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. GEMINI VI-A..
T
ORM 843
_-N 66)
GROUP 4
DOWNGRADED
AT 3 YEAR INTERVALS;
DECLASSIFIED
AFTER 12 YEARS
JANUARY 1966
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION/MANNED SPACECRAFT CENTER
x./
GEMINI SPACEC_ FLIGHT HISTORY
Launch
Mission Description date Major accomplishments
m
UNCLASSIFIED i
MSC-G-R-66-2
GEMINI VI-A
Approved by:
7 ,9 4
Charles W. Mathews
Manager, Gemini Program
Deputy Director
HOUSTON, TEXAS
JANUARY 1966
UNCLASSIFIED
NASA-S-66-241 JAN _.
Section Page
FIGURES ............... xv
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iv UNCLASSIFIED -
Section Page
4.3.1.1 Launch . 4- 9
4.3.1.2 Orbit .......... 4-i0
4.3.1.3 Reentry ....... 4-13
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Section Page
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vi UNCLASSIFIED -
Section Page
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r UNCLASSIFIED vii
Section Page
f- UNCLASSIFIED
viii UNCLASSIFIED
Section Page
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UNCLASSIFIED ix
Section Page
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x UNCLASSIFIED
Section Page
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UNCLASSIFIED xi
Section Page
if
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xii UNCLASSIFIED
TABLES
Table Page
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UNCLASSIFIED xiii
Table Page
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xi_ UNCLASSIFIED
Table Page
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r UNCLASSIFIED xv
FIGURES
Figure Page
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Figure Page
4.3-2 (Concluded)
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Figure Page
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iii UNCLASSIFIED
Figure Page
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Figure Page
8.3-i (Concluded)
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UNCLASSIFIED 1-1
1.0 MISSION SUMMARY
The fifth manned mission and first rendezvous mission of the Gemini
Program, designated Gemini VI-A, was launched from Complex 19, Cape
Kennedy, Florida, at 8:37 a.m. e.s.t., on December 15, 1965. The flight
was successfully concluded with the recovery of the spacecraft and the
flight crew at 23°22.5 ' N. latitude 67°52.5 ' W. longitude by the prime
recovery ship (U.S.S. Wasp), approximately i hour and 6 minutes after
landing. This rendezvous mission was launched from Complex 19 within
Ii days after the launch of the Gemini VII space vehicle. The space-
craft was manned by Astronaut Walter M. Schirra, command pilot, and
Astronaut Thomas P. Stafford, pilot. The crew completed the flight
in excellent physical condition and demonstrated excellent control of
the rendezvous and competent management of all aspects of the mission.
Staging was nominal; however_ the crew reported that the flame
front caused by staging enveloped the spacecraft in such a manner that
it deposited a thin burned residue on the windows which affected the
visibility through them. The pilot was able to verify this phenomenon
as he had been observing a string of cumulus clouds prior to staging
and also observed them after staging. He reported that the clearness
and whiteness of these clouds was diminished after staging.
The second stage flight was normal and all but 7 ft/sec of the
-660 ft/sec out-of-plane velocity achieved during first stage operation
was steered out during second stage flight. The spacecraft was in-
serted into an orbit having an 87.2 nautical mile perigee and an
f
UNCLASSIFIED
UNCLASSIFIED
140 nautical mile apogee. The apogee was about 7 r_utical miles below
the planned altitude. The slant range to spacecraft 7 from spacecraft 6
at its insertion into orbit was a nominal 1067 nautical miles.
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UNCLASSIFIED 2_1
2.0 INTRODUCTION
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2_2 UNCLASSIFIED
system were continuing. Analyses of thespacecraft and the inertial
guidance system were also continuing. Supplemental reports, listed in
section 12.4_ will be issued to provide documented results of these
analyses.
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UNCLASSIFIED 3-1
3.0 G_MINI VI-A VEHICLE DESCRIPTION
The space vehicle for the Gemini VI-A mission consisted of Gemini
spacecraft 6 and Gemini launch vehicle 6 (GLV-6). Section 3.1 of this
report describes the spacecraft configuration, section 3.2 describes
the GLV configuration, and section 3.3 provides space-vehicle weight
and balance data. The major reference coordinates for the space
vehicle are shown in figure 3.1-1.
3. I G_MINI SPACECRAFT
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3-2 UNCLASSIFIED
Redesigned hatch-latching mechanisms were included as a result of
the difficulty in closing the hatch on spacecraft 4.
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UNCLASSIFIED 3-3
The _ter management system was changed to a "blowdown" system by
removing the gas regulator_ adding a pressurant tank, and servicing the
entire system to 20 psia (see fig. 3.1-5). During manufacture of the
spacecraft, both the water management and the urine systems were re-
located to provide space for an extravehicular life support system
(ELSS). Subsequently, extravehicular activities were cancelled from
the mission and the space for ELSS was used for stowage.
3.1.2.5 Time reference system.- The space used for the flight-
plan roller installed in spacecraft 5 Ms utilized for a ground-
elapsed-time digital clock with reset capability.
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UNCLASSIFIED
3.1.2.8 Pyrotechnic system.- The following changes were made to
the pyrotechnic system:
(d) The out-of-tape indicator light for the voice tape recorder
was relocated to the center instrument panel.
(e) The manual computer switch was moved from the right-hand
side-wall to a location under the right-hand instrument panel.
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UNCLASSIFIED
(b) A light meter was provided for determining lens and shutter
settings for photography in orbit. This light meter had a very limited
field of view to provide accurate readings on a selected target.
(b) The aft food boxes were slightly narrower than those flown
on spacecraft 5 because of the added volume required for the ELSS
stowage provisions.
(c) The pressure sealing door on the left-hand aft food box was
omitted and a fabric door was provided to retain the contents of the
box. The pressure sealing characteristics of the right-hand aft box
were the same as spacecraft 5.
3.1.2.10 Landing system.- The landing system was the same as that
used on spacecraft 5.
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3-6 UNCLASSIFIED
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- UNCLASSIFIED 3-7
TABLE 3. i-I.- SPACECRAFT 6 MODIFICATIONS
Adapter assembly (a) Batteries were used for main bus power in-
structure stead of the fuel cells used in spacecraft 5.
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3-8 UNCLASSIFIED
TABLE 3.1--1.--SPACECRAFT 6 MODIFICATIONS -- Concluded
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UNCLASSIFIED 3-9
TABLE 3.1--11.-- CREW STATION STOWAGE LIST
Stowage area
(see fig. 3.1-11) Item Quantity
250-mmlens 1
Interference filters 5
Penlight 2
Lightweight headset i
Humidity sensor i
Stowage pouch ll
Tissue dispenser 1
Lanyard assembly 1
UNCLASSIFIED
3-1o UNCLASSIFIED
TABLE 3.1--I!.-- CREW STATION STOWAGE LIST -- Continued
Stowage area
(see fig. 3.1-11) Item Quantity
Postlanding kit i
Passive dosimeter 2
Optical sight i
Reticle assembly i
Lanyard assembly i
Passive dosimeter i
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" UNCLASSIFIED 3-_
TABLE 3.1--11.--CREW STATION STOWAGE LIST -- Concluded
Stowage area
(see fig. 3.1-11) Item Quantity
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NASA-S-66-I00JAN
Spacecraftstations Launch-vehiclestations
Z239.28 ,_,
Z233.91-/] "-_" "_X X 50.985
56.295
Reentry _ _
Spacecraft/ assembly _ F_\
Zlm._
ZD. 44 "
[ Adapter
assembly / ..... ,
;_" / tl--_'
n•, X 276.825
{
Compartment1
Oxidizer_ - d: ,, "-'-'-'-'-'---
h "-:_"""-'--_
X 299.151
X 319.522
Fuel "- J-/
_-_: i -_*, . _--X 384.522 Compartment 2
Engine N].;;l__i.I_,_-------- X 424.522 ____
gimbal --4,,_..,
_.U:! I U./ . X 430.000
station_ ...,.. _X 499.130
X 500.000
/ _[_ Compartment3
Stage1-2 ,
separation---/ _ -- L_ X 583.200
rl-1]_[] X 621.727
"--_-['j'-'
_ II
x 649.727-- --
II
II
Launch ,,
Oxidizer
vehicle I ;i
',,
-- -- _ll.i. X 887.826 T
J_
\ j,"
:..= , Compartment4
I I i
---h--I.,
I I
X 982.326
! I I
I i_
J II
I i,
' "I I
Fuel,,
; i
I',
I I
-- -- __l.I
gimbal l.....,J
.:" / X 1224.311 Compartment5
station_ _/f X 1274.21
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UNCLASSIFIED 3-z3
NASA-S-65-5998
coordinatesystem-_ /f_T_,,_
Launch vehicle \/ // I _\ \
coordinatesystem--_ /_// _ \\ _ r Launch vehicle yaw axis
+Z I-)( I [[ [ "_'_ L+X Z I Spacecraftpitch axis
Spacecraft
plane Z-axis
of figure at ='/-=i-I-- x_TT;S I _-J/ --]-]--
_"_\_xx_l // / _X_.._X_u. On.
perpendicular to \ \ _,_k,_--_."_.__./("-_2 /// j to pli!!ep_i_i "g!e "
this point --_" __ _ point 'rCeU_rth's
I_!__..J
Dimensional axes
True
North
///_ O-Programmed
Xp, X rollangle
XLV, XS/C, -Y, Z,_] \_e_
ZLV, YS/C
_ I_ / XLV, YLV, ZLV - launch vehicle
__J roll, pitch, yawbodyaxes, respectively
XS/C, YS/C, ZS/C - spacecraft
1 roll, yaw, pitch axes, respectively
YLV Xp, Ye' Zo - IGSplatform inertial
• codrdiffatesreferencedto launch stand
Guidancecoordinates X, Y, Z - IGScomputer
computationalcoordinates
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!
pJ
NASA-S-66-59 JAN -_-
_mentsection
Electronic module
OAMS
ECS coolant module
o ECS primary 02 module
Silver zinc batteries
Water tanks
Oxygen pressurant tank
section
section Instrumentation system
Retrograde rocket system Communication system
OAMS Environmental control system C_
C_ Rendezvous and docking light Guidance and control system
Z Electrical power system Z
_} Time reterence system
_ontrols and displays
x_.__
Reentry assembly
Nose fairing
\ g bar
and R section
parachute storage
©C
i .tuna
radar
r--Slot and latch
I
Rod assemblY-7/ /_Lockwire
II I Close
_-----_
_? -"_ Mooring /"
Nose fairing ---.-/
-_-Cable assembly __
Rod _ _ . ,....--
assembly_l -,, _:: _l Close _ ["_f "_T I _ receptacle
"_ .... [ .... _ I_ ; ,,,: t_'--R and R section
F UNCLASSIFIED
3-_6 UNCLASSIFIED
NASA-S-66-156 JAN
Battery module
_ structure
tank
Silver zinc
batteries
Oxygen pressurant
tank
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J- UNCLASSIFIED 3-_-7
NASA-S-b6-83 JAN
I__] Cap
valve
Adapter water
Drinking
.................................................................................
_
Check valve
Cap
dispenser Outlet Inlet
Metabolic moisture
Water from suit heat exchanger
selector
_/ valve
,--ii,- Disconnect
Water
Shutoff valve evaporatol
I Disconnect
Relief
Selector tube
dump
valve Steam
dump
Legend
Unit Nomenclature
Drinking water
02
Waste water
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3-_+ UNCLASSIFIED
NASA-S-b6-232 JAN
UNCLASSIFIED
UNCLASSIFIED 3-Z9
Q Translate right
G Translate left
G Translate up
.i
Translate down
Pressurant
I
/
I
EqUiprnen(: ,
// ,
Retro --_ _
sectio 'Cabin
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NASA-S-66-20& JAN L,N
I
Locking I'9
mechanism 0
ttieon
manifold
pin ison
'ndexing
Cartridge
• i _x'X--Endexing bar
jettisoned
Indexing
i
xtend pin
bar
Docking cartridges engaged
assembly Extend piston
C_ manifold C_
Shear Shear
oin Z
('3 j-¢y.nder ('_
,linder ,g_ mechanism-_
Locking \
_,_ mechanism
piston
•-n "1"I
I piston 1
Inner
piston
extension
piston
piston
extension CyIinder
Biomedical recorder
no. i.
_rline stowage box
Left sidewall stowage box
PCM recorder
r_ UNCLASSIFIED
3- 4 UNCLASSIFIED
NASA-S-66-60 JAN
Right stowage
pedestal pouch
[_]] Velcro patches
Plotting board stowage area
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UNCLASSIFIED 3-25
3.2 G_!NI LAUNCH VEHICLE
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k_
!
TABLE 3.2-1.- GLV-6 MODIFICATIONS O_
Propulsion The back pressure orifice was reduced from 0.5 inch to 0.46 imch.
C Flight controls The autopilot gain change no. i was modified to include a C
7 0.5-second to lO-second delay timer Z
N
F- Guidance No significant change r--
(2_ Hydraulics A check valve was added to the discharge part of the electric (2_
OO motor pump. OO
m-11 Electrical Breakwire was added to the two pad disconnect tail plugs. _-_
Weight data for the Gemini VI-A space vehicle are as follows:
Weight Center-of-gravity
(including location,
Condition spacecraft), in.
lh (b)
(a) x Y z
..... CONFIDENTIAL
3- 8 CONFIDENTIAL
Center of gravity
location,
Condition Weight, in.
lh (a)
X Y Z
CONFIDENTIAL
UNCLASSIFIED 4-1
4.0 MISSION DESCRIPTION
4. i ACTUAL MISSION
(2:18:01 g.e.t. ). This maneuver was performed in the platform mode and
in the small-end-forward (SEF) attitude.
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4_2 UNCLASSIFIED
spacecraft 6 and 7. A radar test was performed with the computer in the
rendezvous mode to check the radar-computer interface.
Station keeping began at 5:56:00 g.e.t, when the two spacecraft were
approximately 120 feet apart, which was the point at which all relative
motion was brought to zero. Starting from this point, the distance was
reduced to approximately l0 feet and spacecraft 7 was observed and photo-
graphed. Spacecraft 6 then closed to within 1 foot of spacecraft 7.
During the first night cycle, the separation distance was varied from
about 20 to 60 feet. During the next day cycle, the command pilot per-
formed an in-plane fly-around maintaining about 150 to 250 feet from
spacecraft 7. At approximately 07:42 g.e.t., the distance between space-
craft was monitored by observing the size of spacecraft 7 through the
optical sight. The in-plane maneuver was followed by a pilot-controlled
out-of-plane fly-around and other station keeping maneuvers. All of
these maneuvers were performed in the pulse mode with the radar and com-
puter turned off. Spacecraft 6 attitude was controlled to keep the
X-axis pointed toward the spacecraft 7 center of mass.
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UNCLASSIFIED 4-3
Preparations for a sleep period were begun after spacecraft 7 was
no longer visible. _he actual sleep period occurred from 15 to 19 hours
g.e.t, with spacecraft 6 in the horizon scan mode.
Stowage for reentry required about one orbit to accomplish, and the
preretrofire checklist was completed as scheduled. Retrofire occurred
at 25:15:58 g.e.t., in a 20 ° pitch-down attitude; orbit rate command was
used during this sequence. Following the retrofire sequence_ the space-
craft was rolled to the heads-down attitude and control was switched to
pulse mode, ring A. Full lift was flown to 400K feet at which time a
55 ° left bank angle was assumed and held until guidance initiate at
approximately 280K feet.
The pulse mode, ring A, was used until time for bank reversal
(25:38:22 g.e.t.); at this time, the control mode was switched to orbit
rate command. After guidance initiate, the downrange and crossrange
needles were monitored and bank angle corrections applied as necessary.
Shortly after peak acceleration was reached, the response to roll com-
mands decreased, indicating the depletion of the RCS ring A propellants.
Ring B was switched on and the bank angle was reestablished and held
until time for drogue parachute deployment, which occurred at 25:45:49
g.e.t. (See section 5.1.5 for a detailed description of the reentry
phase ).
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NASA-S-66-212 JAN
Mode1
Mode ]I
abort (Retrograde rockets salvo-fired posigrade)
(15,000 ft _1
Lo522,000 ft)
Mode 111
abort Normal retrograde sequence)
(above
522,000 ft) Open
r---_, loop ---_i
reentry
Orbitaloperationsincludingexperimentsandsystemstests ',
"
ti Ii
Plane Height
change adjust Planned mission --*-
maneuver '%'=:':_'"-_ maneuver Planned alternates ....
(Npc) (NH) Actual mission ........ _-
Figure 4.1-i. - Planned and actual mission with planned alternates included
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4.2 SEQUENCE OF EVENTS
The times at which major events were planned and executed are pre-
sented in table 4.2-I. All events were completed as scheduled or within
the expected tolerances, indicating a satisfactory flight.
F UNCLASSIFIED
4-6 UNCLASSIFIED
TABLE 4.2-1 - SEQUENCE OF _S
Pitch program rate no. i end_ no. 2 start 88.32 88.20 -0.12
First IGS update sent 105.00 105. O0 0.O0
Control system gain change no. i 109.96 109.81 -0.15
Pitch program rate no. 2 end, no. 3 start 119.04 118.83 -0.21
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- UNCLASSIFIED 4-7
TABLE 4.2-1 - SEQLrH_CE OF EVENTS - Concluded
Event g.e.t,
Planned time, g.e.t,
Actual time, l sec
Difference_
!
r UNCLASSIFIED
4-8 UNCLASSIFIED
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CONFIDENTIAL 4-9
4.3 FLIGHT TRAJECTORIES
CONFIDENTIAL
4-1o CONFIDENTIAL
respectively. At SECO, the altitude was high by 318 feet, the velocity
was low by 9 ft/sec and the flight-path angle was high by 0.01 °. Actual
SECO conditions are based on corrected GE Mod III, MISTRAM, and telem-
etry data. At spacecraft separation, the altitude was high by 477 feet,
the velocity was low by 12 ft/sec, the flight-path angle was high by
0.04 °, and the spacecraft was approximately 25K feet north of the de-
sired plane. Table 4.3-I contains a comparison of planned and actual
conditions at BECO_ SECO_ and spacecraft separation. The preliminary
conditions at spacecraft separation were obtained by integrating the
Bermuda vector after insertion back to the time of separation as deter-
mined during the mission, through the planned velocity changes (_V) and
attitudes in reference i0. The final conditions were obtained by inte-
grating the first orbit Best Estimate Trajectory (BET) back through the
actual _V's and attitudes to spacecraft separation as determined by te-
lemetry. (NOTE: The BET used tracking data from Bermuda, Grand Turk
Island, Carnarvon, White Sands, and Eglin Air Force Base.) It can be
seen, however, that except for _he time of separation, the preliminary
solution agrees with the final solution.
The GE Mod !II and MISTRAM radar tracking data, after SEC0, are
used to compute a go-no-go for spacecraft insertion by averaging i0 sec-
onds of data starting at SECO + 5 seconds. The go-no-go condition ob-
tained from GE Mod III showed that velocity was high by 6 ft/sec and
flight-path angle was low by 0.12 ° when compared to the more accurate
orbital ephemeris data. The conditions obtained from MISTRAM showed
that velocity was high by 2 ft/sec, and flight-path angle was low by
0.08 ° when compared to the ephemeris data.
