

and clear. 

31 16 51 CC Be sure when you check for roll rate that 

the ASCS 0.05g fuse switch is in the on 
position. 

31 16 59 P Roger- 

31 17 03 CC ... 

31 17 08 P *I have both fiose switches in the on position. 

1^ ASCS a-c Tdus is powered. I'm going to 
gyros slave. Now I understand I'm to go on, 
to auto. Is that affirm? 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 143 
CAL-GYM-20 



31 17 26 


CC 


Say again. Faith Seven. 


31 17 28 


P 


Roger. I have ASCS hus powered. Oyros 
axe slaved, and now I mderstand that 
they want me to go into auto and see 
if I get the roll rate. Over. 


31 17 39 


CC 


This Is affirmative. Faith Seven. 


31 17 ^ 


P 


Roger. Then do I come right Tsack off 
with it if I get the roia rate? Over. 


31 17 ^ 


CC 


^^This is true. You can stop the capsule 
with the fly -hy -wire. 


31 17 50 


p 


Roger. Going into auto, NOW. (31 17 52)' 


31 17 58 


p 


Roger. I do have the roll rate* 
GUAYMftS 


31 18 25 


CC 


Guaymas Cap Com. 


31 18 26 


p 


Go ahead, Guaymas. Faith Seven. 


31 l8 29 


CC 
(GAL) 


You can turn off the ASCS now. 


Unreadable 


CC 


And ±vxD the 0.05g ASCS fuse switch off 
and the - . 


31 18 39 


P 


Roger. I have ASCS 0.05g switch fxise 
off, and I'm powering down the ASCS. 
Is that affirmative? 


31 l8 k9 


CC 


Power down your ASCS. 


31 18 53 


p 


Roger. Powering down ASCS. 


31 l8 56 


CC 


Cage your gyros. 


31 18 57 


p 


Roger. They axe already caged. 


31 19 01 


CC 


Qyros caged. ASCS hvis, turned off. 


31 19 oh 


p 


Roger. 



CONFTOENTIAL 



Page 3-144 
Cf3rM-20 

31 19 13 !■ 

31 19 ^ CC 
(CAL) 

31 19 51 F 
31 X9 53 00 

(CAL) 

31 20 05 P 

31 20 11 p 

31 20 17 C3 
(CAL) 

31 20 21 P 

31 20 27 CC 
(CAL) 

31 20 31 P 

31 21 10 CO 
(CAL) 

31 21 15 P 

31 21 18 CC 
(CAL) 

31 21 19 P 

31 21 23 CC 
(CAJL) 

31 21 25 P 

31 21 37 CC 
(CA].) 



CONFIDENTIAL 



* Would you ask the Cape, what do I have 
left now. I have Aux Damp, fly-tiy-wire 
aad manual proportional, is that affirm, 
for retrofire? 

. . . Com. 



Go ahead, Gus^fxaas, 



Roger. What are they recommending? Do 
you know? 

Roger. 
Roger. 

Roger. No problem. 

Gordo. This is your last pass over us. 

Roger. I'll see you in a co\iple of days. 

Roger. You're doing an outstanding job. 
I'm proud of you. 

Roger. Thank you, Gus. 

Your friends in Mexico say adios. 

Roger. Muchas gracias. - Muchas gracias. 
- That's French for thank you. 

The same. 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 145 
GYM-20, CSQ-21 



31 3h 25 


P 


31 55 18 


P 


31 58 20 


P 


32 20 55 


P 


32 21 17 


P 


32 22 02 


P 


Unreadable 


CC 


32 22 18 


P 


32 22 23 


P 


32 22 38 


CC 


32 23 01 


p 


32 23 07 


CC 


32 23 16 


p 


32 23 19 


CC 



^kay. Here I am at 3I 54 28, now. Slow 
drift again in the nighttitos. Still 
having trouble with the cabin, with the 
suit heat exchanger dome temp, got control 
of if here, pretty close. Will fool around 
with it for about another 2 hours and some 
odd minutes. 

Eve3:ything looks good. I have 53 percent auto 
(fuel) and about 79 percent manual (fuel). 

Okay. 

I'm observing some cities, througih the clouds 
at 32 20, 32 21. 

Seeing out over Laos. 



COASTAL SENTKC QUEBEC 



Roger, CSQ Cap Com. Faith Seven here. 



Roger, CSQ Cap Com. Faith Seven reading you. 

Roger. I read you, John. 

Faith Seven, this is CSQ Cap Com. Answer 
if you read me on HF. Over. 

Roger, CSQ Cap Com. Faith Seven reading you. 

CSQ Cap Com, Roger. We're going to change 
yovir clock Gordo, to keep you from doing 
it. We have a list to copy here on this 
retro procedure. Are you rea^y for clock 
command? Over. 

Roger. Go ahead. 

Command on. What we're doing is bax^king 
your clock off one hour. You'll still 
be able to use minutes and seconds okay 
for retro. Over. 



CONFIDENTIAL 



page 3 - U6 CONFIDENTIAL 

CSQ-21 

32 23 27 P Okay. 

32 23 29 CC Okay. Here is the list to copy. Over. 

32 23 37 P Roger. Go ahead. 

32 23 39 CC Roger. Also, before we start this, make 

sure C-band is on for Range Tracker 
and also t/m. Over. 

3^ 23 k6 P Roger. C-band and t/m are on. 

32 23 55 CC Roger. Okay, are you ready to copy? 

32 23 58 P Roger. Gcj. 



32 24 00 CC Roger, nuriber one is attitude permiBsion 

by-pass- 

32 24 09 P Go. 

32 2h 11 CC Attitude permission by -pass is number one. 

Do you acknowledge? 



Got that. 

Fly-ljy-wire thrust select switch, 
and low. 