4.3.1.2 Orbit.- The main objective of the Gemini VI-A mission was
to rendezvous with spacecraft 7; therefore, the orbit phase is described
in more detail in paragraph 4.3.1.2.1. Table 4.3-11 shows the planned
and actual orbital elements after each maneuver and table 4.3-111 shows
the orbital elements from insertion to retrofire. A comparison of plan-
ned and actual apogees and perigees is shown in figure 4.3- 3 . These
planned and actual elements were obtained from orbital ephemerides gen-
erated, respectively, by using the sequences in reference i0 and by inte-
grating the Gemini tracking network vectors after each of the midcourse
and terminal phase rendezvous maneuvers.
CONFIDENTIAL
UNCLASSIFIED 4-11
The actual trajectory duringthe rendezvous phase was reconstructed
utilizing BET vectors (see ref. 9). The Gemini VI-A vector used was ob-
tained prior to the first maneuver (group A in ref. 9). Maneuvers as
derived from the inertial guidance system (IGS) postflight analysis were
applied sequentially up to rendezvous. The first Gemini VII vector com-
puted was used throughout, because that vehicle was not maneuvered ex-
cept in attitude.
target plane
The plane .N_c_ to send spacecraft
change ,(-- 6 into the
was performed at 2:42:08 g.e.t. A thrust of 31.7 ft/sec to the southeast
(yaw = 90.6 ° ) was applied with the aft thrusters. The resulting out-
of-plane displacement was 0.5 mile.
• UNCLASSIFIED
4_12 UNCLASSIFIED
At second perigee, 3:03:20 g.e.t., a small corrective height maneu-
ver of 0.6 ft/sec posigrade was applied with the aft-firing thrusters,
raising the spacecraft 6 apogee to 147 nautical miles. This maneuver,
though not essential, was done in an attempt to keep the terminal phase
as near nominal as possible to facilitate the crew's onboard backup cal-
culations.
The range at this time was 172 nautical miles, which was approxi-
mately i nautical mile greater than previously calculated, and accounts
for a slightly later terminal-phase initiation time.
The crew switched the onboard computer to the rendezvous mode ap-
proximately 4 minutes i0 seconds after the beginning of the NSR maneuver.
Because of the existing relative position and catchup rate between the
vehicles, this switch time came about a minute too late to produce the
desired line-of-sight terminal phase initiation at 27 ° pitch. Due to
the fixed internal solutions fro_ the onboard computer, set when the
computer goes to rendezvous mode, the pitch of the terminal-phase ma-
neuver at 5:18:56 g.e.t, was computed to be about 35 ° (which would pro-
duce the same results as a pitch of 28 ° line-of-sight).
The braking maneuvers were started at 5:50:35 g.e.t, and were ter-
minated at 5:56:00 g.e.t., when the two spacecraft were approximately
120 feet apart and relative motion was stopped. The total AV applied
was approximately 65 ft/sec_ close to that predicted.
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- UNCLASSIFIED 4- .3
_e translational cost for the terminal phase was approximately
125 ft/see, about 25 ft/sec greater than the minimum. The total trans-
lational cost of the rendezvous maneuvers (including terminal phase) was
276 ft/sec, approximately 70 ft/sec greater than the minimum but less
than the lo deviation of about i00 ft/sec.
4.3.1. 3 Reentry.- The planned and actual reentry phase of the tra-
jectory is shown in figure 4.3- 5. The planned trajectory was determined
by integrating the Woomera vector in revolution 15 through planned retro-
fire sequences determined by the RTCC, and flying a 56 ° bank-angle lift-
ing reentry according to Math Flow 6 described in reference ii. The
Woomera vector was selected one revolution before retrofire because the
retrofire setting in the spacecraft was based on that solution. The re-
entry trajectory in figure 4.3- 5 is only a simulated reentry required
to hit the actual landing point. It was obtained by integrating the
White Sands vector after retrofire back to the end of retrofire_ then
forward to landing through a bank and reverse bank angle of 50.8 °. An
actual reentry trajectory could not be run because the real-time telem-
etry data containing reentry attitudes were lost during the blackout re-
gion_ and the onboard tape recorder failed before reentry. The crew
stated that they flew according to the Flight Director Indicator commands
after guidance initiate_ and reversed bank at what they believed to be
approximately 55 ° to 65 ° , four or five times as required to null out
cross-range dispersions. The crew reported a maximum acceleration of
4.3g, as compared to 4.8g obtained with the simulated reentry trajectory
and 4.9g with the real-time telemetry which was obtained after blackout.
_he second stage of the Gemini launch vehicle was inserted into an
orbit with apogee and perigee altitudes of 134.8 and 86.9 nautical miles,
respectively. The North American Air Defense Command (NORAD) network
tracking sensors were able to skin-track the second stage during the en-
suing 31-hour orbit lifetime. NORAD tracked the second stage prior to
reentry in revolution 21 and predicted an impact point of latitude 28.9 ° N
and longitude 179 ° W in the north Pacific.
UNCLASSIFIED
4_ 4 CONFIDENTIAL
TABLE 4.3-1.- COMPARISON OF PLANNED AND ACTUAL TRAJECTORY PARAMET_S
Actual
Condition Planned
Preliminary I Final
BECO
SECO
Spacecraft Separation
CONFIDENTIAL
UNCLASSIFIED
TABLE 4.3-1.- COMPARISON OF PLANNED AND ACTUAL TRAJECTORY PARAMET_qS - Concluded
Actual
Condition Planned
Preliminary Final
Maximum Conditions
Landing Point
bLanding within 7.0 n. mi. circle with the intersection of these coordinates as the
center. See section 5.1.5.2.3.
f-
UNCLASSIFIED
TABLE 4.3-II.- COMPARISON OF ORBITAL ELEMENTS PRIOR TO AND AFTER MANEUVER
4r
!
Before Maneuver After Maneuver
Oh
Maneuver Condition Actual Actual
Planned Planned
Preliminary a Final Preliminary a Final
"_ Inclination, deg . . . 28.87 28.90 28.89 28.87 28.90 28.89 "11
apreliminary elements are RTCC values obtained during the mission. Period not available.
TABLE 4.3-III.- COMPARISON OF ORBITAL ELEMENTS
Actual
Revolution Condition Planned
Preliminary a Final
apreliminary elements are RTCC values obtained during the mission. Period not available.
4- .8 UN C LASSIFIED
TABLE 4.3-IV.- RENDEZVOUS MANEUVERS
Height maneuver NH
Plane change _C
Height maneuver NH
UNCLASSIFIED
UN C LASSIFIED 4- .9
TABLE 4.3-IV.- RENDEZVOUS MANEUV_S - Continued
Ground
Condition Planned Actual
commanded
82 ° correction
aThese maneuvers are a function of the onboard radar and not ground
commanded.
eThese were not single thrust maneuvers and were a function of the
onboard radar commanded attitude.
UNCLASSIFIED
4_2o UNC LASSIFIED
TABLE 4.3-IV.- REND_ZVOUSMANEUVHRS - Conclu&ed
34° correction
Braking maneuver
aThese maneuvers are a function of the onbGard radar and not ground
commanded.
CThese were not single thrust maneuvers and were a function of the onboard
radar commanded attitude.
eBurn time includes semi-opticaL approach. (If the 65 fps had been burned
in one pulse, the duration of the b_rn would have been 1:47.)
UNCLASSIFIED
NASA-S-66-165
JAN
800
700
I00 0
0
0 20 40 60 80 I00 120 140 160 180 200 220 240 260 280 300 320 340 360
Timefrom lift-off, sec
(a)Altitudeandrange.
22 _ 26
p 18 "_ 22 p
{,#"i 12 l_ {,#'}
-..n_,o ,,
m 6 i0
2
0
20 40 60 80 i00 120 140 160 180 200 220 240 260 280 300 320 340 360
Timefrom lift-off, sec
(b)Space-fixed
velocityandflight-path angle.
Figure4,3-2, - Continued,
/
NASA-S-66-180JAN
44×
42
4O
38
36
34
100
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Timefrom lift-off, sec
(c)Earth-fixedvelocityandflight-path angle.
38
34
1000[ 36
800i- 32
= i 22
200_- =_ 20
L _i8
=11 14 "1"1
10
0
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Time from lift-off, sec
0
0 20 40 60 80 lO0 120 140 160 180 200 220 240 260 280 300 320 340 360
Timefrom lift-off, sec
(e)Longitudinalacceleration.
170
160
150
-_
c
Z
('_ _ _3o F'_
r"- ._
O0 12o O0
O0
m
-- O0
_
--n _o __
rn m
100
I I II I _oellipt_c maneuver
90 _ h_tude T_ Terminal phase
Figure 4. 3-3.- Apogee and perigee altitude for the Gemini _2]-A mission.
-- UNCLASSIFIED 4-29
I =
o
._._ _: _ _ ..
_ _ .-., _::, _
:i2 . ii
it " " _
\ I
/ _
. E
x= ._
' mr %_
( 8 _
+ '_ ,'I: "E
-- z _ o ,_
/ I
L\ + 'fi
•!m "U 'aBue_
I I I I I I I I i I i
,b 5_p '_eA
_ I I I I I I I I I i I
flap 'q:)l!d
_- UNCLASSIFIED
i
NASA-S-66-226JAN 0
-Actual __
--Planned
3 r
_-1
E /-- -01:20:00
o,,0o:oo.
_ ,// _ _ __ _
__/./_
0 _'_ NC1
_/ NH: :Heightadjustment
Phaseadjustment '-'-< _ i_ -- _ - -- _ '_'.-... _i_ -'_ -)i
C_ _
_-2 _ _ Npc: Plane change 05:00:00-- / / C_
!41/,/// TPI
NSR=: Terminal phaseinitiation
Coellipticmaneuver 05:5100-- / ---
lO0(_lO3 26
160 100 8
180 0 6
25:14 :16 :18 :20 :22 :24 :26 :28 :30 :32 :34 :36 :38 :40 :42 :44 :_ :48 :50 25:52
Groundelapsed
time, hr:min
(a) Latitude,longitude,andaltitude,
0
25:14 :16 :18 :20 :22 :24 :26 :28 :30 :32 :34 :36 :38 :zl0 :42 :_A :46 :_ :50 25:52
Groundelapsedtime, hr:min
(e) Longitudinaldeceleration.
Figure4.3-5. - Concluded.
I
k_
kJ]
NASA-S-66-250JAN ._
kN
10 ,
T_ "mina
, )hase
First
Mid-course
I
Second |
I
I iMid_course_
22
i _raking ,_--
'
fitiate Correct on I Co_/ M,--!a
' neuv-T_r"
o_
:.so-
_ 40 _
,_ _r "---Elevationangle
_._ _ _Platform:_1
_ .- // Oe )
_o- _o --... _
rrl ._ "xA
• ". _ / _ E2
I"!"1
40_ o. 20
_"'J_ _'_ .
-- O(_:OL8 05:12. 05:16 05:20 05:24 05:28 05:32 05:36 05140 05144 05:48 05:52
Timefrom lift-off, hr:min
The crew reported residue on the windows, as has been reported pre-
viously by other crews. "As a result, the contractor has been requested
to propose an engineering change for transparent covers that will be
ejected in orbit. A backup mode of removal by the pilot will be provided
during the extravehicular activities scheduled for all remaining Gemini
flights.
The insulation around the RCS thrusters was partially pushed out
during launch, and subsequently burned off during reentry. It is be-
lieved that this condition was caused by a differential pressure result-
ing from launch-venting lag of the compartment during the powered phase
of flight. The condition is being analyzed for possible detrimental
effects requiring correction. However, the fiberglass cloth blanket,
.... UNCLASSIFIED
5-2 UNCLASSIFIED
which is being exposed_ is backed up by a rigid fiberglass channel to
prevent direct impingement of thermal radiation on structure and equip-
ment within the compartment. If pressure relief from around the thrust-
ers is prevented_ a more detrimental effect than exposed insulation might
result. Therefore_ caution is being exercised in considering any design
change.
The crew reported that the docking fitting tabs on the nose fairing
vibrated and distracted them. Vibration was also reported by the
Gemini III crew. After the Gemini III mission, the docking fitting
tabs were analyzed and found to be structurally sound. However_ inas-
much as the vibration distracted the crew while performing required
functions within the cabin, corrective designs are being studied.
UNCLASSIFIED
UNCLASSIFIED
(a) Air noise was excessive when using the helmet microphones and
was more severe for the command pilot than for the pilot.
(b) The helmet microphones were more sensitive to noise than those
formerly used.
UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED
in the receipt of a message acceptance pulse (MAP) at the ground sta-
tion. A postflight analysis revealed the presence of a MAP in the down-
linked telemetry for the off-con_nand, therefore, the nonvalidationwas
attributed to a malfunction in the ground station.
UNCLASSIFIED
5-6 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED
_.i.3 Instrumentation and Recording System
(a) The pulse code modulation (PCM) tape recorder failed during
the revolution 13 dump.
5.1.3.1 PCM tape recorder failure.- The PCM tape recorder failed
while in the playback mode for the revolution 13 data dump over Cape
Kennedy. The dump was commanded on at 20:51:06 g.e.t, and a successful
playback of the revolution 13 data was obtained. At the next station
pass over the Canary Islands (CYI), it was noted from resl-time data that
there was no tape motion indication. Monitoring of the real-time data
at the Carnarvon (CR0), Texas (TEX)_ and Mission Control Center, Cape
Kennedy (MCC-C) ground stations during revolution 14 verified the lack
of this indication. Several attempts to restart the recorder manually
by the crew and by ground digital command system (DCS) commands were
_ unsuccessful. The MCC-C ground station noted that at the end of the
revolution 13 data dump the tape motion monitor remained on for approxi-
mately 30 seconds after the modulation on the radio frequency (RF) car-
rier went off.
UNCLASSIFIED
UNCLASSIFIED
bearing failed in both tape recorders. Further investigations conducted
at the vendor's plant and at the ball-bearing producer's laboratories
revealed that the bearing failure was due to foreign particles inside
the bearing. These particles were generated by the cutting action of
the bearing dust shield on an adjacent aluminum shoulder. A design
deficiency resulted in this shoulder being higher than the inner race
of the ball bearing causing the shield to cut into it. The following
corrective action has been instigated:
(a) Cut down the shoulder to eliminate interference with the ball
bearing shield.
These modifications are being incorporated into all flight PCM tape
recorders.
UNCLASSIFIED
UNCLASSIFIED
5.1.3.3 Delayed-time data quality.- The delayed-time data received
by Cape Kennedy (Telemetry Station II)_ Hawaii, and MCC-C are summarized
in table 5.1.3-I. This table represents 8 computer-processed data dumps
out of the 13 dumps actually made prior to failure of the PCM tape re-
corder. For all the ground stations listed_ the usable data exceed
94.91 percent.
r-
UNCLASSIFIED
k_q
!
C C
7 (Tel II) Launchl2,13and
i_ 3:55:58 141 577 699 0.49 99-51 7
r" Hawaii 4,5_6 4:10:20 150 197 3 720 2.48 97.52 r--
('_
r" Texas 16 05:02 12 081 16 0.13 99.87 r"
kJ]
!
___2 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED 5-13
5.1.4 Environmental Control System
UNCLASSIFIED
UNCLASSIFIED
circuit gas could reduce the capability of the suit heat exchanger for
crew cooling to 500 Btu per hour or less per man. The hea_yworkload on
this flight could easily have caused the crew output to exceed this
value.
UNCLASSIFIED
CONFIDENTIAL 5-15
_.i.3 Guidance and Control System
3.1.3.1.1 Ascent phase: The pitch_ yaw_ and roll steering signals
are shown in figure 5.1.5-1. Superimposed on the inertial guidance sys-
tem (IGS) quantities are the steering signals from the primary guidance
system along with the upper and lower IGS attitude-error limit lines
generated for a nominal Gemini VI-A trajectory. The predicted pitch and
yaw attitude errors_ simulated for LO - 7 hour prelaunch winds_ are pre-
sented for the first 90 seconds of flight. The following is a brief
discussion of the steering signals with respect to the ascent guidance
phase. IGS performance during the first and second stages of powered
flight was excellent.
The pitch steering osignals for the primary and secondary guidance
systems differed by 0.5_ at BEC0. This variation included a 0.23 ° devi-
ation resultin_ from initial misalignment between the two systems. The
remaining 0.32 v is attributed to pitch programmer deviations_ a TARS
pitch gyro drift_ or a combination of the two. A shift of about O.1° in
pitch attitude occurred at BEC0_ indicating only a slight center-of-
gravity offset along the pitch axis. The behavior of the IGS pitch
steering signals following guidance initiation indicated a normal re-
sponse to the stage II steering commands of the primary system.
.... CONFIDENTIAL
5-16 CONFIDENTIAL
The first-stage offset-yaw-steering technique was exercised for the
first time on this vehicle. This technique is used to place the space-
craft into the orbital plane of the target at insertion. The difference
in the yaw steering commands between the two guidance systems was 0.5°
at BECO. Initial misalignment contributed 0.3° and the remaining differ-
ence is attributed to the combined effects of gimbal cross-coupling and
TARS gyro drift. The steering required to compensate for a center-of-
gravity offset in yaw was greater in Gemini VI-A than in any of the pre-
vious missions, as indicated by a 2.3 ° shift in error signals at staging.
Following guidance initiation, the IGS attitude error shifted from 1.3°
to -4.9 ° . This shift in the ICS yaw steering signal is a normal response
by the backup guidance system to the biased launch azimuth. The amount
of shift is dependent upon the _gnitude of the out-of-plane velocity
components, with respectO
to
.
the
•
target plane, which build up during the
first stage. The 6.2 shlft mn IGS yaw attitude error signal corresponds
to an out-of-plane velocity of 675 ft/sec at guidance initiation. The
primary guidance system indicated a yaw rate command of 0.25 deg/sec
following guidance initiation, thus producing a gradual return of the
attitude error to the null condition. The IGS indicated a normal re-
sponse to the primary guidance commands during out-of-plane steering and
throughout the remainder of the ascent guidance phase and shows excellent
performance of the offset steering technique.
CONFIDENTIAL
CONFIDENTIAL 5-17
down. These were the approximate readings calculated throughout the
60 seconds following the separation and roll maneuvers. Table 5.1.5-II
shows the values of the reconstructed IVAR parameters in their final
computation cycle as compared with the actual final values obtained from
the data acquisition system (DAS). The crew readings and the comparison
in the table validate the orbit insertion equations and the computer-IVI
interface.