Got it, 

Retrosequence fxLse switch, number 2. 
Get it. 

Retro mam lal. fuse switch, number 2. 
A£CS a-c bus switch, on. 



32 2k Ik 


P 


Roger. 


32 2k 16 


CC 


Roger. 


32 2k 21 


p 


Roger. 


32 2k 2k 


CC 


Roger. 

high 


32 2k 32 


p 


Roger. 


32 2k 33 


CC 


Roger. 


32 24 40 


p 


Roger. 


32 24 43 


CC 


Roger. 


32 24 49 


p 


Roger. 


32 24 51 


CC 


Roger. 


32 24 5^ 


p 


Roger. 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 147 
CSQ-21 



32 2h 


56 


cc 


ASCS 0.05g fuse switch, number 1. 


32 25 


o4 


p 


Roger. 


32 25 


06 


cc 


ASCS control swltcli, select. 


32 25 


16 


p 


Roger. 


32 25 


18 


cc 


Mode select switch, off. 


32 25 


25 


p 


Roger. 


32 25 


27 


cc 


Manual handle, push on. 


32 25 


3^ 


p 


Roger. 


32 25 


37 


cc 


Roger. That will put you on manual. If 
you want to go f2y-ty-wire all you'd have 
to do is pull the mnual handle off and 
your made select to fly -"by -wire. Roger. 


32 25 




p 


That's affiim. 


32 25 




oc 


Roger, okay. Squib arm will come on at 
retrofire miniis 5 seconds. 


32 25 


57 


p 


Roger. 


32 25 


59 


cc 


Roger. And I will count down to retrofire 
with the Cape so you can hear. Over. 


32 26 


04 


p 


Roger, and I'll manually use fire retro then. 
Is that eiffirmed? 


32 26 


09 


cc 


Roger. The next step is to depress fire 
retro overxlde, in other words push the 
fire "button. Over. 


32 26 




p 


Roger, tfaderstand. 


32 26 


16 


cc 


Roger. Now, if you have no retros, you can 
use as a "backup, the following. If there 
are no retros the next procedure would "be 
used as a "back tip. 


32 26 


26 


p 


Okay. 



CONFroENTIAL 



page 3 - 148 
CSQ-21 

32 26 29 
32 26 34 

32 26 ko 

32 26 kl 
32 26 50 
32 26 58 

32 27 01 

32 27 06 
32 27 09 

32 27 21 

32 27 22 

32 27 2k 

32 27 26 

32 27 31 
32 27 32 

32 27 38 
32 27 39 



CONFIDENTIAL 



CC Hold just a 8ecx>nd. What does your 

clock read now? Over. 

P Time to retrograde 01 3I 50 now, 

CC Say. yoiir clock setting should read 

3h 59 52. Over. 

P Negative. It does not. 

CC Roger. Did you copy 3k 59 52? Over. 

P Roger. 34 59 52. 

CC Roger. You can set It yourself after 

leaving station here. I think we 
should get the rest of this procedure 
now. Over. 

P Roger. 

CC Roger. If you have no retros, use, if 

you get no retro s, use as backup the 
following. Number 1, retro delay to 
instant. 

P Roger. 

CC Press retrosequence button. 

P Roger. 

CC Okay, Some additional precautions. The 

retrojettison will have to be done man- 
ually. 

P Roger. 

CC Be sure that you do not axm the retrojettison 

switch until after the rockets have fired. 
Over. 

P Roger. Don't vorry. 

CC Yeah, I'm with you. You'll probably not get 

a fire retro telelight, but we should get 
them okay here on the ground. Over. 



eONFIDENTIAL 



CONFIDENTIAL 



CS(i-21 



32 27 ^7 


P 


Roger. 


32 27 48 


cc 


Okay. Hold your retroattltude until Jettison 

retro, keep rates as low a.s possible, maintaining 
visual reference as aid for lov rates and at your 
nominal 0.05g time, select reentry mode. 


32 28 03 


p 


Roger. 


32 28 04 


cc 


Tbat reentry mode of selection shoxild be at about 
34 09 19. 


32 28 11 


p 


Roger. 


32 28 Ik 


cc 


Okay. You'll come up on ASCS, go on auto with ASCS 
continuous, switch for yo\ir 0.05g and then your 
reenti^. Over. 


32 28 26 


P 


Roger. 


32 28 27 


cc 


Okay. That's the wtrale works now, also go cabin fan 
normal now and yotir cabin control valve to 3.0. Over. 


32 28 35 


P 


Roger. I already have it on. 


32 28 kO 


P 


What's wrong with reentering on Aux Damp on the 
reentry portion. 


32 28 46 


cc 


Say again, Gtordo, 


32 28 48 


P 


Never mind, I'm losing you. Let's go UHF. 


32 28 51 


cc 


Roger. Okay, see if you can get that 34 59 52 set 
up before you leave our telemetry. Over. 


32 28 59 


P 


Roger, will do. 


32 29 31 


P 


Roger. 34 59 52. 


32 29 40 


cc 


Roger, Faith Seven. I have you at 34 59 + 52. Over. 


32 29 45 


P 


That's affirmative. 


32 30 09 


cc 


Faith Seven. CSQ. If you receive, switch to HP, Over. 


32 30 20 


P 


Roger. Reading you loud and clear now, John. 



CONFIDENTIAL 



page 3 - 150 
CSq2.HAW-21 



32 


30 


23 


CC 




30 


29 


P 


32 


30 


32 


P 


32 


30 


34 


CG 


32 


30 


36 


P 


32 


30 


37 


CC 


32 


30 


42 


P 


32 


30 


45 


■CG 


32 


30 


50 


P 


32 


31 


04 


P 


32 


31 


09 


CC 


32 


31 


10 


P 


32 


31 


13 


CC 


32 


31 


17 


p 


32 


31 


23 


CC 


32 


31 


26 


p 


32 


40 


42 


CC 



CONFIDENTIAL 



You came back in loud and clear then. We 
have your clock setting 34 59 52, that's 
correct. 