If the IVAR had been used on this flight following the separation
maneuver_ the IVI's would have displayed ii.i ft/sec forward and
6.5 ft/sec out-of-plane velocity corrections in component form. With
the flight director indicator (FDI) needles hulled, the spacecraft would
have been yawed left 25 ° and the resultant correction of 12.2 ft/sec
fo_ard would have appeared on the fore and aft window. After thrusting
until the IVl's had zeroed_ the in-plane velocity would have changed
about ii ft/sec resulting in an apogee about 6 nautical miles higher than
actually achieved and very close to the desired nominal of 146 nautical
miles. The out-of-plane velocity would have been corrected
•
by 6O ft/sec
so that the descending mode would have occurred approxmmately 90 from
CONFIDENTIAL
5-18 CONFIDENTIAL
superimposed on the velocity residuals in figure 9.1.5-2. The down
range (X) difference is made up of timing errors (evident at BECO and
SECO) and a small x accelero_ter misalignment toward z of -15 arc
p P
seconds. The major portion of the vertical (y) difference was caused
by a z aceelerometer misalignment toward x of approximately i00 arc
P P
seconds. A preflight determined z accelerometer scale factor of
P
400 parts per million (ppm) also contributed. The scale factor propagat-
ing in a negative direction accounts for the negative y residuals seen
early in the flight. The primary contributors to the crossrange (z)
error were a -40 arc second azimuth misalignment and a yp accelerometer
bias of -160 ppm. Although many of the g-sensitive drift errors propa-
gate along z, the residuals did not cross zero as they normally would
with these errors present. The preflight values of these terms were
stable as seen in figure 5.1.5-3, therefore it is concluded that they
were present but compensated for each other.
CONFIDENTIAL
UNCLASSIFIED -19
A check of the accelerometer bias was made shortly after insertion
and indicated that the correction inserted in the computer for the X
P
accelerometer was in error by approximately 0.07 counts/sec. The bias
correction was updated by this amount after the first height-adjustment
maneuver. Subsequent checks throughout the flight indicated stable op-
eration in all axes.
Time from
lift-off_ AVT, et/sec ave, _lsec av_, ft/sec AvT, _lsec
hr:min: sec (rot = 130°) (_t = 180 °) (o_c = 270 °) (DAS)
The close agreement of the 270 ° run with the DAS readings gives
evidence that the correct value was in the computer. Attempts have been
made_ including a c_puter memory dump_ to find a source for the reported
180 ° value_ but with no success to date.
UNCLASSIFIED
5-2o UNCLASSIFIED
A static simulation was also run for the remainder of the rendez-
vous operation with the results (included as table 5.1.5-VIII) agreeing
closely with the actual quantities.
5:o8:4o 46.00 96 96
5: lO: 20 43.52 87 85
5: 12:00 41.06 78 77
5: 13:40 38.62 72 72 -
5: 15:20 36.20 70 69
36 forward 31 forward
0 right/left I right
0 up/down 4 down
UNCLASSIFIED
r UNCLASSIFIED 5-21
The vernier thrust comparison shows:
0 right/left 5 left
3 up 7 down
0 right/left 6 right
i up 2 do_rn
UNCLASSIFIED
5-22 UNCLASSIFIED
trajectory data are not sufficiently accurate to assess radar perform-
ance, the _V's calculated by the IGS which uses radar data as inputs
were close to nominal for the trajectory flown. The excellent agreement
reflects nominal radar performance.
Figure 5.1.5-7 plots the azimuth and elevation outputs during the
rendezvous_
• O and the figure shows that the radar boresight was maintained
within 1 .
Figure 5.1.5-9 shows the analog range and range rate plotted to
the same relative scale as that seen by the crew on the instrument panel
indicator. The range scale is quasi-logarithmic with three linear
scales_ and the range rate scale is equal to the square root of range.
The figure indicates that the crew was able to keep the range rate well
below the range value_ thereby insuring that a margin of braking acceler-
ation was available. This criterion is established to prevent the pos-
sibility of an uncontrolled "fly-by".
UNCLASSIFIED
UNCLASSIFIED 5-23
5.1.5.1.3 Reentry phase: The IGS operated properly through the
retrofire phase. Retrofire velocity was approximately 0.42 percent
high as indicated in table 5.1.5-VII. Based on the IVI readings the
average pitch angle was 20.5 ° . The footprint shift resulting from
retrofire dispersions was 22 nautical miles uprange as shown in fig-
ure 5.1.5-11.
The IGS computed position at guidance termination (80 000 ft) was
7.3 nautical miles northeast of the planned target as shown in fig-
ure 5.1.5-11. The reported recovery pickup point was 14 nautical miles
southwest of the planned target. Because no radar data are available
below 180 000 feet_ no exact landing point can be fixed by radar track-
ing data. However_ since 80 percent of the spacecraft's lifting capa-
bility is complete by 180 000 feet_ a good estimate can be made of the
spacecraft's touchdown area by projecting the radar data from
180 000 feet to touchdown and by taking into account the flight crew's
report of their roll attitudes during this period of the reentry.
UNCLASSIFIED
-24 UNCLASSIFIED
was returning to full lift and did not return to the south until below
100 000 feet. This indicates that the spacecraft should have been close
to the centerline of the footprint and probably north. The insert in
figure 5.1.5-11 shows the probable area of landing. At 25:43:59 g.e.t.,
IGS telemetry again became available after the spacecraft exited from
blackout. At 25:45:00 g.e.t, the spacecraft's heading and latitude
showed a distinct shift toward the north despite gimbal-angle data which
indicate a lift vector to the south. This occurrence late in flight
probably did not significantly affect guidance accuracy_ however, with
the loss of the onboard recorder and no tracking data below 180 000 feet,
it is impossible to obtain an exact comparison. Studies are being con-
ducted to determine the effect of initial platform misalignment, drifts,
et cetera, which could give results that have the same characteristics
as described above. From the analysis and the data on the figures, a
malfunctioning accelerometer appears unlikely. A preliminary hardware
test program was conducted and no out-of-specification conditions oc-
curred in the inertial measurement unit.
UNCLASSIFIED
UNCLASSIFIED 5-25
5.1.5.2.2 Horizon sensor: The horizon sensors were utilized
throughout the flight and all except 16 minutes of the time was on the
primary unit. No evidence of abnormal operation has been found in the
available data. The crew reported instances of loss-of-track during
sunrise and sunset periods_ a phenomenum experienced on previous flights.
The horizon scan mode was utilized for approximately 5 hours during the
sleep period. The data have not been reduced for this period; however,
the crew reported that upon awakening, spacecraft attitude was correct
in pitch and roll, and within a few degrees in yaw, an axis not con-
trolled by the scanner.
UNCLASSIFIED
TABLE 5.i.5-1.- SUNNARY OF GUIDANCE AND CONTROL EVENTS kDu
i
DD
OA
Ground ela?sed time,
sec Component status
0.00 Oi00 O.O0 Lift_off Rate Ascent Free Pr_nary Off 13: 37:26.471 G.m. t
C oNl_la_Id
17- 68 17.66 17. 7_ Start roll Rate Ascent Free Primary Off
program command
20.48 20.46 20.59 Complete roll Rate Ascent Free Primary Off
(_ program eom_nd
Z 23.04 22.99 23.13 Start no. i Rate Ascent Free Primary Off "7
J..
pitch program command N
88. 52 88.20 88.06 End no. i pitch Rate Ascent Free Primary Off p--
"I_ ll0. O0 109.81 109.80 No. 1 gain change Rate Ascent Free Primary Off "_
e oNir_nd
m r'n
i19- 04 118.83 118. 75 End no.
Start 2 3
no. pitch
pitch Rate
command Ascent Free Primary Off
145.00 145-25 _143.19 to 145.68 No. 2 IGS update Rate Ascent Free Primary Off
command
162.56 161.70 162.56 End no. 3 pitch Rate Ascent Free Primary Off
program command
)0:00:05.56 00:06:01. O1 Separation Direct Ascent Free Primary Off TCA 9 and lO on 05:59 g.e.t.
(spacecraft - GLV then Shaped charge fire 06:01 g.e.t.
Rate Select rate command mode 06:02 g.e.t.
Co_uand Start roll to heads-up 06:02 g.e.t.
TCA 9 and i0 off 06:13 g.e.t.
C Avplanned
=0.8fps, C
Z 03:03:19 03:03:20 Vernier Platform Prelaunch Orbital Primary Stand AV actual = 0.64 fps "7
height rate by At planned = 1.0 sec,
adjustment At actual = O.80 sec
f--
03:01:00 03:06:00 Radar on I IIORSCA2_ Prelaui%ch rateOl%italPri_rY iSyand >
05:43:34 34° correction Rate Rendezvous Orbital Primary 0n AV actual = 7.21 fps
maneuver command rate _t actual = 14.90 sec right
5.40 sec up
C C
05:50:31 Terminal
phase final Rate
command Rendezvous Orbital
rate Primary On AV actual
At actual =
= 46.48
40.08 sec
fps Z
11:14:39 11:14:31 Separation Catchup Orbital Primary Off _V planned = 9 fps, _V actual = 9.518 fps
(retrograde) rate At planned = 15 sec_ At actual = 14.2 sec
(n £n
i AV planned = 9.0 fps
"_
i 13:25:52 13:25:52 Separation Platform Catchup Orbital Primary Off _V actual = 9.52 fps i'll
_11 (posigrade) and pulse rate At planned = ii see
24:59:59 iPlatform Platform Prelaunch BEF Primary Off Roll error = +0.19 °
ialign_nent Time of alignment = (Still aligning
at end of data, 40 min later)
Z <% +3_:21>
> >
_n oo
"WI "11
rll r11
CONFIDENTIAL 5-3
TABLE 5- 1.5-II. - IVAR COMPARISONS
Calculated Telemetry
CONFIDENTIAL
TABLE 5.i.5-111.- ASCENT AND IGS TRACKING ERRORS AT SEC0
k_
h)
FTI -o.
o5 _ -0.7 P11
X z Z
g-sensitive drift 0.5 deglhrlg
_-g_o
spinaxis_balauoo -0.0_ _ 0._ ]>
Y-gyro spin axis unbalance
X N -
X N N
g% Y - - g%
O z moo 2.7 O
X Timing errors, sec " Z
"11 -11
IGS time scale factor 50 ppm -80 -60 -1.2 -62 _ 167 ppm -4.8 -1.O
U
_11 Time correlation - 6.7 2.1 +0.5 0.011 • 0.028 2.3 0.6 _11
data)
N = negligible
N/A = not applicable
k.n
I
k_
k_
TABLE 5. i. 5-IV.- GUIDANCE ERRORS AT SEC0
!
X Y Z X Y Z
IMU error -400 • i00 220 • 50 -450 ± 50 -i.0 _ 1.5 !O • 3.0 -2.5 ± 0.5
Total guidance error 570 ± 150 235 • 50 -400 ± 30 0.8 ± 1.5 ii. 0 _ 3.0 -2.3 • 0.5 C_
0 0
Z TABLE 5. i. 5-V.- PRELIMINARY ORBIT INJECTION PARAMETERS AT SEC0 + 20 SECONDS Z
Preliminary best
estimate trajectory 25 718 O. 031 25 307 4573 -225
k_
k_
!
TABLE 5.i. 5-VI. - GEMINI VI-A PLATFORM ALIGNMENT ACCURACY - Concluded k_
Oh
24: _i: 13-47 Unknown BEF .14 .05 Aligning, first available data
C 24: 59: 59-61 Unknown .06 •19 Still aligning, last available dat_
Z
t'3
> >
m m
UNCLASSIFIED -37
TABLE 5.i.5-VII. - TRANSLATION M_-NEUVERS
Event Time_ g.e.t._ Components; ft/sec Total AV, Planned AV_ Error,
hr:min:sec _VX AVy AV Z ft/sec ft/sec percent
Vernier height adjust 3:09:20 0.62 0.05 0.14 0.64 0.8 20.0
Terminal phase initiate 5:18:56.1 25.82 -18.09 0.55 31.54 33.7 0.47
Spacecraft 6 and
spacecraft 7 sepa-
ration 11:14:31 -8.76 -0.52 -0.04 9.518 9.0 5.8
Retro 25:15:58
(Reported M
readings) 310 aft 116 down i right 391 329 0.61
(Based on tracking
data) 330 0.30
acalculated using preflight accelerometer bias. All other values calculated using
updated accelerometer bias. Error in bias insignificant after correction.
r UNCLASSIFIED
5-38 UNCLASSIFIED
5: 08:40 46.0 96 96
_: lO: 20 43.5 87 85
5: 12:O0 41.1 78 77
5:13:40 38.6 72 72
5: 15:20 36.2 70 69
UNCLASSIFIED
TABLE 5.I.5-IX. - COMPARISON OF COMPUTER TELEMETRY REENTRY PARAMETERS
Radius vector, ft ...... 21 307 932 21 307 633 21 307 532 20 979 740 20 979 720
Velocity, ft/sec ..... 24 389.881 24 387.7]-I 24 389. 459 1 971. 031 1 573.909
O Flight-path-angle, 0
deg ............ 1.422 -1.428 -1.422 -31.679 -31.587
7" Spacecraft heading,
Z
"_ deg ........... 92.281 92. 221 92.276 76.644 76.713 _'11
Longitude, deg ...... 260. 593 360.443 260.544 292. 235 292.235
Range to target, #_
n. mi. 1 726.505 1 732.492 6.757 6.534
Bank command_ deg ..... -60.0 -60.0 -60.0 0.0 0.0 0.0
Density altitude
factor ......... HA HA NA 4.61328 4.61432
Predicted half-lift
range .......... _ NA NA NA 5.970 5.715
Heading to target,
deg ........... 93.311 93.249 - 214.517 213.164
I
aBecause of data dropout_ program was reinitialized after blackout.
_-4o CONFIDENTIAL
NASA-S-6b-74 JAN
-6
on T- 7 hr launchdaywinds ,deg
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Timefrom lift-oft, sec
Figure5.I. 5-1. - Launchvehicle--spacecraftsteeringerror comparisons.
CONFIDENTIAL
" CONFIDENTIAL
NASA-S-66-1121 FEB
8 --+---+ -- __i
6 I Down range velocity I I I
__ 4
_ '
x
-8
-IO
I0
4 _
.__ -2 I
N
_> -4 O Velocity difference between Nod m
>_ tracking and IMU
to _ _ i
I I__
8 I I i
I Crossrange velocity I
6 ' i t
I I
I
4 I
I I
i [ I
c E I
__ 0 _.%_ i i --
Ii
_g , I
N -4 I I _ I
I I
N I I
-6 I t _ !
I '
-8 I I, _
-10 I li ,
O 20 40 611 80 100 120 140 160 180 200 22(1 240 260 280 300 320 340 360
CONFIDENTIAL
x,.n
i
z
_. ha
Shift of gyro mass unbalance Shift of gyro mass unbalance Shift of gyro constant Shift of accelerometer Shift of accelerometer
along spin axis, deg/hr/g along input axis, deg/hr/g drift, deg/hr scale factor, gig bias, g '
'l I _ __
"T1 = 1 m
] , ] I •
_ _ -
, r"
_ _ -
z
Rendezvous
radardigitalrange,ft
5
8 a
--_ D.
Po
,,¢
o,
_ 0 Z
N
_ _ o _
_ _ _ O0 I
-n _ -n
g o _ o_
_o _. o
_ o_
___
_a
_
3
d_o_ _
_ k.n
I
_7
NASA-S-06-227
JAN
4:-
O",
i0
8
NOradardataobtained
(_ 6 C
, whilealigning platform
Z
n __ _1 :::::::::::::::::::::: i ] Z
n
"!"1 -4 _ I "_
(3
0 Azimuth :::[::::
i}i::::ii]::::::
i_:_
_::-;:s_
16
Elevation _:_:::_:f
...................
_...................
l:iii:: m
1
_8 i
::::::::::::::::::::::::::::::::::::::::::::::
-lg
3:30 3:40 3:50 4:00 4:10 4:20 4:30 4:40 4:50 5:00 5:10 5:20 5:30 5:40 5:50
Groundelapsedtime, hr: min.
Figure5.1.5-7. - Radarazimuthandelevationangles.
'I
NASA-S-66-218 JAN
-2.0
0
0
-2.5 0 _-0 -0,0_ )_...
o o_ .-_"d"''_r__ _ o'°'_,,o
-3.0 "i >""_''"""
o ..\
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o \ 0 O_
-5.0
-5.5
3:41:24 :36 :48 3:42:00 :12 :24 :36 :48 3:43:00 :12 3:43:24 v._
Ground elapsed time, hr:min:sec 4:--
Figure 5.1.5-8. - Radar elevation angle versus computed mean value. -4
NASA-S-66-240
JAN I
Co
3o0xiO
3
200
40C
100 30C
C 30 2°° C
0 ....... 0 _,,
\ O
O\
2-- \
\
_ 40 \
0 Calculatedrangerate
O_ i0
1_ 3020
0 I 0 Range
I I I I I I I I O_Z_. I
70
5:05 5:10 5:15 5:20 5:25 5:30 5:35 5:40 5:45 5:50 5:55 6:00
:::::::!:::
( I
8. 0 ...................................
lie
: :i:ii :i
C: _- 'b"x _ _ (_
7.6 _ :i_;
::: Z
40
22 .............
: ::.:
:.::
::::::::::::
0
0 2 4 6 8 10 12 14 16 18 20 22 24 26
Groundelapsed
time, hr
',,_n
i
.p-
Figure5.1.5-10.- Radartemperatureandpressure. ',,0
23.9 I I I I I I I I I I I I I I I I I I I I I I I I
NASA-S-66-245
JAN - i
k_q
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_,,
_._,_--....___
- .___ _ large[
. '-"---...'_-..
_. -
_
C __ -__._
23.5 1"'_ C
- _
_ _'_& _ _.._
- _. _ 5.43 n.mL- --Extrapolation of radar_
I! _1_ 23.4 ? from 205Kft
II'' I I' _ _ - " _. (centerline of footprint)
/ _ _-,#:3 I- _ Pick up by
o_ _z_ / _-
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-_.g-_._-_._-_._-_._
2331' i ' '
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23
- Footprint
aRer retrofire
- Footprint
beforeretrofire
----- Footprint
at200,000ft
_.,_ Spacecraft
landingarea
22 I I I I I I I
-71 -70 -69 -68 -67 -66 -65 -64
Longitude, deg west
29
i-_-----25:37:56 G.e.t. 25:38:18 G0e.t.--'t _ Radartrack
I _ _ IGS track
I !
i
I
I
I
=_d I i
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-92 -91 -90 -89
Longitude, deg west
Figure 5.1.5-12. - Comparisonof IGS position track with radar position track at approximately 300,000 feet.
kal
I
k.n
F_
___2 UNCLASSIFIED
UNCLASSIFIED
• UNCLASSIFIED 5-53
5.1.6 Time Reference System
/-- UNCLASSIFIED
_-54 UNCLASSIFIED
UNCLASSIFIED
- UNCLASSIFIED 5-55
5.1.7 Electrical System
UNCLASSIFIED
5-56 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED -57
5.1.8 Spacecraft Propulsion System
UNCLASSIFIED
5-58 UNCLASSIFIED
1.04 mixture ratio determined for the overall mission compares closely
with the preflight planned value of 1.00. The total quantity of usable
propellant loaded was calculated to be 664 pounds when referenced to the
1.04 mixture ratio. Thus, at the end of the mission the crew had ex-
pended 62 percent or 412 pounds of the usable quantity of propellant.
Approximately 73 percent of the propellant consumed was expended through
the maneuver engines. This corresponds to a total maneuver thrust time
of about 920 seconds which indicates a total attitude thrust time of
approximately 1300 seconds.
Orbit Reentry
UNCLASSIFIED
-- UNCLASSIFIED -59
After system activation (between 24 hours 13 minutes and 24 hours
and 17 minutes g.e.t.), regulated pressure of the A-ring and B-ring
stabilized at 302 and 300 psia, respectively. Pressure v_riations
throughout the reentry phase were within nominal limits. Leakage of the
nitrogen pressurizatio n gas was below measurable limits. No system data
were available at system activation because of the delayed-time teleme-
try tape recorder failure. Hence, corrections to the propellant quan-
tity computations which use system data immediately after activation
were not possible. This decreased the accuracy of the propellant con-
sumption computations, and in addition, prevented an analysis of space-
craft rate data during system checkout. However, the crew reported that
they experienced no difficulty with any engines during the checkout_ and
the available rate data during reentry showed no apparent problems.
Single-ring reentry (A-ring) was used after completion of retrorocket
firing and until expenditure of A-ring propellant was indicated by loss
of control authority during roll near peak deceleration. At this time
the B-ring was switched on and used until depletion of propellant during
rate stabilization on the drogue parachute. Postflight deservicing re-
vealed that essentially no propellant remained in either ring. The con-
sumption of the entire RCS propellant load is attributed to the tight
control dead-band of the orbit rate command mode which was used during
the intervals of greatest demand on the RCS. The engines were fired in
the pulse mode after retrofire until 25:38:21 g.e.t., then orbit rate
command was used.
UNCLASSIFIED
kT]
TABLE 5. i.8. I. - OAMS AND RCS SERVICING DATA
O_
O
r-- r--
Rcs
A-ring
"T1 "11
B-ring
Ground elapsed time, Thrust chamber Maneuver time_ see Velocity changes_ ft/sec
Maneuver
hr:mim:sec assembly number
Planned Actual Planned Actual
(a)
aReal-time planning
AV_ ft/sec . . .
Vehicle pre-retrofire
should have been realized based on retrorocket test data, flight tempera-
ture_ installation cant angle_ and spacecraft estimated weight at the time
UNCLASSIFIED
ii0
i00
8O
C _ 70 C
Z D-
Z
_ 6o ( N
> _ 50 _ >
Go
co
O_ __ 40 "6""
b_'c r_ C_
-rl .o -rl
I"1-1 3o I-!1
0 Correctedpropellant quantity
20 -- indicator readings
-- Groundcomputedvalues
10
o 0 2
1
4 6 8 I0 12 14 16 18 20 22 24 26
Groundelapsed time, hr
k_
!
Figure 5.1.8-1. - OAMS propellant consumption, o_
_-_ UNCLASSIFIED
O
O,J
!
J
0J
O LL o
-_ =
-o
_
o
.o
o .o
O rv" rv"
LL
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I I I I I I
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<
UNCLASSIFIED
UNCLASSIFIED 5-65
5.1.9 Pyrotechnics System
The part numbers and serial numbers of each of the cartridges are identi-
fied in the postflight section of this report.
One of the tips of the flex line was found to be broken when removed
from the breech assembly of the command pilot's hatch actuator. This
condition was similar to previously reported broken tips on the MDF lines
in the ejection seat backboard/egress kit jettison system. The anomaly
has been investigated and is not considered detrimental in that tips
which are properly installed would still be in a position to operate even
though broken.
UNCLASSIFIED
5-66 UNCLASSIFIED
absorber were trailing the spacecraft in orbit. A discussion of this is
contained in the Gemini VII mission report. An investigation of this
matter has been initiated.
UNCLASSIFIED
UNCLASSIFIED -67
5.1.10 Crew Station Furnishings and Equipment
5.1.10.1 Crew station design and layout.- The basic design of the
crew station was satisfactory for the Gemini VI-A mission. No major
difficulties were encountered in the crew station; however, there were
a few minor anomalies which are discussed in the following paragraphs.
The electrical connector on the cable from the left seat to the
command pilot's suit failed to lock at the time of crew ingress prior to
launch. The ground crew and the flight crew elected to launch in this
condition because communications and bioinstrumentation were not affect-
ed. The connector came loose momentarily in flight but was replaced
immediately by the command pilot without further incident. This
UNCLASSIFIED
>68 UNCLASSIFIED
connector had been replaced three days before launch because of a sim-
ilar problem; however, the replacement connector had not been fit checked
with the command pilot's bioinstrtumentation harness after the rework.
Steps have been initiated to insture that a fit check with the flight
crew's flight hardware will be made if the connectors on the cables from
the seat to the suit are changed. Also a search has been started to find
replacement connectors which will be more suitable.
The docking light illuminated the docking bar, and du_ing dark side
operation the reflection from the bright metal bar was objectionable to
the crew. This bright reflection interfered with their dark adaptation.
Review of this condition after t_he flight led to the decision not to --
paint the docking bar to change its reflective characteristics. Dark
adaptation will not be required when the docking light is in use on fu-
ture missions, and therefore, no action is required.
The COMPUTE light on the center pedestal was covered with a polaroid
dimmer cover. This dimming feat_re adequately corrected the problem re-
ported in the Gemini V mission concerning the inability to dim or estin-
guish this warning light. Overheating of the cabin lights, reported
after the Gemini V mission, was not a problem in this mission. The
modified light fixtures with improved heat conduction characteristics
were satisfactory.
UNCLASSIFIED
UNCLASSIFIED 5-69
altitude ball at pitch angles between 60 ° and 9_ was described as a
serious deficiency for the back-up rendezvous procedures with a failed
radar. Without these pitch markings it is impossible to determine the
target elevation accurately during the final i0 miles of a nominal ren-
dezvous approach. The crew also rgported that they could control the
attitude of the spacecraft to ±i.0 in plteh, although the attmtude
sphere is only marked every i0 ° . For future spacecraft the attitude
indicators will be marked with i° pitch markings from 0° to ±60 ° and 5°
pitch markings from ±60 ° to &9 O° .
The digital clock was used for the first time in both spacecraft 6
and 7. The flight crew reported that the onboard display of ground
elapsed time was a major improvement in Gemini time displays.
The correct action of the crew during the Gemini VI-A launch attempt
on December 12, 1965_ _as indicative of the adequacy of the displays for
the launch vehicle malfunction detection system. The command pilot cor-
rectly determined that the launch vehicle engines had shut down prior to
lift-off on the basis of the following indications:
(a) One Engine I thrust chamber pressure light flickered off, then
came back on.
(e) The flight crew communicator in the block house did not call
lift-off.
The crew was able to use the displayed information to analyze an unpre-
cedented situation quickly and to arrive at the correct course of action
under time-critical conditions.
The pilot spent much of the first six hours of the mission writing
data in the rendezvous data book. Subsequently, he complained of a raw
place on his forehead where he was pushing against his pressure suit
helmet. He also had a backache later in the mission. In the absence of
gravity to help lower the head, extra effort is required to bend the
body. In this mission the pilot had a potential pressure point in the
.... UNCLASSIFIED
-zo UNCLASSIFIED
helmet against which he had to push when he bent over. The muscular
effort to overcome the pressure suit restriction as well as to substi-
tute for gravity to bend the body would explain the backache.
failed after _ of the i0 film magazines had been used during the mis-
sion. The cause of the failure was a jam or near-jam in the magazine
which caused an overload current to burn out the motor. A detailed
failure analysis of the camera and the magazine is being performed by
the camera manufacturer. The proper value circuit breaker will be placed
in series with this camera to prevent a jammed magazine from burning out
the motor on subsequent missions.
UNCLASSIFIED
UNCLASSIFIED -71
keeping, the flight crew ate only partial meals at approximately 3:30
and 7:30 g.e.t. At approximately 12:30 g.e.t., each crew member con-
sumed a normal meal utilizing rehydratables as well as bite-size items.
No problems with rehydration or eating were experienced by the
Gemini VI-A flight crew.
5.1.10.5.5 Personal hygiene: Wet pads provided with each food pack
were utilized infrequently by both crew members. The large personal
hygiene towels and the tissues were utilized more often with no apparent
problems. None of the oral hygiene items (gum, toothbrush) were utilized
during the flight.
UNCLASSIFIED
5-72 UNCLASSIFIED
defecation devices, were not utilized by the flight crew because they
were not needed. The small pen lights were utilized frequently by both
crewmen, particularly to check camera magazine footage and for reading
instrument panel gages during the sleep period. Operation of the units
was satisfactory throughout the flight.
UNCLASSIFIED
J UNCLASSIFIED 5-73
5.1.11 landing System
The drogue, pilot, and main parachutes were recovered. This was
the first mission in which the drogue parachute was recovered and the
second time the pilot parachute has been recovered. All three para-
chutes were damage-charted and found to be in excellent condition.
There were no apparent deleterious effects resulting from exposure to
orbital flight conditions. It is planned to conduct laboratory tests
of the parachute materials to confirm these conclusions.
UNCLASSIFIED
-74 UNCLASSIFIED
NASA-S-66-205 JAN
• Actual times
[] Nominal times shown
50
parachute
deploy
40 @
_ Touchdown
0 I I I _ I -,
UNCLASSIFIED
- UNCLASSIFIED
5.1.12 Postlanding
- UNCLASSIFIED
5-76 UNCLASSIFIED
UNCLASSIFIED
-- UNCLASSIFIED -77
_.2 GEMINI LAUNCH VEHICLE PERFORMANCE
The Gemini launch vehicle (GLV) was automatically shut down on the
launch attempt of December 12, 1965, by the Master Operations Control Set
as a result of a premature separation of an electrical umbilical. During
the recycle operations for the actual launch of Gemini VI-A, examination
of the data showed another anomaly, the drop-off of thrust chamber pres-
sure on the number 2 engine subassembly prior to the shutdown signal.
It was hypothesized that this could have been caused by a blocked pro-
pellant line to the gas generator. Disassembly and inspection of the
gas generator revealed that a plastic dust cover had been inadvertently
left in the oxidizer inlet port. This cover caused oxidizer blockage to
the gas generator.
5.2.1 Airframe
Flight loads on the launch vehicle were well within its capability.
Vibration and acceleration environment was less than on previous flights,
particularly longitudinal oscillations, the magnitude of which was the
lowest experienced to date.
- UNCLASSIFIED
-78 UNCLASSIFIED
Maximtnm qa Pre-BECO
Launch-vehicle
station, in. Load, Design ultimate, Load, Design ultimate,
ib percent ib percent
A comparison of Gemini VI-A flight loads with previous flight loads are
shown in the following table.
Gemini III 63 78
Gemini IV 68 81
Gemini V 59 79
Gemini VII 58 79
Gemini VI-A 61 83
UNCLASSIFIED
• UNCLASSIFIED -79
Time, sec Magnitude, g
SEC0 + 17.5 0. i0
SEC0 + 28.0 a 0. I0
5.2.2 Propulsion
f- (Pfd and Pod), and turbine speed (Nt) on subassembly 2 started to decay,
while the corresponding parameters on subassembly i were still showing
normal trends. It was also noted that the slope of the chamber pressure
decay on subassembly 2 was not perceptibly affected by the closure of the
thrust chamber valves, indicating that the decay resulted from a loss of
power or power absorption within the gas generator or turbopump assem-
blies. Figure 5.2-1 compares the principal subassembly 2 parameters with
a normal transition from step pressure to steady state. Also noted in
figure 5.2-1 are the engine ignition and shutdown tinles, and the sub-
assembly 2malfunction detection thrust chamber pressure switch (MDTCPS)
times of break and_ake. It should be noted that the MDTCPS break
occurred before the thrust chamber valve motion could affect chamber
pressure, indicating that the switch break was due to the anomalous Pc
decay rather than the engine shutdown transient. No thrust chamber pres-
sure switch actuation signal was received as the subassembly 2 chamber
pressure never exceeded the tested actuation pressure.
UNCLASSIFIED
5-8o UNCLASSIFIED
(c) Contaminated or partially blocked gas generator system.
Other than the special tests and inspections resulting from the
subassembly 2 anomaly_ only normal work necessary after a launch attempt
was conducted as follows:
UNCLASSIFIED
UNCLASSIFIED -81
(e) Engine leak checks
Replacements after the launch attempt were limited to the hot gas cooler
and superheater_ these parts were replaced because of the special post-
test cleaning procedures and not because Of component malfunction.
Propellant Loading
..... UNCLASSIFIED
UNCLASSIFIED
Average Propellant Temperature
UNCLASSIFIED
UNCLASSIFIED 5-83
the primary launch vehicle guidance during both stage I and stage II and
switchover could have been successfully accomplished at any time during
powered flight.
UNCLASSIFIED
-84 CONFIDENTIAL
5.2.3.3 Response to radio guidance commands.- Radio guidance was
initiated at L0 + 161.64 seconds. Response to the first pitch command
was at L0 + 168.33 seconds and consisted of a small pitch com_nd fol-
lowed by 0.55 deg/sec pitch down for 1.05 second. After the first
24.2 seconds of pitch guidance, the subsequent pitch commands were less
than 0.25 deg/sec.
The response to the first yaw command was at 169.23 seconds and con-
sisted of a yaw right command of 0.25 deg/sec. After the first 31.5 sec-
onds of yaw guidance, the yaw commands transmitted were less than
0.06 deg/sec. The rate gyro signals substantiated the correct response
to the guidance commands.
CONFIDENTIAL
/ CONFIDENTIAL 5-82
a nominal trajectory was flown. The errors at BEC0 were 26 ft/sec low
in velocity, 3299.0 feet low in altitude, and 0.39 ° low in flight-path
angle.
CONFIDENTIAL
5-86 UNCLASSIFIED
The computing system, in conjunction with the RGS ground and air-
borne systems_ completed all prelaunch and launch operations in a normal
and satisfactory manner. The prelaunch transmission and verification
of the targeting ephemeris data, between the real-time computing complex
at Houston and the RGS computing system_ were also satisfactory. The
spacecraft inertial guidance system ascent updates from the ground-based
guidance computer were transmitted to the spacecraft digital command re-
ceiver and verified by the buffer (see section 5.1.5).
UNCLASSIFIED
UNCLASSIFIED -87
The operation of the Gemini VI-A electrical system was satisfactory
throughout the powered flight. Voltage and current levels were nominal
on both the instrumentation power supply (IPS) and the auxiliary power
supply(APs).
On the actual launch, there were 133 measurements programmed for use
on the ground system.
Data recovery was lO0 percent. The umbilical release sequence was
as planned and was complete in 0.13 second.
5.2.7.2 Airborne.- For both the launch attempt and launch, 191 meas-
urements were scheduled for use. During flight, there were no data
anomalies or unexpected data loss. The expected data loss at staging
lasted 300 miliseconds.
F UNCLASSIFIED
5-88 UNCLASSIFIED
5.2.8.1 MDS operation during launch attempt.-
Subassembly i
MDTCPS Make +.930 600
Break +1.483 545
Subassembly 2
MDTCPS Make +1.020 580
Break +1.180 550
UNCLASSIFIED
UNCLASSIFIED -89
5.2.8.2.1 Engine MDS: The MDTCPS and MDFJPS switch actuations
were as follows:
Actuation time
Switch Condition from lift-off_ Pressure_
sec psia
Subassembly i
MDTCPS Make -2.379 585
Break +157.115 550
Subassembly 2
MDTCPS Make -2.359 575
Break +157.117 530
Subassembly 3
MDJFPS Make +157.899 N/A
Break +338.877 N/A
UNCLASSIFIED
5-9o UNCLASSIFIED
5.2.8.2.3 Airframe MDS: The MDS rate switch package performed
properly throughout the flight. No vehicle over-rates occurred from
lift-off through spacecraft separation.
The performance of all range safety and ordnance items was satis-
factory during both the launch attempt on December 12_ and the launch
on December 15.
The following table shows the command facilities used during the
flight.
UNCLASSIFIED
UNCLASSIFIED 5-91
returned the airborne ordnance safety switch (0SS) to safe. Vehicle
inspection revealed that no ordnance devices had fired subsequent to the
OSS safe. Range safety gave permission to safe destruct initiators
33 seconds after engine shutdown and all destruct initiators safed prop-
erly. Ordnance operation during the Gemini VI-A launch was normal.
Reaction
Function Requested_ sec Verified_ sec
time_ sec
.f
The TARS programmer could not be reset with the 3DiMumbilical plug
disconnected. Because the vehicle was safed_ the programmer was per-
mitted to run until photographic evidence of the plug disconnection had
been obtained. The plug was then reconnected and the programmer reset.
UNCLASSIFIED
-92 UNCLASSIFIED
5.2.10.2 Recycle.- The recycle of the launch vehicle consisted of
purging the propellant tanks_ replacement of stage I subassembly engine
number two gas generator s and engine ordnance devices. Also included
was the installation of break-wire on the two umbilical connectors
(3DIM and 3D2M). The gas generator replacement was the result of the
incident described in section 5.2.2.
UNCLASSIFIED
CONFIDENTIAL -93
a
Thrust , ib ........ 431 317 433 3L7 +0.50
Specific impulse a,
ib-sec/ib ........ 259.74 260.28 +0.23
CONFIDENTIAL
5-9 CONFIDENTIAL
CONFIDENTIAL
- UNCLASSIFIED
.f Pitch, 41 (a) - -
UNCLASSIFIED
-96 UNCLASSIFIED
Yaw axis
Roll axis
UNCLASSIFIED
f UNCLASSIFIED 5-97
Space-fixed flight-path
angle, deg ............ 0.00 0.05 +0.05
UNCLASSIFIED
k_
I
Stage I primary hydraulics Shuttle spring 3280 psi -2.12 2520 psi -2.40
(1500 psia
equivalent)
Stage I secondary hydraulics None 3400 psi -2.64 2320 psi BECO
No. 2 subassembly 2 yaw/roll ±4.0 deg +i.00 deg 80.0 -0.75 deg 87.5
F-" f'-
No. 3 subassembly i yaw/roll _4.0 deg +0.45 deg 87.5 -1.30 deg 80.0
No. 4 subassembly i pitch _4.0 deg +0.85 deg 91.0 -i.00 deg 53.0
Stage
I ton rate .2odeg/seo +1.80
deg/sec O.2 -1.30
deg/sec 157.1
Stage II pitch rate _10 deg/sec +O.lO deg/sec 165.0 -0.55 deg/sec 170.0
Stage II yaw rate _lO deg/sec +2.50 deg/sec 158.8 -0.60 deg/sec 160.9
Stage II roll rate _20 deg/sec +0.50 deg/sec 158.8 -0.10 deg/sec 338.0
I I I I I I ,_
Turbine speed, rpm x O.05
•Chamber pressure, fuel and oxidizer pumpdischarge pressure, psia z
_.E E
i
•Z _ / I// X
_. -_ ,_ i/ _
=-. '_ /i N
E o
" / 4 i
_ /
- . /: / I
66-Y (]31-11££VIDNrl --
5-__oo UNCLASSIFIED
NASA-S-66-76 JAN
Plastic dust ca (_
Omniseal groove
Exhaust
injector
instrumentation
pressure tap
Combustion chamber
_ Turbulence ring
Injector
Oxidizer inlet
-Fuel inlet
Figure 5.2 .-2. - Stage I gas generator showing location of dust cap.