That Is affirmative. 

That's one hour off, right? 

Say again. Faith Seven. 

That's one hour beyond, right? 

That's correct. [•Jhen. we count down, we'll 
use minutes and seconds only. Over. 

Okay. 

They'll check you on this, on later in this 
pass. Over. We should be ready next time 
around. 

Roger. 

Is that next time around or the time after 
that? 

Say again, 

Roger. That is the next time around, is it 
not? 

That is correct, next time around when we see 
you, I will be firing, 

Roger. 

What is your attitude? Are you in drift now, 
Gordo? 

That's affirmative. 



Hello Faith Seven, Faith Seven, Hawaii Cap 
Com. Do you read? 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3-151 
HAW-21 



32 40 46 P Roger, Hawaii Cap Com, Faith Seven, Loud and 

and clear. 



32 40 49 


CC 


Roger, Faith Seven, Hauail Cap Com recommend 
take a green as for go now and go over your 
stowage check list now . . . did you copy? 


32 41 03 


P 


Roger. I'm practically all stowed right now. 


32 41 09 


CC 


Say again, Faith Seven. 


32 41 11 


P 


I'm practically completed with my stowage checks, 
list now. 


32 41 15 


CC 


Roger. You understand to take green for go, 
at this time? 


32 41 19 


P 


To take what? 


32 41 21 


CC 


Green for go. Take green for go at this time. 


32 41 25 


P 


Roger, I understand, A green for go, will do. 


32 41 31 


CC 


Roger, Zanzibar will go over this checklist 
that you copied from John ana John will help 
you with the retrofire time. Also do you 
understand that the time in your clock now 
is retrofire time -hi hour? You should read 
at retrofire 01 00 00. 


32 41 55 


P 


Roger. Understand, 


32 41 58 


CC 


Roger, ^That's your PCO2 reading please? 


32 42 02 


P 


* Roger, PCO2 is about 2-1/2 (millimeters of 
mercury^ now. 


32 42 19 


CC 


PCO2 is 2.5, Is that right? 


32 42 21 


P 


That's affirmative. 


32 42 48 


CC 


Faith Seven, Hawaii Cap Com, 


32 42 52 


P 


Go ahead, Hawaii. 


32 42 56 


CC 


We want the retrofire check list completed over 



the Atlantic with the exception of your squib 
switch which you can get at retrofire -5 sec. 



CONFIDENTIAL 



page 3 - 152 CONFIDENTIAL 

HAW- 21 

32 43 07 P Roger, I intend to have it completed be- 

fore then, 

32 43 23 CC Seven, Hawaii Cap Com. I'm sure you're fa- 

miliar with the star pattern you'll be using 
during the retrofire. 

32 43 32 P Roger. 

32 44 21 CC Faith Seven. Hawaii Cap Com. Everything looks 

good cn the ground. You might keep your eye 
on the; PCO2. What is your visor position? 

32 44 29 P Roger. My visor is open and I'm breathing 

off the cabin. 

32 44 32 CC Roger. 

32 44 34 P I'm going to emergency rate on my oxygen for 

a moment just to see if it's the gauge, or 
if it actually is building up a little. 

32 44 42 CC Roger. Understand emergency flow rate at this 

time? (Tone noted) 

32 45 03 P Roger. It does not seem to be decreasing on 

the gauge, so it must be the gauge error. 

32 45 10 CC Roger. We're reading an increase on the ground 

as well. 

32 45 23 P I'm back on normal oxygen rate. 

32 45 27 CC Understand back on normal. 

32 45 30 P Roger, fans are running. 

(standby a-c auto warning tone occiirs at 33 03 09 )T 

33 05 43 P Well, things are beginning to stack up a little. 

ASCS inverter is acting up. And my CO2 is 
building up in the suit. Partial pressure 
of O2 is decreasing in the cabin. Standby 
inverter won't come on the line. Other than 
that things are fine. 

P All right, I've checked that. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3 - 153 
ZZB-22 



33 33 14 CC Faith Seven, this is Zanzibar Cap Com. How 

do you read? 

33 33 18 P Roger, Zanzibar, Faith Seven reading you loud 

and clear. 

33 33 21 CO Faith Seven, Zanzibar Cap Com, let's start 

your checklist here. 

33 33 28 P Roger, go ahead. 

33 33 29 CC One item has been added. Verify visor is 

closed. 

33 33 36 P ^Negative, visor is not closed at the moment, 

I have a high CO2 rate in suit. 

33 33 47 CC Item number 1 on the checklist now reads, cage 

gyro and remain caged throiaghout reentry. 

33 33 58 P Roger. I have an item tor you. My ASCS a-c 

inverter has failed, so I will be making 
a manual reentry. 

33 34 09 CC ASCS inverter has failed? 

33 34 12 P That is affirmative. 

33 34 14 CC Roger. Let's continue this checklist now. 

Attitude permission bypass, bypass position. 

33 34 21 P *Roger. Bypass. 

33 34 23 CC Retrorocket arm switch manual? 

33 34 26 P Roger, on manual. 

33 34 28 CC *Fly-by-wire thrust selector switch high-low. 

33 34 34 P Roger on high and low. 

33 34 36 CC Retrosequence fuse switch number 2, 

33 34 39 P Number 2. 



CONFIDENTIAL 



page 3 - 154 CONFIDENTIAL 

ZZB-22 



33 


34 


42 


CC 


Retromanual fuse switch number 2. 