UNCLASSIFIED
UNCLASSIFIED _-_-o_-
NASA-S-66-210 JAN
• • ii
.... UNCLASSIFIED
NASA-S-66-154 JAN
o
; ro
Ii
i Event timer ' I I Off
t ' i.".....t
I Running (_
C I SA-1 MDTCPS make+0.962 ,t
, 'l Z
Z i SA-2 MDTCPS make+1.027 ', ,I ',
r'l
I, False lift-off + 1. 079
'I _1
II r-"
i ! I i
C.f} I 87FS2 engine shutdown+1.165 :I I JI
i SA2 MDTCPS break +1.197 t I I
I
--
r13 i SA1 MDTCPS break +1.482 , r _I r13
I Actual I_
i .................. Planned
I, 87FS1 engine start
'1 I I I I
,_ [I I i
-0.2 0 .2 .4 .6 .8 1.0 1.2 1.4 1.6 1.8
Time from ignition, sec
UNCLASSIFIED
5-__o4 UNCLASSIFIED
UNCLASSIFIED
.... UNCLASSIFIED 6-1
6.0 MISSION SUPPORT PERFORMANCE
The Gemini VI-A mission was controlled from the Mission Control
Center in Houston (MCC-H) using three shifts of flight controllers each
day. This section of the report is based on real-time observations,
and may disagree with some of the detailed evaluations in other report
sections that were made from analyses of the postflight data.
r UNCLASSIFIED
6_2 UNCLASSIFIED
6. i. 1.4 Countdown.- The countdown was completely nominal.
The powered flight trajectory was very near nominal. The velocity
at second stage engine cutoff (SECO) +20 seconds was approximately 14 ft/
sec low, and there was a slight northerly deviation of the ground track.
At insertion, the flight-path angle was +0.08 ° and the wedge angle was
0.08 ° north.
UNCLASSIFIED
UNCLASSIFIED 6-3
Subsequent tracking data confirmed the Bermuda solution. The SMT yielded
the following set of maneuvers for rendezvous:
The only anomaly noted during the midcourse phase of the rendezvous
concerned terminal phase initiation time. Tracking data subsequent to
the coelliptic (NsR) maneuver indicated that the terminal phase initiate
(TPI) would be delayed approximately 2 minutes. The rendezvous solution
was converging and very close to the pre-lift-off time of the TPI prior
to and immediately after the NSR maneuver. Phasing is insensitive to
execution of the NSR which establishes a coelliptic orbit. The reason
for the 2-minute change is not known at this time_ but the anomaly is
currently being investigated. It should be noted that this anomaly
caused no concern during the mission, because the dispersion of TPI was
we!lwithin the desired tolerance of 18 minutes.
UNCLASSIFIED
64 UNCLASSIFIED
In order for the ground to gage orbital attitude and maneuver sys-
tem (OAMS) propellant remaining accurately, it is necessary to determine
the duration of maneuver thrusts. This has been done in the past by
manually evaluating the dump data at the remote sites. For this mission,
a change was made to the RSDP program to evaluate the dump data auto-
matically and print out the total thrust time. This evaluation was also
made manually and in some instances did not agree with the RSDP data.
The problem is thought to be in the method used to disregard thrust indi-
cations during periods of telemetry loss-of-sync and should be corrected
prior to the Gemini VIII mission. For a more detailed explanation of
this problem refer to reference ]-3.
The telemetry tape recorder failed at the end of the tape dump per-
formed over Cape Kennedy at the end of revolution 13. The dump was
normal in all respects_ but the tape recorder would not start recording
following the dump. The dump ended at 20:_5:30 g.e.t. The failure was
confirmed by the absence of the tape-motion indication and no modulation
on subsequent dump attempts. All attempts to restart the record cycle
including use of real-time commands_ time-of-retrorocket firing con_uands
and onboard crew actions were unsuccessful.
UNCLASSIFIED
UNCLASSIFIED
initiate_ and then flew do_m-range error with respect to the new null
which was approximately 2 !/2 needle widths from the original null.
The crew reported umusually long delays between the first, second,
and third retroroeket firings. The manual time-to-retrofire (TR) button
was held in at about the time of the third retrorocket firing and the
fourth rocket fired with what the crew t_ought was a correct delay.
Analysis of this problem was incomplete because the onboard tape re-
corder had failed and retrofire was not over a remote site.
.... UNCLASSIFIED
6-6 UNCLASSIFIED
UNCLASSIFIED
J UNCLASSIFIED 6-7
6.2 NETWORK PERFORMANCE
The network was placed on mission status for the Gemini VII and
Gemini VI-A missions on November 22, 1965, and was ready to support the
mission at lift-off on December 15, 1966.
6.2.2. i. 3 Acquisition aids and timing: Timing was good for the
entire Gemini VI-Amission. The tracking quality of ship board acqui-
sition aids was satisfactory throughout the entire mission.
6.2.2.2 Computing.-
UNCLASSIFIED
6-8 UNCLASSIFIED
During the Gemini VI-A mission, the RTCC was able to accomplish
15 reconfigurations and each was within the anticipated lO-minute to
15-minute time period. Coordination and interface with the network
during reconfiguration were very good. These reconfigurations were
necessary to receive and display information from a particular space-
craft at a particular time, and in some cases from both spacecraft si-
multaneously during the mission.
6.2.2. 3 Communications.-
UNCLASSIFIED
UNCLASSIFIED 6-9
TABLE 6.2-I.- GEMINI VI-A NET_0EK CONFIGURATION
4o _ _ _
4o @
+_ .,_ ,_ _o
o
o .,-_¢
o
,_
o
_ o c o o
_a_ _o_ _o o o _ _ _ _
MCC-H X X X (_ X X X X X X
MCC-C X X X X X X X X X X X X
MLA X
CNV X X X X
PAT X
GBI X X X X X X X X X X
GTK X X X X X X X X
BDA X X i X X X X X X X X X X
CYI X X X X X X X X X X X X
KNO X X X X X
_._ TAN X X X X X
PRE X
CRO X X X X X X X X X X X X
CTN X X X X X
HAW X X X X X X X X X X X X
GYM X X X X X X X X X
CAL X X X X X X
TEX X X X X [] X X X X X X X []
WHS X X X X
EGL X X X X
ANT X X X X X X X X X
ASC X X X X X
CSQ X X X X X X X X X X X
RIGI X X X X X X X X X X X
RffK X X X X
W0M X X X
A/C X X
WLP X X X X
UNCLASSIFIED
6-_o UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED 6- _1
6.3 RECOVERY OPERATIONS
UNCLASSIFIED
UNCLASSIFIED
contingency and secondary landing-area support carried pararescue teams
ready to drop to the spacecraft_ install a spacecraft flotation collar,
and provide assistance to the flight crew. Twin-turbine helicopters
(type SH-3A)_ launched from the carrier, provided location support and
were used to transport swin_ner teams, flotation collars_ and photogra-
phers to the landing point. Fixed-wing aircraft from the carrier were
utilized to relay con_munications and to transport the on-scene commander
to the landing point.
UNCLASSIFIED
r UNCLASSIFIED 6-13
Search 3 25:50 12 CW
(S_-3A)
Kindley 25:45 200 Pulse
Rescue i_ CW
(HC-97)
' UNCLASSIFIED
6-14 UNCLASSIFIED
Time_
Station Signal Bearing Signal hr:min_ G.m.t.
strength accuracy quality (December 16, 1965)
UNCLASSIFIED
F UNCLASSIFIED 6-15
6.3.3.3 DT{F transmitter.- Signals from the spacecraft UHF voice
transmitter were received by aircraft as follows:
Swim 2 - ARC-27
(SH-3)
Photo i - ARC-27
(SH-3A)
6.3.3.6 Fluorescent sea marker.- The sea dye marker diffusion ap-
peared normal_ and was observed by all aircraft in the landing area at
ranges from 2 to lO nautical miles. The recovery sh_p reported a range
of 5 nautical miles.
(a) The }IF antenna had been deployed but would not fuily retract
when the HF ANT switch was placed in the retract position. The crew
manually retracted the antenna while they were outside the spacecraft.
- UNCLASSIFIED
6-16 UNCLASSIFIED
(b) Both the recovery and _F voice antennas had deployed and
were in good condition.
(c) The recovery hoist loop and recovery light were erected; how-
ever, the light was not flashing. (The crew did not actuate the light
because it was not needed.)
(d) Both windows were fogged; the left window had a light film
on the surface. Swimmers' reports indicated that the right window was
smeared during recovery operations.
(e) A 2 ft. by i/2 in. by i/4 in. gouge was noted in the heat
shield in the lower right quadrant. The stagnation point appeared to
be in the lower center portion. No unusual ablative effects were ob-
served.
(f) Several scorched insulation pads were found while RCS shingles
were being removed.
(h) The left aft stowage box hatch seal was in good condition;
the right stowage box hatch seal was broken.
(b) Drogue mortar slugs were removed and stowed in the respective
sidewall extension boxes.
(c) A 3/8-inch open-end wrench was dropped behind the right seat
and was not removed.
UNCLASSIFIED
UNCLASSIFIED 6-17
(b) One radar dome appeared to be dented. The cause of the dent
is unknown.
On December 16, 1965, the flight crew left the carrier, U.S.S. Wasp
and flew to Cape Kennedy. Following completion of spacecraft postre-
trieval pYocedures, the spacecraft was unloaded at Mayport Naval Station,
Florida on December 20, 1965.
After the spacecraft was unloaded from the carrier U.S.S. Wasp at
Mayport Naval Station, Florida_ it was transported by dolly to a prev-
iously selected, well-isolated area where deactivation was begun at
i0:00 a.m.e.s.t, on December 20, 1965. Deactivation was completed at
2:00 a.m. e.s.t, on December 21, 1965. Upon receipt of the spacecraft,
there was no visual indication of toxic vapors from any of the 16 RCS
thrust chamber assemblies (TCA). The RCS shingles had been previously
f removed on board the carrier.
.... UNCLASSIFIED
6-18 UNCLASSIFIED
of fuel was removed from each of rings A and B but there was insuffi-
cient quantity for analysis. Neither ring A nor ring B contained liquid
oxidizer material_ there were only fumes. No sample was available for
analysis.
UNCLASSIFIED
UNCLASSIFIED 6- .9
TABLE 6.3-1.- RECOVERY SUPPORT
Water (if flight crew 00:15 4 CH-3C (helicopters) (3 with rescue teams)
is in spacecraft) i M_0 (mine sweepers) with salvage capabilities
i boat (50 ft) with water salvage team
West Atlantic (end-of- i:00 4:00 i CVS (aircraft carrier) from area A, station 3
mission area 17-1) 2 HC-97 (search and rescue)
6 SH-3A helicopters (3 location, 2 swinmler, and
i photo )
2 S-2E (on-scene commander and backup)
2 EA-IF (Navy communications relay - i primary,
i backup)
i EA-IE (radar search)
aln addition an oiler (A0) was assigned to this area by CTF 140 for logistic purposes.
bin addition an oiler (A0) was assigned to the area for logistic purposes and an additional
destroyer (DD) was assigned to cover the launch of Gemini VI-A.
UNCLASSIFIED
NASA-S-66-151
JAN G'x
I
80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 o
40 r_./._ _ i t 40
Legend:
A/C- Aircraft
AO - Oiler
CVS-Aircraft carrier -- 35
35 _//_/J_-Cape
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DD - Destroyer I ,.
CanaryIslands--x
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80 75 70 65 60 55 50 45 40 35 30 25 20 15 i0
Longitude,deg
r UNCLASSIFIED
0 20
Figure 6..3-5. - HF-DF network station bearings to the spacecraft after landing.
F- UNCLASSIFIED 7-1
7.0 FLIGHT CREW
The prelaunch for the Gemini VI-A countdown (December 15, 1965)
was again nominal with the crew resting during the 25-minute programmed
hold. At times, communication between the crew members was difficult
because their intercom system was not operational when the Spacecraft
Test Conductor was communicating by using the push-to-talk mode.
UNCLASSIFIED
7-2 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED 7-3
second midcourse correction agreed with the computer solution within
the limits of the predetermined accuracies of the two methods of com-
putation.
The con_mand pilot hulled angular rate motion of the target vehicle
with respect to the stars from the second midcourse maneuver until
stars were no longer visible.
r UNCLASSIFIED
UNCLASSIFIED
Ranges were estimated using the reticle and known dimensions of space-
craft 7. The platform was aligned immediately after rendezvous and
maintained in the orbit rate mode.
The crew was continuously busy from the start of rendezvous until
separation from spacecraft 7, and they were very tired at the end of
this activity. The crew reported that if extravehicular activity (EVA)
had been scheduled on the same day as the rendezvous it would have been
a most difficult task to accomplish.
UNCLASSIFIED
F UNCLASSIFIED 7-5
The technique used by the crew was to adjust the sextant so that
the line-of-sight to spacecraft 7 was below the line-of-sight to Sirius
and moving upward. As the two lines-of-sight became superimposed, the
pilot called out a time "mark" and pushed the readout button to display
radar range on the manual data insertion unit (MDU). The command pilot
read time from the event timer on the pilot's "mark" and recorded all
data in the flight log. The fade-in and fade-out of the flashing
lights, caused by the tumbling of spacecraft 7, did not allow sufficient
acquisition time for sextant measurements during the second night period
following the separation maneuver. (This was also a problem during the
first night period.) The crew reported that they could not have accom-
plished the sextant sightings without the radar and computer pointing
data. The flashing lights were reported as being approximately one-
tenth of the intensity of reflected sunlight from the adapter and
therefore inadequate. The acquisition lights were observed at the max-
imum distance of 24 miles, whereas, the sunlight on spacecraft 7 was
reported to be as bright as Venus at approximately 50 miles. The space-
craft 7 acquisition lights were considered to be too bright during sta-
tion keeping. Therefore, the acquisition lights were turned off and
the cockpit lights of spacecraft 7 were turned up for optimum station
keeping during the night side of orbit. It was also reported that the
bulk of the sextant was about twice that desired and that a mounted,
rather than a hand-held, sextant would be more desirable. The crew
stated that the use of only optics for rendezvous would not be possible
under the conditions as previously noted.
r UNCLASSIFIED
7-6 UNCLASSIFIED
sensor head in all six required positions. No further D-8 measurements
were attempted. At single-point release on the main parachute, the
D-8 portable sensor came loose lh'om its mounting, hit the instrument
panel, and dropped to the floor. It was determined during the crew
debriefing that the crew may not have properly secured the sensor.
7.1. i. 7 Crew housekeeping.- The crew ate when they could, and a
total of three meals were eaten during the mission. The crew had no
problems with the water system. The extra water bags were left stowed.
The total water consumed was 129 half-ounces for the command pilot and
163 half-ounces for the pilot.
The crew decided to leave the urine nozzle stawed and wear their
urine collection devices until after rendezvous. The urine adapter
hose was very difficult to install. It took 20 to 30 minutes, with --.
both men working hard, in order to couple the hose fitting to the space-
craft quick-disconnect on the water management panel. This condition
was discovered prior to flight but there was not sufficient time to
correct the problem. The use of a low-residue preflight diet eliminated
the need for defecation.
At the start of the sleep period, the crew powered dawn only non-
required systems and did not use the silence switches. The sleep
period was in reasonable accordance with the flight-plan schedule.
UNCLASSIFIED
UNCLASSIFIED 7-7
bags was stowed in the retro-stowage areas. Extensive use of tape aided
stowage as well as holding down extraneous debris in the cabin.
The spacecraft was rolled to the full-lift position and this posi-
tion was maintained until 400K feet at which time the spacecraft was
banked left to 55 °. At guidance initiate, the rate command mode was
selected utilizing ring-A, and the command pilot initially controlled
the spacecraft based on the reentry displays. The command pilot com-
mented that the oscillations were not so severe during this period as
to require the rate command mode, and that a less-fuel-expending con-
trol mode could have been used. Prior to 100K feet, ring-A fuel was
depleted and the spacecraft rotated back to the full-lift position.
The pilot immediately turned on ring-B and the propgr bank angle was
reestablished. At this time, the cross-range needle deflected full
right and remained in this position in spite of crew attempts to get
it back to the center position. At 80K feet the reentry solution
terminated and the rate position was selected to continue to damp the
oscillations.
F UNCLASSIFIED
7-8 UNCLASSIFIED
Because Gemini V!-A was the first rendezvous mission and because
of the extensive training received as a backup crew for the Gemini III
mission, training was focused on the develolmment of crew procedures and
techniques as well as development of crew proficiency in accomplishing
rendezvous under both nominal and contingency conditions. The con-
tractor's rendezvous and reentry simulators were used for initial crew
rendezvous training before the Gemini mission simulator became suitably
operational for this purpose. The rendezvous training accomplished at
the contractor site was also useful because it provided the crew an ex-
cellent means for making inputs into the Gemini VI-A rendezvous mission
planning and procedures development.
UNCLASSIFIED
UNCLASSIFIED 7-9
Overall, training in the Gemini-mission-simulator was adequate.
The visual display system of the Cape Kennedy simulator was very val-
uable in crew preparation for the rendezvous _ask. There were prob-
lems throughout the training period in aligning the system so that
correct star patterns were synchronized with the orbit and the posi-
tion of the simulated target flashing light agreed with radar bore-
sight. The launch-reentry and simulated-network simulations were
valuable crew training programs; however, the network simulations were
of little value to the cre_ because crew participation in them Ms
limited to the launch phase.
"-- UNCLASSIFIED
!
TABLE 7.1.1-1.- CREW TRAINING SDMMARY
O
mm GYMTAlign_ platform i --
TEX RKV Command pilot staLion keep at 100 feet
CNV Height adjust translation Belayed-Ume D-8 experilnent
m BDA TranslaUon update tape --
playback
-- 02 Align platform - 07
ilot station keep at 100 feet
TAN
- - ,IA
HAWT_,lignplatform
I; p...... ft7: I Power downplatforlnlPer;°d
T
_L
Spacecraft 7: I Trailspender - on I - 08
03 GYM Minor beiqht adjust translation Delayed-time I l
1 04 First AV T displayed
GYM 1 1
Delayed-Ume --
TEX
I l tape
playback -- T
F UNCLASSIFIED
UNCLASSIFIED
NASA-S-66-2742 MAR
--10 1 --15
StaUon 1
keeping
CTN
CSQ _ --
__ ANT
1 _ 9 ft/sectrallslation
playback
extant sigbtings
IS KNO tape
--17 CRO
CSQ
Both
CTN Planned _allding area updates T -- sleep
I
period
1
-- -- ANT
__ BDA Delayed-time
F I S-6
9 ft/sec Posigrade translation _L Eat -- CRO tape
__ 1
CSQ Crew statusreport(command pilotand pilot)
--I4 --19
Pilot awake -_-II
RKV
Delayed-time
tape
playback
--
CYI
1" umi_ity sensor check
10
-
1 i5 KNO
-
--20
T Comand pilot awakel--_ 1
UNCLASSIFIED
UNCLASSIFIED
NASA-S-66-2743
MAR
Revolutioncount Revolutioncount
-- CRO --_
16 Retrofire (25:15:58)
-- --' __N ig ht | _'1 _'_ HAW Area- 17-1
TR- 00:04:16 Checklist Night
13
--
--
CTN
GYM
Dim light sequel_ce2
Delayed-time
Eat
period
1 -- GYM
CNV
8DA End blackout
-- TEX tape Droguedeployment
1 CNV playback Main chute deployed
-- BDA Touchdown
TEX Begin blackout
CYI
--21 T
KNO S-5 and S-6 experiment
-- TAN I
14 --
CRO
--22
CTN
Delayed-time
__ GYM tape --
TEX playback
CYI T
-- S-5 and S-6 experiment
--23 1
_ 1
15
-- CRO
CTN
__ HAW
__ l
-- 24 GYMTAIign platform
__ --
T
BDA
X± s-sa,,
S-Ooxge.,.,o,.t
Be,
tape
yo - ,me --
TR-Ot:O0:O0 Start playback
-- prerettochecklist
ASC Align platfoml
l
-- TAN
-- l
CRO
UNCLASSIFIED
7-_.4 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED
UNCI.ASSIFIED
UNCLASSIFIED 7-1
7.1.2 Gemini VI-A Pilots' Report
7.1.2.1 Powered flight.- The noise of the turbines and the engines
coming up to full thrust gave the crew a positive indication of ignition,
and a noticeable decrease in noise and vibration provided a good indica-
tion of lift-off. At lift-off, the crew noticed a physiological cue,
which was later explained as a small roll transient. The programmed
roll started at about lift-off (DO) plus 17 seconds, and was completed
a little after 20 seconds from lift-off. Pitch programming started on
time, and cabin pressure relieved and sealed at 5.5 psi. The noise dur-
ing maximum dynamic pressure was not objectionable. The onboard tapes
recorded the noise as well as voice, and the crew thought that they
could have transmitted through this noise level. The primary and sec-
ondary guidance were in excellent agreement and a slight yaw correction
was noted at L0 plus i minute 24 seconds. Voice transmissions from the
ground were received with no trouble. The transition times for the
various modes of abort were received and noted onboard; and both the
L0 plus i minute 45 second and LO plus 2 minute 25 second digital com-
mand system (DCS) updates to the spacecraft inertial guidance system
(IGS) were received and accepted.