33 


34 


46 


P 


Number 2. 


33 


34 


47 


CC 


ASCS bus switch on. 


33 


34 


51 


P 


ASCS a-c bus is off. 


33 


34 


53 


CC 


Roger. ASCS 0.05g fuse switch to number 1 
position. 


33 


34 


59 


P 


On number 1, 


33 


35 


01 


CC 


ASCS control switch select. 


33 


35 


04 


P 


On select. 


33 


35 


07 


CC 


Mode select switch off. 


33 


35 


08 


P 


Mode select off. 


33 


35 


11 


CC 


Manual handle push on. 


33 


35 


14 


P 


Manual handle is on. 


33 


35 


16 


CC 


*Right. Squib arm at retro minus 5 seconds. 


33 


35 


27 


P 


Roger. 


33 


35 


28 


CC 


And that will occur in approximately 25 minutes 


33 


35 


31 


P 


Roger, 1 understand. 


33 


35 


35 


CC 


Have you tried the standby inverter on ASCS 
bus? 


33 


35 


38 


P 


Roger, the standby inverter will not start. 


33 


35 


41 


CC 


The standby inverter will not start. 


33 


35 


43 


P 


That is affirmative. 


33 


35 


45 


CC 


Roger. - Cape Flight advises you believe your 
CO2 partial gauge in the capsule, as this 
was confirmed over Hawaii. 


33 


36 


05 


P 


Cape advises what? 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3 - 155 
ZZB-22 



33 


36 


09 


CC 


We will advise you at this time, you have 
sufficient oxygen in to continue on emer- 
gency rate from now through reentry if re- 
quired. 


33 


36 


17 


P 


Ah, Roger. I tinders tand. 


33 


36 


22 


GC 


Shall we go over the retro backup? 


33 


36 


26 


P 


Negative. I have that straight, I'll just 
go to retrof ire to instantaneous and punch 
retrosequence. 


33 


36 


35 


CC 


That is correct. You have the other additional 
precautions. 


33 


36 


47 


P 


Negative. What's that? 


33 


36 


48 


CC 


Retrojettison must be done manually. 


33 


36 


52 


P 


Oh, Roger, Roger. I have those. 


33 


36 


53 


CC 


Retrojettison switch to arm, after rockets 
fired. 


33 


36 


58 


P 


Roger. I have that. 


33 


37 


03 


CC 


You will probably not get a fire retro tele- 
light. 


33 


37 


06 


P 


Roger. 


33 


37 


08 


CC 


Ground should be able to confirm, though. 


33 


37 


11 


P 


Roger. 


33 


37 


31 


CC 


Faith Seven, Zanzibar Cap Com. 


33 


37 


34 


P 


Go ahead Zanzibar, Faith Seven. 


33 


37 


36 


CC 


*We've had about 3 percent rise on the CO2 partial 
Do you think it is advisable to purge again 
at this time? 


33 


37 


47 


p 


Negative. It seems to be holding pretty steady, 
over what it has been. 


33 


37 


51 


CC 


Roger. We're getting very poor air-ground com- 



munications at this time. 



CONFIDENTIAL 



page 3 - 156 CONFIDENTIAL 

ZZB-CSQ-22 



33 


37 


56 


p 




33 


38 


09 


CC 


• • • Faith Seven • Zanzibar Cap Com. 


33 


38 


12 


P 


Go ahead Zanzibar. Faith Seven, 


33 


38 


14 


CC 


We would advise the visor be closed prior to 
retrof ire. 


33 


38 


20 


p 


Roger, it will be. 


33 


38 


35 


CC 


faith Sevea. Zanzibar Cap Com. 


33 


^8 


38 


p 


Go ahead. 


33 


38 


39 


CC 


Cape advises closing visor. 


33 


38 


42 


p 


Roger. 


33 


38 


44 


CC 


Do you confirm. 


33 


38 


46 


p 


Roger. Will close visor. Visor is closed 



33 


56 


25 


P 


33 


57 


03 


CC 


33 


57 


06 


P 


33 


57 


16 


P 


33 


57 


19 


CC 


33 


57 


24 


P 



Roger, visor is closed and locked. Continue 
to watch that PCO2 meter and if it rises, 
go on emergency rate, 

Roger. 

COASTAL SENT:.^Y QUEBEC 

CSQ Cap Com, Faith Seven. Over. 

Hello Faith Seven, CSQ Cap Com. Over. 

Roger, CSQ Cap Com. Faith Seven in retroattitude. 
Checklist complete. 

Roger, CSQ Cap Com, Faith Seven. 

Faith Seven, CSQ Cap Com. Roger. You're 
sounding good. How's that check test? All 
complete ? 

Roger. Al- complete except for squib. 



CONFIDENTIAL 



CONFIDENTIAL Page 3 - 157 

csQ-22 

33 57 26 CC Roger, How's the window attitude? Check 

okay? 

33 57 30 P Roger. Right on the old gazoo. 

33 57 32 CC That's the way, boy. 

33 57 34 CC *Okay. Our procedure, Gordo. - I'll give you 

the 1 minute hack before retrofire and then 
I'll give you a 10 second countdown to what 
would normally be retrosequence. This time 
there will just be a countdown to a 30 sec- 
ond point and then a 10 second countdown to 
retrofire and at the 5 point tell you to arm 
squib. 



33 


57 53 




Roger. That s fine. 


33 


57 54 


CC 


Roger. 


33 


57 59 




How s your PCO2 doing? 


33 


58 02 




Ohy its comxng on up. And hqt ASCS inverter 
has failed, few other little odds and ends. 


33 


58 09 


CC 


Okay. Roger. 


33 


58 11 


p 


*I'll shoot the retros on manual, and I'll re- 
enter on fly-by -wire. 