F UNCLASSIFIED
7-16 UNCLASSIFIED
nominal. The onboard-computed maneuvers necessary to achieve the
planned orbit, as well as the time from lift-off to first apogee, were
read and transmitted to the flight controllers.
High suit temperatures were noted at this point and steps were
taken to eliminate the problem. Both crew members, subsequent to the
Carnarvon pass, removed their pressure suit gloves and interliners.
These items were stowed until just prior to the start of the retrofire
Checklist. This procedure was used in training because it was found to
be difficult to wear gloves throughout the rendezvous runs that were
conducted at St. Louis, Houston, and on the Gemini mission simulator
(GMS) at Cape Kennedy; therefore, the crew elected to fly with gloves
off, as they had trained.
UNCLASSIFIED
UNCLASSIFIED 7-17
displays to zero. The initial thrusts, made in either the small-end-
forward (SEF) or blunt-end-forward (_EF) attitude, were performed in
the platform mode. The residuals, after thrusting until the IVI read
i ft/sec in all axes, were typically less than 0.7 ft/sec, usually less
than 0.2 to 0.3 ft/sec; The out-of-plane maneuver was conducted in rate
command, with the spacecraft yawed 90o to the southeast. Two stars,
Alpha and Beta Centauri, were noted while in this attitude. At this
point, it would ha_e been convenient to have received star positions to
use for the out-of-plane thrust. Star information would have been ex-
cellent backup data to validate the spacecraft attitude during this ma-
neuver. The coelliptic (NsR) maneuvers would have required a 2° pitch-
down attitude from the normal SEF position. This maneuver was also
conducted while in the platform mode, and the vertical component was
inserted by using the down thrusters.
Both the command pilot and the pilot remember the strong impression
that there was no need to know their exact position over the surface of
the earth. The appropriate maneuvers were executed with time as a ref-
erence and the crew was working with ground elapsed time and radar range
throughout the rendezvous until the start of station keeping. The first
definitive look at the earth's surface occurred during the in-plane fly-
around maneuver when spacecraft 6 was above spacecraft 7. It was diffi-
cult for the crew to effect utilization of the world orbit chart; there-
fore, it is reeon_nended that each range station notify the flight crew
F UNCLASSIFIED
7-18 UNCLASSIFIED
of signal acquisition and of approaching loss of signal. This informa-
tion would enable the flight crew to transmit all of the data that they
accumulate during any previous critical time period.
During the short slack periods between maneuvers, equipment was re-
moved from its stowage position and was mounted for the rendezvous phase.
This equipment included two 16mm sequence cameras and associated brack-
ets, two 25mm lenses and lens mirrors, the spot meter, the 70mm camera
with the 80mm lens, and as much film for these cameras as could be
stowed in the cockpit. The world-orbit chart, the star chart, the
flight plan, and the rendezvous chart were placed in their appropriate
positions for in_nediate use.
UNCLASSIFIED
F UNCLASSIFIED 7-19
radar was turned on in the standby position at approximately 3 hours
5 minutes g.e.t. The analog meter indication cycled exactly as pre-
dicted, and the range and range rate indications oscillated until the
set warmed up. The radar was then placed on "ON".
f utes after initiation of the NSR maneuver, the computer was switched
to the rendezvous mode and continuously monitored by the pilot. A time
synchronization revealed that the event timer was approximately 7 sec-
onds ahead of the computer time sequence (for 100-second intervals).
The event timer was resynchronized with the computer-time and counted
correctly throughout the remainder of the run. After the NSR maneuver,
the range was approximately 169 nautical miles. The pilot did not re-
cord anything on the data sheet until the values began to match the
nominal values at approximately 136 nautical miles range. After that,
the values were recorded and data points were frequently called to the
ground. The computer solution for the total-velocity-change for rendez-
vous was very close to nominal. The target-centered coordinate plot
(see fig. 7.1.2-1) showed that the NSR maneuver had placed space-
craft 6 into the nominal trajectory and that the maximum deviation was
approximately 0.25 mile high with no ellipticity. During this time, the
elevation and azimuth pointers were oscillating approximately 11.5 ° from
the electrical null. The period of the oscillation was approximately
4 seconds. As the range decreased to 97 miles, there was a noticeable
reduction in the amplitude of the oscillation; however, the period re-
mained constant. It should be noted that both the azimuth and eleva-
tion readings crossed the null point simultaneously during these oscil-
lations. At a range of 79 miles, all pointer oscillations ceased and
remained steady throughout the remainder of the rendezvous operations
UNCLASSIFIED
7-2o UNCLASSIFIED
and down to a range of 20 feet. The radar data were continually being
plotted and computations made as spacecraft 6 approached the point of
terminal phase initiation.
UNCLASSIFIED
UNCLASSIFIED 7-2
and the initial computer solution produced a value of 31 ft/sec fo_¢ard,
7 ft/see up (this value later decreased to 4 ft/sec up at the time of
thrust), and i ft/sec right. The backup solution was computed to be
23 ft/sec forward and 2 ft/sec up, and a notation was made of this
anomaly. The crew discussed the problem and decided that if a backup
maneuver had been necessary they would have applied the nominal thrust
of 32 ft/see. This decision was reached because of the nominal tra-
jectories that were indicated, up to that point, on the onboard target-
centered coordinate plot. In case the radar or computer had failed,
the thrusts that would have been applied were those necessary to achieve
changes in velocity of 2 ft/sec up and 32 ft/see forward.
UNCLASSIFIED
_22 UNCLASSIFIED
the target, and the target lights appeared very dim in the sight at this
time. The target lighting was evaluated as sufficient for subsequent
tracking and angular measurements.
During the second period of tight tracking, the range rate was
noted from the analog meter at 15 minutes 30 seconds p.e.t, and indi-
cated 90 ft/sec. The computer data gave a range rate at this time of
91 ft/sec. At 16 minutes 30 seconds p.e.t., the analog meter indicated
a range rate of 85 ft/sec and the onboard computed range rate was also
85 ft/sec. At 17 minutes p.e.t, the range to the target was 7.7 nauti_
cal miles. After this data point was obtained, the desired velocity
changes in guidance axes were zeroed in the computer, and tight track-
ing was maintained for a period of 3 minutes to determine the backup
solution for a normal-to-the-line-of-sight correction. The command pi-
lot remarked that the spacecraft 7 docking light was as bright as the
Agena. At 16 minutes p.e.t. (5:]55:51 g.e.t.) the pilot remarked that he
could see the docking light even though he had a brightly lighted area
in the cockpit.
UNCLASSIFIED
UNCLASSIFIED 7-23
and 6 ft/sec right. When this maneuver was completed, the IVI was zeroed
and the computer switched to the catchup mode. The pilot then cleared
b{DRU addresses 25, 26, and 27 (X, Y, and Z, desired velocity changes in
guidance axes) and the IV! displayed all zeros.
From this point_ the pilot continually called out the pitch angle
to spacecraft 7 as it increased and the range decreased. The command
pilot, at this point_ acquired a very good star pattern to maintain a
celestial line of sight. Very little motion was discerned during this
period. The target-centered coordinate plot indicated a flight path
that was forward of and nearly parallel to the nominal trajectory. At
one point, the pilot stated that it appeared as if the target were go-
ing up; however, the command pilot decided not to make any changes at
that time. At a range of 2 miles it again appeared from the pilot's
plot that the target was going up a small amount, but there was no
apparent motion in relation to the star background. At 5 hours 46 min-
utes g.e.t., no relative motion was observable. The range rate was
approximately 42 ft/sec, and at 05:48:11 g.e.t., the target appeared
to start moving down a small amountbut this relative motion was
stopped. At this point, the START COMP button was pressed. This
caused all subsequent changes in velocity to be displayed in cumu-
lative totals. At 05:49:06 g.e.t., both the colmmand pilot and the
pilot noted that the reentry control system (RCS) heater light came
on at the telelight panel. This was at a range of i mile. This in-
dicates that the panel was observable to the crew during this crit-
ical period. The total pitch angle_ from 1.30 nautical miles into
station keeping at 120 feet, was approximately 125 ° .
At 0.74 mile range (05:49:58 g.e.t. ), the pilot noted that the tar-
get appeared to be moving down. This comment was prompted as a result
of seeing sunlight reflected off frost particles leaving spacecraft 6
and confusing them with stars. Spacecraft 6 was approaching the BEF
attitude (spacecraft 6 was 30 ° beyond the local vertical). The bal-
listic number of these particles was such that they trailed the space-
craft, tending to move upward toward the nose of the spacecraft. As
the crew observed the frost particles, they appeared to go up in rela-
tion to this apparent star field. There were stars still visible beyond
these bright particles and these stars confirmed that the target was not
moving in relation to the stars. This illusion for the pilot developed
from the lighting conditions in the right crew station. This side of
the cockpit was lighted sufficiently to permit the pilot to record data
and work with the computer throughout this period. As a result, when
"- UNCLASSIFIED
7-24 UNCLASSIFIED
he made an out-the-window observation, he could not see the stars, and
the particles appeared as stars to him. (This could have resulted in
additional fuel expenditures if both the command pilot and the pilot had
reacted identically. ) At 0.48 mile range, the crew started decelerating
spacecraft 6 from a closing range rate of approximately 42 ft/sec. Dur-
ing this period, there appeared to be no out-of-pl_ne motion. As the
braking continued, the velocity was reduced in a continuous thrust. The
command pilot peered behind the black shield on the vernier scale until
the pointer for range rate just appeared, having determined in the train-
ing simulator that this represented approximately 7 ft/sec. At this
point, thrust was terminated and the range was approximately 1200 feet.
The target had dropped slightly ar,d a downward thrust was also added.
At 800 feet range, 32 minutes after the translation maneuver, the clos-
ing velocity was approximately 6 ft/sec and the IVl's were cleared. The
cumulative velocity changes at this point read 27 ft/sec aft, 14 ft/see
left, and 7 ft/see down.
The final braking maneuver was difficult because of (1) the bright-
ness of the reflected sunlight from the target at a range of approxi-
mately 700 feet, and (2) the fact that the crew could no longer use
stars as a reference. Also, the target spacecraft was changing pitch
attitude in order to track spacecraft 6 and, as a visible object, could
UNCLASSIFIED
UNCLASSIFIED 7-25
not be used for attitude reference with relation to motion in a pitch
maneuver of spacecraft 6.
A very low, relative translation rate remained near the end of the
braking maneuver. Spacecraft 6 had moved from a pitch angle of 90 ° to
a pitch angle of 60° by the time the forward relative velocity was re-
duced to zero. The crew elected to continue this motion at a 120-foot
radius, pitching down to the SEF attitude, and holding this position.
At this point, spacecraft 6 was in the SEF position, with spacecraft 7
facing it in BEF_ and all relative motion was stopped. The attitude
control system was placed in SEFplatform control mode, and all maneu-
vers were then performed with the maneuver controller.
The performance of the guidance and control system and radar sys-
tem during all phases of rendezvous was excellent and the use of radar
for rendezvous was shown to be extremely valuable. Throughout the ren-
dezvous phase, the radar maintained positive lock-on and an accurate
indication of range was available through the minimum readable value of
60 feet. The attitude indications were steady throughout the entire
maneuver.
.... UNCLASSIFIED
UNCLASSIFIED
docking would not present any problems. It was also noted during this
period that one spacecraft could influence the horizon scanners of the
other spacecraft.
The command pilot, during the in-plane fly-around, allowed the range
between the two spacecraft to increase to an estimated 300 feet. The
relative position of spacecraft 6 at that time was above spacecraft 7,
and slightly to the rear. This distance appeared to be excessive for
proper station keeping and the range was quickly reduced to less than
i00 feet. The radar system was not used during the station-keeping per-
iod. These ranges were determined both by visual observation in rela-
tion to the 10-foot diameter of the spacecraft as viewed through the
UNCLASSIFIED
-- UNCLASSIFIED 7- 7
optical sight during the flight and by measurements after the flight of
photographs taken with known optical systems.
The spacecraft 7 docking light was used initially during the sep-
aration maneuver but was later turned off because the target vehicle was
not being held to a fixed attitude. The flashing lights were observed
for short periods, between which they would disappear completely because
of the changing attitude of spacecraft 7. The last visual contact with
the lights on spacecraft 7 was at 9.70 miles, and, subsequent to that
point, they were no longer visible.
UNCLASSIFIED
7.-28 UNCLASSIFIED
After spacecraft 7 moved into the daylight, a visibility test was
conducted to determine the amount of sunlight reflected from spacecraft 7
while spacecraft 6 changed attitude with respect to the sun. The in-
verted position and sideways positions were noted, and no appreciable
change could be observed in the reflected light from spacecraft 7. Also,
at this time, no stars could be observed in the inverted position even
though the sun was being blocked from the windows of spacecraft 6.
The last observable object, other than spacecraft 7, was the planet
Jupiter, which was visible for a very short period after sunrise oc-
curred. Spacecraft 6 was predominately BEF at this point, and the atti-
tudes were adjusted from BEF to c_timize visual observation of stars and
spacecraft 7. Spacecraft 7 was visible when spacecraft 6 was in the true
BEF attitude (0° roll, 180 ° yaw, and 0° pitch) throughout most of the
daylight period after the initial night period following separation. In
the second night period, the spacecraft 7 acquisition lights were visible
intermittently to the pilot who was using the 4-power magnification of
the sextant. The brightness of the star Sirius, when brought together
with the image of spacecraft 7 to get the angular displacement, blanked
out the small apparent light from spacecraft 7.
UNCLASSIFIED
UNCLASSIFIED 7-29
weather phenomena because only very small areas of land masses could be
observed.
r UNCLASSIFIED
7-3o UNCLASSIFIED
The control configurations used during reentry started with ring A
in the pulse mode which provided sufficient authority to maintain the
bank angle. When guidance initiate occurred the bank angle was in-
creased to approximately 55 ° to effect correction of the down-range
needle. This increased bank angle provided decreased lift and brought
the down-range needle up toward the reference marking on the instrument
face. As the needles started moving, the bank angle was decreased to
approximately 45 ° which was very close to the updated bank angles of
47° right and left. When the down-range needle reached the reference
marking, the cross range became zero and crossed to the opposite side.
The pointers were allowed to move slightly above the reference marking
to permit a roll to the right which in turn produced a small increment
of lift and brought the pointer back to the zero point. A right bank
angle was selected to bring the cross-range pointer back to the center
or null position. This particular reentry condition_ where the initial
errors were small, had not been practiced on the simulator. As a result,
to reverse the bank angle rapid_y, to reduce transients, and to keep the
pointer exactly on the mark, the rate command control mode was selected
for the reverse bank maneuver. This control mode provided the authority
to reverse bank immediately and keep the rates damped. The reverse bank
was held at approximately 47 °. When the cross-range pointer came back
to the center, the control was reversed to a left bank angle of approxi-
mately 45° . The cross range held null, but, after the time of peak
acceleration, the pointer started moving to the right, indicating a
landing north of the desired landing point. The bank angle was in-
creased slightly to between 500 and 55°; however, the cross range error
continued increasing to the rigkb, but did not go beyond the full deflec-
tion position on the low scale. As the reentry accelerations were de-
creasing from the peak of 4.3g, the fuel in ring A of the reentry con-
trol system was exhausted. (This was noted because there was no apparent
response to the roll command from the attitude control stick.) The re-
dundant ring 9 was selected and the desired bank angle was re-established.
As the reentry continued, the down-range pointer held at the reference
mark, and the bank angle was increased to favor the cross-range error
which was off to the right and holding steady. This was the final error
indication as the spacecraft passed through 80K feet, at which time the
cross-range pointer was displaced to the right and the downrange error
indication was locked on the reference line. This bank angle was main-
tained to drogue parachute deployment.
UNCLASSIFIED
_- UNCLASSIFIED 7-3_
U.S.S. Wasp. After the spacecraft was secured in the recovery trans-
portation dolly, the power-down sequence was accomplished and the crew
egressed to the deck of the ship.
.... UNCLASSIFIED
(fine scale)
Elevationangle, deg.
Figure7.1.2-1. - Onboardtarget-centered
coordinateplotof rendezvous.
UNCLASSIFIED 7-33
7.2 AEROM_D!CAL
_he Gemini VI-A mission presented two new major aspects of the man-
ned spaceflight program to medical support personnel. First, this was
the initialflight in a planned series of rendezvous missions. In these
missions there are essentially no new or novel environmental conditions
imposed upon the crew. Major emphasis shifted from attempting to detect
and record all biomedical changes in the crew members_ which might re-
sult from the space-flight experience, to attempting to provide optimum
operational medical support and monitoring for mission safety. Second,
the fact that Gemini VI-A was launched approximately i week after Gem-
ini VII afforded medical personnel an early opportunity to evaluate the
adequacy of plans for simultaneous medical assessment and support of up
to six crewmen in the available facilities at the Kennedy Space Flight
Center. In responding to these new mission support requirements, medical
operations personnel gained understanding which will permit realistic_
detailed planning for medical support of future space missions.
7.2.1 Preflight
7.2.1. 3 Physical fitness and diet.- _he command pilot thought that
the best physical preparation for the mission would consist of physical
activity commensurate with the amount of exercise he anticipated would
be required in the conduct of the flight. _his approach was based on the
assumption that the probability of an emergency landing, which would
place high demands on the crew for feats of physical strength and
UNCLASSIFIED
7-34 UNCLASSIFIED
endurance, was so low as to be negligible. The pilot had adopted a
routine to achieve and maintain a high level of physical stamina at the
time he entered into crew training. It was his practice to exercise vig-
orously for approximately i hour a day, using a program designed to main-
tain a high level of strength and endurance. He continued on this
program until the morning of the flight.