33 


58 18 


CC 


Roger. Okay. 


33 


58 20 


p 


I'm looking for a lot of experience on this 
flight. 


33 


58 23 


CC 


You're going to get it. 


33 


58 26 


CC 


Okay, we've got the beginning of the 1 minute 
period and about 25 seconds here. 


33 


58 31 


p 


Roger, 


33 


58 48 


CC 


Okay. One minute to go on my mark. Standby. 


33 


58 54 


CC 


MARK. (33 58 54)^ 


33 


59 00 


CC 


Did you get that? 



CONFIDENTIAL 



page 3-158 
CSQ-22 

33 59 03 P 

33 59 04 CC 

33 59 08 P 

33 59 14 CG 

33 59 30 CC 

33 59 35 P 

33 59 44 CC 

34 00 13 P 
34 00 16 CC 
34 00 18 P 
34 00 20 CC 

34 00 25 P 

34 00 28 CC 

34 00 37 P 

34 00 40 CC 

34 00 45 P 

34 00 52 CC 

34 00 55 P 



CONFIDENTIAL 



Roger, I got It. 

Roger. I'll give you a 10 second count here 
down to the 30 second point. 

Roger, 

10, 9, 8, 7, 6, 5, 4, 3, 2, 1. Thirty (33 59 24)T 
seconds , 

Okay. The next 10 second count will be a count- 
do™ to your manual retro. Over. 

Roger. 

10, 9, 8, 7, 6, squib arm. 4, 3, 2, 1, fire 
(33 59 53)2-, Roger. A green one here. 

Roger. I think I got all three. 

Roger, How did your attitude hold, Gordo? 

Well, pretty fine. 

Good show boy, real fine. Looks like they 
came off right on the money on time. 

Roger, I think so. 

*Roger. Very good. On the next mark at 60 
seconds from that retro you should jettison 
retros, and you'll do that one manually, 

right? 

Roger. 

Got any estimate on your attitude hold, in 
any axis how far you drifted off on retro. 
Over . 

No, I sure don't. I held it relatively close, 
John, but I couldn't guess. 

That's the way to do it. Just too close, to 
tell any error. Good head. 

Ha, ha. No, I wouldn't say that. 



CONFIDENTIAL 



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Page 3 - 159 
CSQ-22 



Roger. You can go ahead and jettison retros 
and time. 

Roger. Jettisoning retros. 

And off they came. 

We have your signal. 

Roger. 

*Okay. Dealers choice on reentry here fly-by- 
wire or manual, I think you said, you're 
coming back in fly-by-wire2 

Roger. I think I'll come back in fly-by-wire. 

Roger, okay. You can hold retroattitude now 
for a while here. If you wanted to hold 
your attitude more close by holding retro- 
attitude until you get a little closer to 
0.05g. 

Your 0.05g is 34 09 19. Just before you get 
to that you can come up to your zero reentry 
attitude. Over. 

Roger . 

And you can establish roll at that time also, 
Roger. 

*What was the time on establishing that? 
*34 09 19. That is your 0.05g time. 
Roger. 

Just a little bit before that you could come 
on up to zero zero. 

Roger. 

Roger. Keep your rates down, keep your rates 
as near zero as you can. 



CONFIDENTIAL 



page 3 - 160 
CSQ-RTS-HAW-22 

34 02 36 P 

34 02 49 CC 

34 02 55 P 

34 03 24 CC 

34 03 27 P 

34 03 28 CC 

34 03 33 P 

34 03 37 CC 

34 03 42 p 

34 08 21 CC 

34 08 27 P 

34 08 30 CC 

34 08 34 P 

34 13 07 CC 

34 13 11 P 

34 13 13 CC 

34 13 16 P 



CONFIDENTIAL 



Roger. Will do. 

*It's b(ien a real fine flight, Gordo. Real 

beautiful all the way. Have a cool reentry, 
will you? 

Roger, John. Thank you. 

Faith Seven, CSQ, 

Roger, CSQ. 

ASCS 0.05g switch fuse to the off position. 
Over. 

Roger. 0.05g switch fuse to the off position. 

Roger. 

Roger. 

RANGE TRACKING SHIP 

Faith Seven, Faith Seven, Faith Seven, this 
is RTK M and 0 (Maintenance and O.jerations) . 
How copy? 

Roger, Faith Seven. Reading you loud and clear. 

*Roger. RTK here. I have landing area weather 
for you. Ready to copy? 

Roger . 

HAWAII 

Faith Saven, Faith Seven, Hawaii Cap Com. 
Do yoj read? 

Roger. 

Faith Seven. IJhat is your status? 
Roger. Doing fine. 



CONFIDENTIAL 



CONFIDENTUL 



Page 3-161 
HAW-22 



Faith Seven, Hawaii Cap Com. Say your status. 
Over. 

Roger, Faith Seven is doing fine. Reentering. 

Roger. Is your altimeter off the peg yet? 
Over. 

Roger. 

Say your altitude, say your altitude. 
Roger, 95,000 (feet). 

Roger, Understand 85. Are you standing by 
for the Drogue at 40,000 (feet)? 

Roger . 

We have tops of cloud in recovery area at about 
36,000 feet. 

There is a 0.5 cloud coverage at 1500 feet. 
5 to 6 foot waves. Surface wind 15 knots 
from 085 degrees. Standby for your recovery 
time. Did you copy? 

Roger, you'll have to wait a minute, I'm just 
hanging on here now. 

Roger, Faith Seven. Say again your last. 

I got a Drogue. 

Understand. Drogue is out, 

Roger , 

* Think I got a, an oral report of Drogue out. 
Standby. 

Faith Seven, Hawaii Cap Com. Is your Drogue 
out at this time? 

Roger. Drogue is out. 



CONFTOENTIAL 



Page 3 - 162 
HAW-22 



CONFIDENTIAL 



34 14 59 CC Checklist follows. Snorkel ring at 20,000 

feet. Landing bag switch to auto. Recovery 
arm switch manual. Fuel jettison fuse switch, 
number 1. Fuel cross feed handle, push on. 
Roll, yaw, pitch, T handles push on. Position 
the T/M switch, your option. ASCS select 
switch should be off. And give me the status 
on your fuel dump. Over. 



34 


15 


47 


P 


Fuel is damped, 1 


34 


15 


50 


CC 


Understand fuel is dumped. Pressure regulf 
handle should be pulled. 


34 


16 


03 


P 


Roger. I have a good main. 


34 


16 


07 


CC 


Say again, Faith Seven. 


34 


16 


09 


P 


Roger, I have a good main chute. 


34 


16 


11 


CC 


Good main chute, good show. 


34 


16 


14 


p 


Roger, landing bag is down and green. 


34 


16 


15 


CC 


Repeat, please? 


34 


16 


16 


p 


Landing bag is down and green. 


34 


16 


17 


cc 


Understand the landing bag is green. What 
is your rate of descent? 


34 


16 


28 


p 


About 34 feet per second. 


34 


16 


31 


cc 


Everything looks good, preparation for imp; 



Urine transfer shutoff valve, closed. Trans- 
fer hose, disconnect. Blood pressure hose, 
disconnect. Aeromed connector, disconnect. 
Helmet outlet hose, disconnect. 



1 Pilot subsequently 
meant to say "fuel 
rapidity of events 
his rendition of a 
Cap Corr , 



informed editor that he 
dump is armed". The 
at this moment precluded 
corrective statement to 



CONFIDENTIAL 



CONFIDENTIAL Page 3 - 163 

HAw-22 





16 






F^itlij 3lTq you sts^ying witVi tuGj Gordo? 


34 


17 


02 




Roger, I've got my list right here, Scott* 


34 


17 


06 


CC 


Ssy 3.g3xn, Gordo* 


34 


17 


11 




Roger, helinet should be unloclced dnd opened* 


34 


17 


19 


cc 


Temperature probe should be disconnected. 


34 


17 '24 


CC 


Unfasten your helmet neck ring seal. 


34 


17 


31 


cc 


Tighten your straps. 


34 


17 


36 


cc 


Lock the shoulder reel harness. 


34 


17 


41 


cc 


Standby for impact. 


34 


17 


45 


p 


Roger. 


34 


17 


47 


cc 


Are there any recovery aircraft on air-to- 
ground now? 


34 


17 


52 


p 


Nega t ive . 


34 


17 


56 


cc 


This is Hawaii Cap Com. Understand you are 
in communication with recovery aircraft, 
is that correct? 


34 


18 


02 


p 


Negative. Negative, I am not. Over. 


34 


18 


09 


cc 


We'll stay with you, then. 


34 


18 


19 


cc 


Seven, Hawaii Cap Com. (USS) Kearsarge has 
visual contact with you at this time, over. 


34 


18 


25 


p 


Roger, thank you. That sounds good. 


34 


18 


29 


cc 


Good show, pal. 


34 


18 


43 


cc 


Faith Seven, Hawaii Cap Com. Say your altitude. 


34 


18 


47 


p 


Roger. 4,000 feet. 


34 


18 


49 


cc 


4,000, your pre- impact check is complete, is 
that correct? 


34 


18 


53 


p 


Roger. 



CONFIDENTIAL 



page 3 - 164 CONFroENTIAL 

HAW-REC-22 

34 18 55 CC Understand pre-impact checklist is complete. 

34 19 00 P Roger. Fuel is jettisoned and all T handles 

are in. 



34 19 04 Rl Hello Astro. This is 1 Indian Gal. Over. 

34 19 07 P Roger, this is Astro, go ahead. 

34 19 10 Rl Roger, 1 Indian Gal. .Je are circling you at 

about 500 feet you're coming down very 
nicely. Sea state is about 5 to 8 foot 
waves, a few white caps. Wind is jiist per- 
fect for a Helo (Helicopter) operation. 
The carrier (USS Kearsarge) is about five 
miles away. 

34 19 31 P Roger. 

34 19 42 Rl Astro, you are swaying just a little bit, looks 

like about a 50 or rather, correction a 30 
foot sway. You're coming down very nicely. 
You are presently about 1,000 feet. The 
wind is from the southwest at about 12 knots, 
perhaps 15. 

34 20 06 P Roger, understand. 

34 20 14 Rl Astro, 1 Indian Gal. How do you feel? Over. 

34 20 17 P Roger, I'm in fine shape. Excellent. 

34 20 22 Rl Thank you Astro, this is Indian Gal. We still 

are circling you very nicely. You're now 
steadying up quite nicely, about 400 feet. 
You are passing ray starboard side, 

34 20 35 P Roger. 

34 20 36 Rl Have 3 Helos right around you. Got the swim- 

mers with me. They'll be out just about 
the time you're setting down on the water. 



CONFIDENTIAr 



CONFIDENTIAL 



Page 3 - 165 
REC-22 



Roger. 

The carrier is only about 3 miles away. 
Couldn't be a nicer shot. 

But I missed that third elevator. 

Now you are in the water in good shape. 

Your parachute is still with you. Chute has 
spilled and is in the water. 

Collar in the water, 

Roger. 

Your dye markers out now, Astro. Looks nicely. 
I'm coming in now for the swimmers. 

Astro, your capsule is on the side. The cap- 
sule, parachute did not deploy. 

Roger. 

Nov? your capsule is coming up nicely. It's 
sitting at about a 30 degree angle on the 
water. 