_he crew wished to avoid the necessity for defecation during the
flight in order not to be distracted from their progress toward the ac-
complishment of rendezvous. _hey scheduled a preflight trial on a low-
residue diet with administration of a mild laxative planned at the
conclusion of the low-residue dietary period. The crew determined, to
their satisfaction_ that use of the low-residue diet and laxative regime
would increase the probability that they could fly up to 48 hours, if
necessary, without discomfort or inconvenience because of a requirement
for bowel evacuation. The low-residue diet and laxative regime were
employed during the final 4 days prior to the scheduled launch on
October 25, 1965, and on December 9, 1965, in anticipation of launch on
December 12. When this second launch attempt was postponed, the crew
remained on the low-residue diet in preparation for the rescheduled
launch date of December 15_ 1965.
During the December i, 1965, ex_nination, the flight and backup crews
for Gemini VI-A were examined by the crew flight surgeons while the
flight crew for Gemini VII was undergoing a comprehensive F-3 day medi-
cal examination by the team of specialist consultants. This overlapping
examination was scheduled to avoid conflicts which otherwise would have
occurred in the training plans of the crews for the two spacecraft. The
examinations were accomplished without difficulty and with a minimum of
delay. The activity demonstrated that the medical examining facility at
Cape Kennedy is capable of being used for medical examinations planned
in support of Apollo flights.
UNCLASSIFIED
UNCLASSIFIED 7-3
7.2.1.5 Launch preparations.- Application of biomedical sensors,
instrumentation checkout_ and suiting were accomplished on schedule on
December 12_ 1965, and again on December 15, 1965. All bioinstrumenta-
tion functioned properly during the attempted launch on December 12,
1965. _he reaction of both flight crew members to the engine shutdown
was completely professional and appropriate to the situation. Changes
in heart rate and respiratory pattern were barely perceptible in either
crew member throughout the emergency sequence.
7.2.2 Inflight
UNCLASSIFIED
7-3 UNCLASSIFIED
7.2.2. i. 2 Respiration: Respiration rates_ as determined from
telemetered impedence pneumograms_ were well within expected normal
ranges.
7.2.2. I. 4 0ral temperature: The flight plan called for oral tem-
perature from each crew member during the crew status reports. However_
because the pilot's oral temperature probe was inoperative_ readings
were obtained from the command pilot only and were normal.
7.2.2.2.2 Food: _hree meals per crew member of Gemini flight food
were stowed aboard the spacecraft. _he crew found_ however, that they
were too busy during the first 12 hours of flight to prepare the recon-
stituted foods. During this time, they shared one meal, eating only the
bite-sized foods, leter, they prepared and ate the remaining food items.
The crew stated that they were not especially hungry during the busy
portion of the flight, but that they became quite hungry later, eating
and enjoying the food. The juices were especially recommended for their
palatability and thirst-quenching quality.
UNCLASSIFIED
- UNCLASSIFIED 7- 7
7.2.2.2. 3 Water: An ample quantity of potable water was available
to the crew in the spacecraft drinking-water system. A modified water
dispensing nozzle discharged a measured amount of approximately 1/2 ounce
of water each time the release mechanism was actuated. _he total number
of discharges was displayed on a cumulative digital counter. This sys-
tem of recording drinks was satisfactory and presented no problems other
than the fact that the counter was not set on zero at lift-off_ but
rather on a five-digit number. This complicated the calculations nec-
essary for recording the volume of each drink. The command pilot con-
sumed 64 i/2 ounces of water, the pilot 81 I/2 ounces.
7.2.2.2.5 Sleep: Both crew members were very tired following com-
pletion of the station-keeping activities and slept soundly. _he com-
mand pilot slept 5 hours and the pilot slept 4 hours i0 minutes. During
sleep the crew had their visors open and their gloves off. The filters
on the spacecraft windows provided sufficient light attenuation for
sleep. Each crew member awoke spontaneously at a different time during
the sleep periods. Both crew members emphasized the importance of sched-
uling sleep periods at the end of a period of concentrated effort, such
as rendezvous, rather than trying to carry out some other demanding task
such as extravehicular activity at that time.
7.2.2.2.6 Physical status and comfort: The crew thought that the
environmental control system was not adequate to maintain comfort during
powered-up periods of flight. Each recalled that any amount of physical
activity generated a heat load leading to a buildup of sweating. It was
necessary to relax and remain relatively inactive to become comfortable.
UNCLASSIFIED
7-38 UNCLASSIFIED
During sleep_ however_ when activity was at a minimum and several space-
craft systems were powered down_ the system responded well and the suit
flow had to be reduced to prevent over-cooling.
After insertion into orbit; both crew members removed their gloves
and later felt that their helmets should have been removed at that time
also. The spacecraft 6 crew actllally wore their helmets during the en-
tire flight. Both crew members experienced discomfort in the upper back_
shoulder_ and neck muscles. They attributed this to the fact that they
had to lean forward with their helmets on during the active portions of
the flight in order to perform their activities. _he pilot_ who fre-
quently had to bend forward to perform calculations and monitor the
instruments, also developed a superficial abrasion on his forehead which
persisted during the immediate postflight period.
The crew was not aware of unusual odors at any time during the
flight. They did, however, notice an acrid odor upon opening the snor-
kel; shortly after landing on the water. Because of this; they remained
on the suit ventilation circuit for the period of time necessary for the
odor to dissipate. _his odor was described as being similar to that
near the heat shield of a spacecraft that has recently reentered. The
crew experienced no other medical problems on this flight.
UNCLASSIFIED
UNCLASSIFIED 7-39
7.2.3 Postflight
(c) Hemoconcentration
UNCLASSIFIED
7-4o UNCLASSIFIED
suits. Of the slightly more than 4 hours that both crew members spent
in sick bay, 3 hours iO minutes were used to examine the command pilot
and 2 hours 50 minutes were required for the pilot. With the exception
of the relatively minimal orthostatic hypotensive tilt response and
mild hemoconcentration, no significant abnormalities were noted during
this examination. The findings are summarized in table 7.2-IV.
UNCLASSIFIED
UNCLASSIFIED 7-4 _
7.2.3.4 Laboratory studies. - Evidence of hemoconcentration was pre-
sent during postflight examination and returned to normal 2 days follow-
ing landing. On the day of recovery_ from the time of arrival in sick
bay until retiring for the night_ the command pilot drank i190 ec fluid
and the pilot drank 1760 ce. Only routine urinalyses were accomplished
amd_ other than a high specific gravity_ no significant changes were
noted. Crew radiation was minimal and is tabulated in table 7.2-V.
UNCLASSIFIED
7-42 UNCI.ASSIFIED
(a) Chemistries
Alkaline phosphatase, a
BL units i. 6 QNS
UNCLASSIFIED
_ UNC LASSIFIED 7-43
(b) Hematology
Neutrophiles, percent 45 59 63 50
Lymphoeytes, percent 47 27 29 37
Monocytes, percent 4 8 7 5
Eosinophiles, percent 4 i 7
Basophiles, percent 0 0 i
UN C LASSIFIED
7-44 UNCLASSIFIED
TABLE 7.2-II.- ]BLOOD STUDIES - PILOT
(a) Chemistries
Alkaline phosphatase,
BL units i.0 QNS a
UNCLASSIFIED
UN C LASSIFIED 7-4_
(b) Hematology
Neutrophiles, percent 50 54 56 56
Lymphocytes, percent 32 34 32 32
Monocytes, percent 8 ii ii 5
Eosinophiles_ percent 2 i i 5
Basophiles, percent 0 0 0 2
UN C LASSIFIED
TABLE 7.2-111.- URINALYSIS
Preflight Postflight
Albumen, sugar
acetone, bile Negative Negative Negative Negative
C Microscopic 3 to 4 white blood 2 to 3 red blood Infrequent white blood 7 to i0 white blood C
Z cells/hpf Frequent cells/hpf, i to 2 cells and red blood cells, infrequent red Z
mucus threads whlte blood cells/ cells, no casts, nu- blood cells one cylin-
hpf. No casts merous mucus threads droid
No bacterial
_
-- Volume, cc 360 450 340 267 >
0'_ Om
O_ (b)Pilot £n
-n "11
Preflight Postflight
r1_ Date, 1965 December i December 9 December 16 December 17 r1_
Time, e.s.t. 6:45 a.m. 7:35 a.m. 9:00 a.m. 6:45 a.m.
Color/appearance Amber, clear Straw, clear Straw, clear Straw, clear
Specific gravity i.015 i.015 i.028 i.024
i /
TABLE 7.2-IV.- CLINICAL EVALUATION
Preflight Postflight
turgor
Comments ........... Fit for flight Alert, cooperative, Shaven_ slightly Rested, fit
> oriented "tired" >
O_ tn
O_ (b)Pilot £n
"11 -R
_I Preflight Postflight rlI
Colmmand Pilot
Helmet 25 _ 2.8
Pilot
Helmet 31 ± 7.4
UNCLASSIFIED
UNCLASSIFIED 7-49
UNCLASSIFIED
7-5o UNCLASSIFIED
NASA-S-66-87
JAN
...... Heart-rate
--Blood pressure
Darkened area represents pulse pressure
UNCLASSIFIED 7-5
NASA-S-66-95 JAN
Pre-tilt Tilt to 70 ° Post t.ilt Pre-tilt Tilt to 70 ° Post-tilt Pre-tilt Tilt to 70 ° Post-tilt
150 -
160 - I
.-= 140 -
E
,_ 130 -
II0 :i:i:i!i!!i!i!iiiii!
::::::::::::::::::::::
.......... :::::::::::::::::::::::::::::::::::::
.:.:,:-:-:.>:.'..:.:<.>:.:.:.:
80 :::::::::::::::_ ............................
_n :_$:':::"'"
":!$i_ ":':':'''":':':':'" s % _"
_ 7o
_ 9o
O __ :::::::::::::::::::::::::::::::: %
_o
rm
60 - _i ..4,,',
50-
40-
I I I I i I I I I I I I I i I I I I I I I I I I I i i lllJl J I IIII llilll IIII I llill I il llll III lllill III III I I I I I I i
300 5 0 5 i0 I 0 5 0 5 0 5 i0 15 0 5 0 5 0 5 i0 15 0 5
Elapsed time, rain
(b) Postflight tilt studies.
Figure 7.2-1. - Concluded.
UNCLASSIFIED
7-_2 UNCLASSIFIED
NASA-S-66-92 JAN
Blood pressure
4O
3o l]ttlllllillilllllnlll
I,,,,II,,,, llnlil,nnnl,llnl
I,,,,I
0 5 0 5 i0 15 0 5 0 5 0 5 I0 15 0 5 0 5 0 5 I0 15 0 5
Elapsed time, rain
UNCLASSIFIED
UNCLASSIFIED 7-53
NASA-S-66-63-JAN
t--
15o
140
re-tilt I Tilt to 70 ° Post-tilt Pre-tilt Tilt to 70 ° ! Post-tilt Pre-tilt Tilt to 70 ° I I
Post-tilt
,-
E
130
"_ I :.q
120 L
_7 %,* It
-_ii0 I
_
".'r- 100
I
-1- 90
E
_; 8O
1/3
_ 70
o 60
rn
50 ,t
%
4O
3O
0 5 0 5 10 0 5 0 5 0 5 10 15 0 5 0 5 0 5 10 15 0 5
Elapsed time, min
(b) Postflight tilt studies.
Figure 7.2-2. - Concluded.
UNCLASSIFIED
7-_4 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED 7-_
I Highheart
rate Sleepperiod,
actual ; I
I / _ ,-- Florida night I
I Peak heart rate _l.___l,_-_ Mean heart rate / I I
'
I
"L_-" J i i ,
I
,
I
I
F Liftoff _ _OW
heart rate , I
I Post blackout
I B Iood pressurem Blood pressure- -_ II ,
IIL
Preretrofire-_ I
' \ Pre blackout-_
rate _ T_ T i --
- I
T :. .
i _'x 6 :
-
,
r .t- T .- _ .'r_
/ t q" ,,_,'ll
P'Ai
,
'_ #1 I
I _ I
I m J
-2 0 1 2 3 4 5 6 8 9 20 11 12 13 24 25 1'6 27 18 29 20 21 22 23 24 25 26
Ground elapsedtime, hr
(a) Commandpilot.
UNCLASSIFIED
CO
UNCLASSIFIED 8-1
8.0 EXPERIMENTS
UNCLASSIFIED
TABLE 8.0-1.- EXPERIMENTS ON GEMINI VI-A _o
_D
New Mexico Z
N (]
S-5 Synoptio terrain Theoretical Division, NASA Goddard Office of Space Sciences
(_ photograph Space Flight Center, Greenbelt,
OO _Zand O_
"11 "11
rl_ s-6 synoptic weather National Weather Satellite Center, Office of Space Sciences r_
photography U.S. Weather Bureau_ Suitland,
_ryland
i
UNCLASSIFIED 8-3
8.1 EXPERIMENT D-8, RADIATION IN SPACECRAFT
8.1.1 Objective
8.1.2 Equipment
8.1.3 Procedure
f
(c) Passive dosimetry data correlation with the shielded and un-
shielded active dosimeter readings.
The D-8 experiment was programmed for the anomaly passes occurring
on revolutions 5 and 6 with a possible inclusion of surveys during rev-
olutions 19_ 20_ and 21. As it became apparent that Gemini VI-A would
be a l-day mission_ a review of the anomaly passes was made and revolu-
tions 7 and 8 were considered in lieu of 19, 20, and 21.
UNCLASSIFIED
8-4 UNCLASSIFIED -
8.1.4 Results
The crew reported that the hand-held survey instrument came out of
its holder during the spacecraft pitch-down to the two-point suspension.
Testing of the flight item on a centrifuge to 40g, subsequent to its
retrieval after landing, failed to loosen the instrument from its holder.
It is possible that the unit was not properly locked into place after
use. _
8.1.5 Conclusion
UNCLASSIFIED
- UNCLASSIFIED
8.2 EXPERIMENT S-5_ SYNOPTIC TERRAIN PHOTOGRAPHY
8.2.1 Objective
8.2.2 Equipment
Four 70-mm camera film magazines containing color film were onboard
the spacecraft_ each magazine having a 60-frame capacity. These maga-
zines_ used with a 70-mm still camera, were also used for the S-6 exper-
iment. A haze filter and an exposure meter were available to be used at
the discretion of the crew.
8.2.3 Procedure
f
The crew was instructed to take_ subject to fuel and power restric-
tionsj vertically oriented_ systematic overlapping pictures of Mexico_
Africa_ and Australia_ or any other area showing cloud-free terrain. As
in previous Gemini missions_ it was stressed that any picture of the
earth's surface was valuable_ even if the planned procedure could not be
followed exactly.
8.2.4 Results
UNCLASSIFIED
8-6 UNCLASSIFIED
especially interesting series of four pictures taken over Somalia shows
the drainage pattern and major structures of Cenozoic marine sediments
in an area not previously photographed from manned spacecraft. (See
fig. 8.2-i(b)). Other photographs include portions of northwest Aus-
tralia_ showing near-shore topography in the Shark Bay area_ and the
front of the Himalayas in Nepal.
8.2.5 Conclusions
UNCLASSIFIED
_- UNCLASSIFIED 8-7
NASA-S-66-143 JAN
_- UNCLASSIFIED
8-8 UNCLASSIFIED
NASA-S-66-2 09 JAN
UNCLASSIFIED -
UNCLASSIFIED 8-9
8.3 EXPERIMENT S-6, SYNOPTIC WEATHER PHOTOGRAPHY
8.3.1 Objective
8.3.2 Equipment
Four 70-mm camera film magazines containing color film were onboard
the spacecraft, each magazine having a 60-frame capacity. These maga-
zines, used with a 70-mm still camera, were also available for the S-5
experiment and for the general photography requirements during rende-
zvous. A haze filter and an exposure meter were available to be used
when needed.
8.3.3 Procedure
/ Prior to the flight, the crew was briefed on the types of clouds and
weather systems of interest for the experiment. During the mission, me-
teorologists from the _vironmental Science Services Administration se-
lected specific areas likely to contain cloud patterns of interest, based
on TIROS weather satellite pictures and worldwide weather maps. These
areas were included in the flight plan when possible. Additional photo-
graphs were made at the crew's discretion.
8.3.4 Results
r UNCLASSIFIED
8-1o UNCLASSIFIED -
from the sea surface and from a swampy region near the White Nile River.
A series of eight pictures over the southern Indian Ocean show interest-
ing cellular clouds, cirrus cloud bands, and cumulus cloud streets.
8.3.5 Conclusions
UNCLASSIFIED
UNCLASSIFIED
NASA-S-66-208 JAN
(a) View taken at approximately 10:44 G.m.t. on December 16, 1965 during
Revolution 14 over the Canary Islands in the eastern Atlantic Ocean. The
cloud eddy at the center formed about 50 miles downwind (southwest) of
Tenerife Island which appears in the corner of the photograph. The open
center of the vortex is about 15 miles in diameter.
Figure 8.,3-1. -Experiment S-6, two typical synoptic weather photographs
taken on successive orbital revolutions 14 and 15.
UNCLASSIFIED
UNCLASSIFIED -
NASA-S-66-207 JAN
(b) View taken at approximately 12:23 G.m.t. on December 16, 1965 during
Revolution 15 looking west over the eastern Atlantic Ocean about 400 miles
west of Cape Blanc, Spanish West Africa. The small lines of cumulus clouds
have formed open cellular patterns in the southern section of a high pressure
region. Surface winds were easterly while the upper-air winds at the 500
millibar level were northerly. Subsidence of the air aloft suppressed the
vertical development of the clouds.
UNCLASSIFIED
UNCLASSIFIED 9-1
9.0 CONCLUSIONS
5. The GLV-6 performance was near nominal, and the spacecraft was
placed in an acceptable orbit for rendezvous with Gemini VII. As a
result of the premature release of the tail plug which caused the abort
of the first Gemini VI-A launch attempt, modifications were made to the
tail-plug installation. These modifications proved to be satisfactory
in the subsequent launch of Gemini VI-A.
UNCLASSIFIED
9-2 UNCI.ASSIFIED
7. Air-to-ground radio transmissions from the command pilot were
marginal at various times during the mission. The major cause of the
problem was the unusually high air noise in the command pilot's pressure
suit; however, there were other contributing factors which are still
being investigated.
8. The flight crew was somewhat warm during periods of high acti-
vity throughout the rendezvous phase of the flight because of higher
than expected metabolic heat loads.
i0. Overall cabin lighting was satisfactory for both day and night
operations.
12. The voice tape recorder failed after the second cartridge had
been used. The failure was determined to have been caused by a broken
belt between the motor and the reduction wheel.
UNCLASSIFIED
UNCLASSIFIED lo-1
i0.0 RECOMMENDATIONS
6. _he remote sites should inform the crew when acquisition and
loss of signal occur to provide the crew with inflight position during
the busy rendezvous maneuver.
i0. A light meter similar to the spot meter used on Gemini VI-A
should be utilized for all photography of objects in space during manned
missions.
ii. The Apollo hand-held sextant is too bulky for use as flight
gear. The sextant should be smaller and mounted to the spacecraft.