Okay. 

You look pretty good. 

I'm on top over you, directly overhead. Your 
capsule is now erected nicely. You're bounc- 
ing on the sea, I notice now that the para- 
chute has released. I'm now going to drop 
the swimmers. 

Roger. Hold them clear a minute and I'll get 
the HF antenna up . 

Astro, from Begonia on Kearsarge. How do you 
read me? Over. 

Roger, Begonia, Faith Seven. Read you loud 
and clear. Over. 



CONFIDENTIAL 



page 3 - 166 
REC-22 

34 22 47 K 

34 22 50 P 

34 22 52 RI 

34 22 57 P 

34 23 13 P 

34 23 17 K 

34 23 33 P 

34 23 37 P 

34 23 45 Rl 

34 23 52 P 

34 23 54 Rl 

34 24 02 P 

34 24 06 Rl 

34 24 18 K 



CONFIDENTIAL 



Roger, how you feeling? Over. 
Fine, couldn't be better. 

Astro, a_l the swimmers are out, the first 
one is on your capsule now, he's pounding. 
Do you hear him? Over. 

Roger, good shape. (Shouting to swimmers). 

Hello daiir, how are you? (Shouting to swimmers). 

Gordon, f:his is Begonia, Je estimate approxi- 
mately 45 minutes to have you on deck on 
Kearsarge. Please advise your wishes and 
any info this subject. Over. 

I'm okay. I'll wait on the boat. (Shouting 
to swii.imers). 

I'm in good shape. 
* (Non-flif^ht -related transmission omitted.) 
Astro, tills is 1 Indian Gal. Do you hear the 
swimmers? Over, 

I just had my helmet off talking to the swimmers. 

Roger. I see you don't have smoke. Apparently, 
you arti all right. What is, Begonia desires 
to know, what your desires about being picked 
up . Q>/er . 

Roger. I'd like to come aboard the carrier 
if they will grant me permission for an Air 
Force :roop, 

*Roger. Begonia, this is 1 Indian Gal. Gordon 
Cooper desires to come on board the carrier 
if they will let an Air Force Officer aboard. 
Over . 

Roger. Permission granted, of course, and I 
don't know whether he heard me before or not. 
Estimate about 45 minutes to have him on 
deck. Over. 



CONFIDENTIAL 



CONFIDENTIAL 



Page 3 - 167 
REC-22 



^^Major, Begonia estimates 45 minutes for your 
on-deck time. What are your desires? 
Over. 

Roger. I'll wait to go on board. Over. 

Roger, understand that you desire pickup by 
Wildcat . . . 

Thank you sir. No, negative. I'll wait and 
go onboard the carrier. Begonia did you 
read? Over. 

Roger. I understand you will be hoisted by 
the carrier. Begonia did you read? Over. 

This is Begonia. I copy. Out. 

Indian Gal 1, Begonia. What status on collar? 
Over. 

Roger, collar is about half way around. The 
swimmers are in the water nicely. The cap- 
sule is working well. 

Roger. 

The parachute was a little delayed in deploying. 
It is now riding very nicely in the water. 

Roger Wildcat, Tea Kettle 222. Go . . . 

^They attached the collar just about all the 
way around. The sea state is the same as 
the ship. 

The collar, the capsule looks like it's riding 
at about a 20 degree angle. Quite steady in 
the water. 

One from two. 

One. Over. 

*Roger. Swimmers desire to save chute. Shall 
I deploy swimmers? Over. 



CONFIDENTIAL 



page 3 - 168 
REC-22 

34 26 20 Rl 

34 26 29 R2 

34 26 30 Rl 

34 26 37 Rl 

34 26 49 K 

34 26 52 Rl 

34 26 56 Rl 

34 27 06 K 

34 27 08 P 

34 27 12 Rl 

34 27 18 K 

34 27 25 P 

34 27 33 Rl 



34 27 57 Rl 
34 28 07 K 



CONFIDENTIAL 



*This is one. Don't deploy swinuners at this 
time. The boat looks like it will pick up 
the chute. It is close enough, 

Roger . 

Wildcat, the collar now looks like it is all 
the way around the capsule, its just about 
to be inflated. 

The swiraners are still with it. The chute is 
still floating next to the capsule. They 
don't look like they are having any dif- 
ficulty. Looks like a normal operation. 

This is Begonia. Roger, out. 

*The collar is now inflated fully. 

It has picked the capsule up nicely. It is 
now erect, and the swimmers are making final 
ad jus tments. 

Begonia. Roger, out. 

Sorry, I missed that third elevator. Begonia. 

Begonia, Gordon Cooper says he's sorry he missed 
the third elevator. 

I think it's a quite acceptable shot. Major. 

Thank you. 

Begonia, the swimmers are now hanging on to 
the collar. It is fully inflated, the cap- 
sule is upright. The capsule looks like 
it's riding very nicely in the water, just 
going up and down slightly on the 5 to 8 
foot waves. There is a few white caps around 
but they are not breaking over the tower. 

Looks like a normal operation and they are 
just waiting for him. 

*This is Begonia. Gordon, are you In coramuni- 
cation with the swimmers at this time? Over, 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 169 



REC-22 

I can yell to them through the hatch here. 

I understand that you can hear them through 
the hatch. Is that correct? 

Roger, we can commimicate by yelling back and 
forth, I believe. 

Roger. Out, 

Major Cooper from the USS Kearsarge. Welcome 
to the Pacific. Go6d landing. 

*Major, the Kearsarge is now making a down base 
leg. They are going to make a normal 180 
approach to you. They are about 2 miles 
away coming down wind. They will start their 
turn into your position in about 10 minutes. 

Roger. Very fine. 

Hello. How are you doing? I'm fine. Okay, 
How are you? (Shouting to swimmers). 

Major, they estimate your miss at 3,900 yards. 
Looks like a record. 

Say again, sir. Say again, I was talking to 
the swimmers, 

Roger, You missed by 3,900 yards, very ac- 
ceptable. 

Thank you. 

What? I'll wait on the carrier. What? (To 
swimmers). 

Two, this is One. Looks like the parachute 
is sunk now, I don't see it anymore. There 
is a small Drogue chute still . . . upwind 
of the green dye. 

Delighted to have you back in the Pacific and 
congratulations on a wonderful, wonderful 
ride. 



CONFIDENTIAL 



CONFIDENTIAL 



What? Yeah, I'll wait on the carrier. (To 
swimmers) . 

Gordon, this is Begonia. John Graham will 
be on this line and be stationed down near 
the hangar, near the elevator, about the 
time that we pick you up. Thought I would 
alert you that he will be on the line to 
talk to you just before you get out. Over. 

Roger. Fine. 

Is there anything we can do in preparation -. 



CONFIDENTIAL 



CONFroENTIAL 



Page 3 - 171 



DISTRIBUTION 

This MA. -9 Postlaunch Memorandum Report has the following 
distribution: 

Director, D (l) 

Deputy Director for Mission Requirements and Flight Operations, 
DO (1) 

Deputy Director for Development and Programs, DP (1) 
Assistant Director for Engineering and Development, E (2) 

Spacecraft Technology Division, EST (6) 

Crew Systems Division, ECS (6) 

Systems Evaluation and Development Division, ESD (6) 

Space Environment Division, ESE (6) 
Assistant Director for Information and Control Systems, I (2) 

Computations and Data Reduction Division, ICR (5) 

Ground Systems Project Office, IGS (5) 

Instrumentation and Electronics Division, IIE (5) 
Flight Operations Division, OFO (15) 
Flight Crew Operations Division, OFC (lO) 
Mercury Project Office, M (25) 
Gemini Project Office, G (7) 
Apollo Spacecraft Project Office, S (8) 
Public Affairs Office, PAO {k) 
Astronaut Activities Office, AAO (17) 
Reliability and Flight Safety Office, RPS (2) 
Program Analysis and Evaluation Office, PAS (l) 
Center Medical Operations Office, OAM (t) 
Technical Information Division, ACI (l) 
Technical Services Division, ACT (l) 

Langley Research Center Representative, Axel T. Mattson, RAA (l) 
Goddard Space Flight Center Representative, William B. Easter, 
GSF-L (1) 

Network Liaison Office, Port Canaveral, Florida (5) 
Project Engineering Field Office, Port Canaveral, Florida, 

Attn: A. E. Morse, Jr., MEF (5) 
Reliability and Flight Safety Office, Port Canaveral, Florida, 
RFS - Cape (2) 

Center Medical Operations Office, Port Canaveral, Florida, 
OAM - Cape (5) 

Flight Crew Operations Division, Port Canaveral, Florida, 
OPC - Cape (5) 

Atlantic Missile Range Operations, Port Canaveral, Florida, 

Attn: G. Merritt Preston, OPO (20) 
Cape Canaveral Files, Port Canaveral, Florida, 

Attn: Lillian Prothman (20 ) 
Manned Spacecraft Center Resident Manager, White Sands Missile 

Range, Post Office Drawer D, White Sands Missile Range, New Mexico 

Attn: Wesley E. Messing, W (l) 



CONFroENTIAL 



Page 3 - 172 CONFIDENTIAL 



NASA Representative at McDonnell Aircraft Coriooration, P. 0. Box 5l6, 
St. Louis 66, Missouri 

Attn: Wilbur H. Gray, MMR (3) 
MSA Headquarters^ Washington 25, D. C. 

Attn: George M. Low, :^D(P) (3) 
Goddard Space ]''light Center, Greenbelt, Md. 

Attn: H. J. Goett, Director (l) 
Goddard Space l^'light Center, Greenbelt, Md. 

Attn: Goddard Space Flight Center Library (2) 
Langley Researc^h Center, Langley Station, Hampton, Va. 

Attn: F. L. Thompson, Director (l) 
Langley Researc:h Center, Langley Station, Hampton, Va. 

Attn: Langley Research Center Library (2) 
Ames Research Center, Moffett Field, Calif. 

Attn: S. J. DePrance, Director (l) 
Ames Research Center, Moffett Field, Calif. 

Attn: Ames Research Csnter Library (2) 
Lewis Research Center, 21000 Brookpark Road^ Cleveland 35, Ohio 

Attn: A. Silversteln, Director (l) 
Levis Research Center, 21000 Brookpark Road, Cleveland 35, Ohio 

Attn: Le-vris Research Center Library (2) 
NASA Flight Ref;earch Center, P. 0. Box 275, Edwards, Calif. 

Attn: P. F. Bikle, Director (l) 
NASA Flight Research Center, P. 0. Box 273, Edwards, Calif, 

Attn: NAilA Flight Ressarch Center Library (2) 
NASA X-20 (Dyn£;-Soar) Office (ASZR), Wright-Patterson Air Force 
Base, Ohio 

Attn: P. F. Korycinski (2) 
George C. Marshall Space Flight Center, Huntsville, Alabama 

Attn: W. von Braun, Director (l) 
George C. Marshall Space Flight Center, Huntsville, Alabama 

Attn: Marshall Space Flight Center Library (2) 
Launch Operations Center, Port Canaveral, Florida 

Attn: Dr. Kurt Debus (5) 
Technical Inf oi-mation Division (Library) (5) 
Technical Infoi-mation Division (Editors) (3) 
Administrative Services Division (Control Point) ( 



CONFIDENTIAL