UNCLASSIFIED
1o_2 UNCLASSIFIED -
UNCLASSIFIED
UNCLASSIFIED 11_1
ii. 0 REF]_I_ENCES
UNCLASSIFIED
1___2 UNCLASSIFIED
UNCLASSIFIED
.- UNCLASSIFIED 12-1
12.0 APPENDIX
UNCLASSIFIED
12_2 UNCLASSIFIED
g_
i
g _
!
UNCLASSIFIED
NASA-S-05:11,252A
_akfix
_laceR and R umbilical in R and Rsection
eRePlaceRCSTCA's3 and 4
_laceheaterson D-packageand B-ring in RCS
E::it
• ReplaceOAMSfuel tank
C_ I1
• Correct leak in secondarycoolant
dacecabinrelief valve
C3
(_
-rl 1 _ "-i1
I"11 • Install newsuit loopheat exchanger-_.. > I-I'1
• Replaceoxygendemandregulators (m_
,Fi,ilrl
OTroubleshootphasingtest
• Replacescratched RHhatch window
4 11 18 25 2 9 16 23 6 13 20 27 4 ii 18 25
Apr 65 May 65 June 65 July 65
Figure 12_.
1-2.- Spacecraft6 significant problemareasat contractor facility.
NASA-S-65-1i, 258A
I
Spacecraftarrival
Preparefor pad
C: , and mate (_
Z Electrical interface integratedvalidation and joint Gand C
Systemstest
8 15 22 29 5 12 19 26 3 10 17 24 7 14 21 28
Aug 65 Sept65 Oct 65 Nov65
(a) Prior to October25, 1965.
Figure 12.1-3. - Spacecraft6 test history at CapeKennedy.
NASA-S-66-136JAN
Gemini]ZEfinal count missioncancelled
De;se_i,ceF:spacec
r,_t Filrijl , l
De-ere,c,t,an,d,,[no,veto,
KennedySpaceCenter
Ba!!i_
r+_°va!l
tIIjJt
I/III!ijt
IIIII[
X-ray OAMSfuel and oxidizer tanks
II I _-'.'l I I I L::_II t I I I::3 I I I I I I
]dder permeabilitychecks
_.'.'1I I I I E:!I ] I I I I _::l I I I I I I
Moveto cryogenicsbuilding
Purgeand functionally checkOAMSand RCS regulators
C_ 1:':4i I I I _ i-;-] i I I I I I
De-servicedrinking water (_
Suit circuit leakchecks
I I _::1I I I I I I
Trial-fit a,d,apter
batteries ('_
_p; Servicehypergolics
II1 .
Servicedrinking
ii water _f)
O_ Install flight batteries C/')
--I'1 Final padpreparations "I"1
!"1'3 GeminiE]E launch and cable I-I"1
Final systemstest
Replaceand test computer
Simulatedflight
Replaceand test voicetaperecorder
Serviceand precount
Launch attempt
validation
Launch
7 24 31 7 14 2t 28 5 12 19 26 2 9 16 23 30 6 13 20
ii I IF lii
[,ill I IMU replaced
: ill/ HIII Ill II I Replacesecondaryhorizon sensor andelectronicpackage
ii I_llilllI
liil
I Install newdockingbar
i::
I I E::illllliil I Install modifiedhardline umbilicalin Rand R section
_;_
I [_!IIIl[iili!l
I::i / I::il
II
I ii Changewater
I Computer
measurementgun
problem
insimulated
flighttest
I /I ,t, I f;!,/ _i1111
Ill ill]Ill..........................
_::i ::i .i ::; Install modifiedb,om,ed,
ca,!aperecorders
8 15 22 29 5 12 19 26 [ 3 I0 17 24
Aug 6.5 Sept 65 I oct
65
Figure 12.1-4. - Spacecraft6 significant problemsat CapeKennedy.
NASA-S-65-11,261A
__._r_a_o_ _ Ba,timore,Maryland
3°131 I II IIHo.zonta,
assemb,y
andtest
Manufacturing requirements: 16 Feb5 !- I I
Tankscleanedand I
purged 5 23 3o3,_ StagesI and II erectedin VTF
• Visual ins)ection Feb23 Tank splice complete
• Dyepenetrant tests Feb25 - Engine installations complete [] Post erection inspection
• Radiographicins)ection Mar 30- Stage13 horizontal tests complete
• Weldeddycurrent checks Apr 3 - StageI horizontal tests complete _ Vertical tests
C • Hydrostatic : C
Z .Chemical cleaning
• Helium checks IA Power-on Z
(_ • Nitrogenpurge
• Dewpoint checks
ICSAT
I
II n
_. Jul 30 -Tank roll-out inspection I Vat review I >
¢../.1 Aug 13- Customercertification i I I •
¢J3 Aug 16-Tanksair-lifted to Baltimore De-erectstages1 and I-I | (J3
m t I I . ¢._
I Tank leak checksA
I I I == "-n
rl-I Weightand balancechecks A 1"31
U I I I
Rollout inspection A
I I I
Preparationto ship I
J
Stage[shipped ,_
I I
Stage£I shipped,_.
Apr May June July Aug Sept Oct Nov Dec Jan Feb Mar Apr May June July Aug
1964 1965
(_
• Iiiiiiiiiiii,lii ili:iiii;m.*.
:_ 'i! _i
GuJdancecanmstersandmlstrar
.
(_
Z Iriil
llrllIRil
rIIIIlilI Sub systemsreverification tests Z
Engineharnessand )ressure
r =
UNCLASSIFIED
.... UNCLASSIFIED
12.2 _YEATH_ CONDITIONS
Temperature, °F ................... 65
Temperature, _F ......... 76
UNCLASSIFIED
12___2 UNCLASSIFIED -
Table 12.2-1 presents the l_unch area atmospheric conditions at
the time of lift-off (12:39 G.m.t.). Table 12.2-!I provides weather
data in the vicinity of Cape Kennedy at 15:30 G.m.t. on December 16,
1965. Figures 12.2-1 and 12.2-2 present the launch area and reentry
area wind direction and velocity plotted against altitude.
UNCLASSIFIED
UNCLASSIFIED
TABLE 12.2-1.- LAUNCH AREA ATMOSPH_qlC CONDITIONS
UNCLASSIFIED
12- _4 UNCLASSIFIED
TABLE 12.2-1.- LAUNCH AREA ATMOSPHERIC CONDITIONS
17o 57.7 i. 3 i. 5
175 49.4 i. i i. 3
180 46.1 0°9 i.i
Pressure Density
Altitude_ Temperature
ft error_ °F rms error_ rms error_
percent percent
0 to 60 X 103 i i 0.5
60 to 120 i i .8
UNCLASSIFIED
UNCLASSIFIED
TABLE 12.2-II.- REENTRY AREA ATMOSPHERIC CONDITIONS
UNCLASSIFIED
UNCLASSIFIED -
TABLE 12.2-II.- REENTRY AREA ATMOSPHERIC CONDITIONS
170 40.7 i. 4 i. 6
175 32.0 i. 2 i. 4
180 27.8 i. 0 i. I
UNCLASSIFIED
-- UNCLASSIFIED l -17
Pressure Density
Altitude, Temperature
rms error, rms error_
f ft error, °F
percent percent
0 to 60 x 103 i i i
60 to 120 i i 8
bAbove 180 000 feet, the data are from a special high altitude
sounding rocket launched from Eglin AFB at 19:22:02 C.m.t.
F UNCLASSIFIED
UNCLASSIFIED
NASA-S-66-155
JAN
190x
180
I10
160
150
140
130
120
110
100
< 90 _
80
70
60
50
30
2O
10 _
0
120 180 240 300 360 0 40 80 120 160 200 240
0 60 120
Winddirection, degfrom north Windvelocity,knots
Figure 12.2-L -Variation of winddirectionandvelocitywith altitudefor the launcharea at 12:39G.m.t., December
15, 1965.
UNCLASSIFIED
F UNCLASSIFIED _-_9
NASA-S-66-145
JAN
18o
160
150 1
140 _
130
12o _
2
11o _ Y
_- I00 f
so _
30
!"
_o _ S
o ,_ _
60 120 180 240 300 360 0 40 80 120 160 200 240
Winddirection, degfrom north Windvelocity,knots
(a)Rawinsonde and Rocketsondedatabetweensealeveland 182Kft at 14:20G.m.t.
Figure 12.2-2. - Variationof winddirectionandvelocitywith altitudefor the reentryareaon December16, 1965.
"- UNCLASSIFIED
1__2o UNCLASSIFIED -
NASA-S-66-235 JAN
230 X 10 3
226
224
° ;
222
218 \
22o
216 G/ k_ _/_
_ 9
d 212
.__
< 210
208
206 C_
202
2OO
204 )
196
UNCLASSIFIED
UNCLASSIFIED 2_21
12.3 FLIGHT SAFETY REVIEWS
After the Gemini VI launch attempt on October 25, 1965, the flight
readiness of the Gemini VI-A space vehicle was determined at the review
meetings noted below.
The Air Force Space Systems Division Flight Safety Review Board
met on December ii, 1965, at Cape Kennedy and recommended to the Mission
Director that the launch vehicle be committed to flight.
UNCLASSIFIED
__2_22 UNCLASSIFIED -
UNCLASSIFIED
UNCLASSIFIED
12.4 SUPPLI_V_ENTAL REPORTS
UNCLASSIFIED
TABLE 12.4-1.- GEMINI V!-A SUPPLEMENTAL REPORTS 59
!
_o
4_
i. Launch Vehicle Flight Evaluation Report- Aerospace Corporation Feb 14, 1966
NASA Mission Gemini/Titan GT-6A Standing requirement
2. Launch Vehicle No. 6A Flight Evaluation Martin Company Jan 30, 1966
Standing requirement
C C
Z 3. MBFN Performance Analysis for GT-6 and Goddard Space Feb 16, 1966
GT-6A/7 Mission Flight Center Standing requirement
N
4o Gemini GT-6A IGS Evaluation
Reconstruction Trajectory TRW Systems Jan 30, 1966
Standing requirement p--
5. GT-6A Inertial Guidance System and International Business Jan 30, 1966
(_ Computer Analysis Machines Corporation Standing requirement
"11 "11
Pll rll
U
J
-- UNCLASSIFIED __2_2_
12.5 DATA AVAILABILITY
Tables 12.5-1, 12.5-II, and 12.5-111 list the mission data which
were available for evaluation. The trajectory and telemetry data will
be on file at the NASA Manned Spacecraft Center (MSC), Computation and
Analysis Division, Central Metric Data File. The photographic data
will be on file at the MSC Photographic Technology Laboratory.
" UNCLASSIFIED
UNCLASSIFIED
TABLE 12.5-I.- INSTRUMENTATION DATA AVAILABILITY
Data description
Trajectory data processed at M_C and GSFC Special aerodynamic and guidance
calculations
Voice transcripts (Confidential)
Steering deviation calculation
Merged air-to-ground and onboard recorder
Mod III RGS versus IGS velocity
Technical debriefings comparison
UNCLASSIFIED
/
Gemini VI-A
Number of
Category of photographic data Motion picture
still photo- film, footage
graphs
Recovery
Postflight inspection 78
Onboard spacecraft
Oo
TABLE 12.5-III.- LAUNCH PHASE ENGINEERING SEQUENTIAL CAMERA DATA AVAILABILITY
Total
Sequential film Size, Location Presentation length,
coverage item _ feet
"_ 1.2-20 16 Umbilical tower, first level GLV, umbilical disconnect 140 "I_
1.2-26 16 Umbilical tower, top level, no. i GLV, upper umbilical disconnect 80
1.2-27 16 Umbilical tower, top level, no. 2 J-bars and lanyard observation 140
TABLE 12.5-111.- I_UNCH PHASE ENGINEERING SEQUENTIAL CAMERA DATA AVAILABILITY - Concluded
Total length
Bequential film Size, m Location Presentation
coverage, item of film, feet
(b) The voice tape recorder would not advance the tape in the
cartridge.
I
(c) The upper right-hand docking fitting pin on the R and R sec-
tion was extended.
(e) The left-hand hatch actuator breech pressure line end tip
was broken off in the breech.
UNCLASSIFIED
12-32 UNCLASSIFIED
(k) The TB!2 terminal strip was found to have reversed nomencla-
ture.
The upper right-hand docking fitting pin on the R and R section was
extended. The other two docking fitting pins were retracted. Reentry
heating marks on the docking fitting doors indicated that they had not
completely closed although all three of the release cables had been
cut by the pyrotechnic cutters. The lower docking fitting door was
found in the retracted position when recovered by the prime recovery
ship, and it released when the R and R section shingles and insulation
were removed.
The lithium hydroxide cartridge was removed from the ECS package
and weighed. The cartridge weighed 103.0 pounds with a center-of-
gravity 8.066 inches from the bottom of the cartridge.
UNCLASSIFIED
- UNCLASSIFIED 12- 3
seal on the outlet shutoff valve "B" nut had been broken, and marks
indicated that the nut had been tightened after the torquing paint seal
had been applied. Residual pressures remaining in the left-hand and
right-hand secondary oxygen bottles were 4164 psig and i14 psig, re-
spectively. STR 6033 was written to investigate the anomaly.
The coolant and ventilation systems were investigated per STR 6510
because the crew complained of being too warm.
UNCLASSIFIED
12-3 UNCLASSIFIED
4 190 41.3
The main and squib batteries were recharged and placed in bonded
storage for ground test use.
UNCLASSIFIED
UNCLASSIFIED
The current leakage caused by salt water immersion was checked
and the resistances below 5 ohms were recorded in reference 14.
During the pyro switch electrical continuity check per reference 14,
pyro switch "G" indicated a continuous circuit. The pyro switch was
removed for failure analysis per STR 6511.
The ejection seats were removed and deactivated per reference 14.
The residual pressures in the left-hand and right-hand egress kits
recorded during deservicing were 1650 psig and 2050 psig, respectively.
The latching of the centerline stowage compartment door was checked
without the stowage boxes. The door operated normally. The urine
system quick-disconnect assembly anomaly reported by the crew will be
investigated per STR 6016.
-- UNCLASSIFIED
12-36 UNCLASSIFIED
UNCLASSIFIED
UNCLASSIFIED 2-37
12.6.2 Continuing Evaluation
STR
number System Purpose
UNCLASSIFIED
1 -38 UNCLASSIFIED -
UNCLASSIFIED
UNCLASSIFIED 3-1
13.0 DISTRIBUTION
Director, AA i
Deputy Director, AB I
Legal Office, AL i
UNCLASSIFIED
13-2 UNCLASSIFIED
Addressee Number of copies
Astronaut Office, CB 28
UNCLASSIFIED
UNCLASSIFIED 133
Addressee Number of copies
O. Smistad, EX42 I
E. 0. Zeitler, EX43 I
Program Control, GP 7
Spacecraft, GS 8
Test 0perations, GT 8
UNCLASSIFIED
13-4 UNCLASSIFIED
Addressee Number of copies
UNCLASSIFIED
UNCLASSIFIED 13-5
Addressee Number of copies
UNCLASSIFIED
13-6 UNCLASSIFIED
Addressee Number of copies
Director, DIR I
Library, GA72 5
UNCLASSIFIED
UNCLASSIFIED -3-7
Addressee Number of copies
" UNCLASSIFIED
13-8 UNCLASSIFIED -
Addressee Number of copies
DEPARTMENT OF DEFENSE
UNCLASSIFIED
UNCLASSIFIED 1>9
Addressee Number of copies
Commander _ RIRGV 3
National Range Division (Patrick)
USAF Systems Command
Patrick AFB_ Florida 32922
Commander _ ETG 2
Air Force Eastern Test Range
USAF Systems Command
Patrick AFB, Florida 32922
_SC (_) 1
Andrews AFB
Washington_ D.C. 20331
Commander, SSG i
Headquarters, Space Systems Division
USAF Systems Command
Los Angeles Air Force Station
Air Force Unit Post Office
Los Angeles, California 90045
UNCLASSIFIED
UNCLASSIFIED -
UNCLASSIFIED
UNCLASSIFIED 13-11
Addressee Number of copies
UNCLASSIFIED
13-1 UNCLASSIFIED
Addressee Number of copies
U.S. NAVY
UNCLASSIFIED
UNCLASSIFIED 13-13
Addressee Number of copies
AEROJET-GENERAL CORPORATION
Mr. L. D. Wilson i
f Gemini Program Manager
Liquid Rocket Operations
Aerojet-General Corporation
P. O. Box 1947
Sacramento, California 95801
Mr. R. M. Groo i
Aerojet-General Corporation
Eastern Test Range Office
Hangar U
P. 0. Box 4425
Patrick AFB, Florida 32922
AEROSPACE CORPORATION
- UNCLASSIFIED
13-1 UNCLASSIFIED
Addressee Number of copies
Mr. G. C. Sebold i
Vice President, Convair Division
General Dynamics Corporation
P. O. Box i128
San Diego, California 92112
Mr. R. W. Keehn 6
Manager, Gemini Target Vehicle Project Office
Convair Division
General Dynamics Corporation
P. 0. Box I128
San Diego, California 92112
Mr. B. G. McNabb 2
Manager, Base Operations
Convair Operations
General Dynamics Corporation
P. 0. Box 999
Cocoa Beach, Florida 32931
UNCLASSIFIED
UNCLASSIFIED 13-15
Addressee Number of copies
Mr. J. M. Fitzpatrick i
Manager, Houston Office
General Dynamics Corporation
1730 NASA Road i
Suite 204
Houston, Texas 77058
Mr. R. R. Kearton i
Vice President and General Manager
Space Systems Division
Lockheed Missiles and Space Company
P. 0. Box 504
Sunnyvale, California 94088
Mr. G. H. Putt i
Vice President and Assistant General Manager
Space Systems Division
Lockheed Missiles and Space Company
P. O. Box 504
- Sunnyvale, California 94088
Mr. J. O. Shoenhair i
Assistant General Manager, NASA Programs
Space Systems Division
Lockheed Missiles and Space Company
P. O. Box 504
Sunnyvale, California 94088
Mr. L. A. Smith 8
Manager, Gemini Program
Space Systems Division
Lockheed Missiles and Space Company
P. O. Box 504
Sunnyvale, California 94088
Mr. B. E. Steadman 1
Manager, Houston Area Office
Lockheed Aircraft Corporation
16811 E1 Camino Real
Houston, Texas 77058
" UNCLASSIFIED
13-16 UNCLASSIFIED -
Addressee Number of copies
MARTIN COMPANY
Mr. W. D. Smith 8
Director, Gemini Program
Mail No. 3134
Martin-Marietta Corporation
Baltimore, Maryland 21203
Mr. J. M. Verlander 4
Gemini Program Director
Mail No. B-1605
Canaveral Division
Martin-Marietta Corporation
Cocoa Beach, Florida 32931
UNCLASSIFIED
UNCLASSIFIED 13-17
Addressee Number of copies
MCDONNELLAIRCRAFT CORPORATION
UNCLASSIFIED
_-3-__8 UNCLASSIFIED
UNCLASSIFIED
Ce__E_r_L