Gemini 7 Technical Debriefing, 1965

i693 DECLASSIFIED Authority: NW 91526 GEMINI VII TECHNICAL DEBRIEFING December 23, 1965 NOTICE: This document may be exempt from public disclosure under the Freedom of Infor- mation Act (5 U.S.C. 552). Requests for its re- lease to persons outside the U.S. Government should be handled under the provisions of NASA Policy Directive 1382.2, “GONEISENTLAL PREFACE This preliminary transcript was made from voice tape recordings of the Gemini 7 flight crew debriefing conducted December 19 through December 21, 1965 at the Crew Quarters, Cape Kennedy, Florida. Although all the material contained in this transcript has been rough edited, the urgent need for the preliminary transcript by mission analysis personnel precluded a final edit prior to its publication. Fal se ewer all ’ A ice ) agg + TABLE OF CONTENTS Paragraph Page Number 1.0 2.0 3.0 CUNTDOWN Grew Inserthonss.ccc00500 808 81 eee eee eee ok Sfoyuiniianked- Arle) at_ eee eee ea a eee eee ee a eee eee pee eee Grew Participation in Countdownessssseesecscaseenwel ‘ Comfort.s.ss TLC ee ee ® Environmental Control DY BGG s: s:e:eeiae ei eiere iste weenie ewe . PSLIRITECLEL s Meteratnl ele/mce: rip is iene ini aieesiarmiare'e wis a ered eatersintiae ei eon ace eter eter -7 Vibrations... Cheese eee eeeeeeeneseeraneaneeenenneed * Visual. .cses 0-08: 81885888 808 8 wr ee ene a wee eS ORE PrP RPPRPH Pe @ WOOAIAWP Iw NH Crew Station Controls and DES DL ASS o:0.c:esecwiace aera ences g WERED FLIGHT Lift-Off oir): ee a et Ree ene oe era a ae eee RG: TEP OR PT ic 00:00: 6100-0: wie ha eco aia aie alae aaa ee ace aee a eA PEGG! PORE sn) ne 9:9 wie we eae minie eiecee wie aie eewiaermeceree eee AGTODYNANA CE. »:0:4:0.9:0:0.0:0 0:0:9.0:0 9.0 :eesecace ara ecae ie ae ei acaieieceeeie) Environmental Control System. .cessssasesecsccccesesd RIB SSE ATI (Gece ere: oc0ecm exe veieease: ere eee ene ee TE Se ein eeia ee rew ace re erate Windshear, .csssccccssccccassensccesccensseceneceses& DOS: BARTS. 5, 0:0:0-heiosece:esecaelacwinraecainie:wiecsiainraswiarncpiwet tare sest Engine 1 Operation...cscssccvccscccccsccseccssccessO O! SES 2 SGA UUE ow ie-wp 9:01 e pi9. 0:0: 9188: e.e a eK ae Nse ce oMR are eiene cee LL, ROGET OPAC ON. Jes oe d:0:0:0-e.9 esscee cece erereresniecearecanaseare ace wceeht 2 POGOs isan ainda ee cea AE ek -13 Guidance Initiation. ee ee ee ‘ic ee eo NES | By, SPAR TUR ai e,wie wie eae ieie walle Ace ere ataletaia tater eteretateteiste eTetetn state ce 16 Engine 2 melt hencaceces es oneeee receipe, PALE BUGS: Tee asin Sie ieceie ain ain ous 00:9 ws0 ee aiece.erereveeceacececasaiaje eet & GO/NO GOsisciexcscaces nbn Win nin Mee eee Ne RG Reece reece ed pYyBtems: Status ss c\s\eewes be eww use ee wales 0 aieieceeeeaeeceeD O Acceleration.,...cesee Ce home Rr ee ot ee 8) 1 Fairing Jettison..... scene em seer eneeeeeeteeceserell NNNNNNN ad ee he a MMMM hh A Ph Po . INSERTION Spal POS TSEC O ea are b10 Sie ee ie FO ee OS we Oe Se a ee LO 5.€ 6SECO ‘plus: 50 SeCOnde isso a Necee sca Noew ees Cenewee Ll GONEDENTIAT 15.0 TRAINING Gemini Mission Simulator...ssccescseceees et85 DCPS (Launch abort simulator) .ecoesseeeeeslGl MAC Engineering Simulator...sccsseseeeessel9l Translation and Docking Trainer..eecseeee 192 Planetarium..sccccccsscccssscsscccccsvsensl gs Systems Briefings.ssccccccccscccccccccesessl 94 Flight Hxperiments...scscssscsccccccesses el gS Spacecraft systems tests..sscccrcccceressst0e Egress training. ..cssccesessccscccscseessec04 Parachute Training ccccecsssessssecneceeee209 Launch simulations...cesscsseeseeeeeseees 5206 Reentry simulations.....ccccsscceccseeees e206 Simulated network simulations...sseeeeese e206 Network simulations..cssccccessccsccesees 206 Flight Plan training. ..cccccsccseseesevsssQ0] CONCLUDING COMMENTS «caccccccscsccsseescnssescesesc08 7.0 8.0 9.0 10.0 GONFIRENTIA LANDING AND RECOVERY * * ££ # © # Pro OA nAUP whe HO * 2+) ~~) ~J +) 4 I 4 I ABiiyal. (7 PORE ee eT ee eC TE Re Ie pe arte! a Ga. it ee ee ee eer es mre Ire area Gfojwint stages: ros) 6\ — eee ee eee emer ere eRe Seer ery Peeks Systems ConLimuratlonscasreseeesseeereoseveneeen ede Spacecraft Bp Ley LAE ele tet etn ove elin wa reverere\eve\ara\aiaiacaleca ia ateiatacate Oot Postlanding DEEP OL TS So ace maa a eacecesemacnn a emeeanOe COME OLE soita wen iinsi0 ae em oi ae epee aa aC EE 3 Recovery Force PED bt: [1 10-2 PR, ee ST Te or Pe A Nee a Wier arn satin Acai R RIE ER Iacesecwell pee e eo Survival et: ne re eee A ee Crew Pick EE sw cncxscas tte msn cac once ace rerarmce aincn arene tee eee SYSTEMS OPERATION Platformessccccncccccsuccvcsescvscssasccnsesesesc0h CAMS caceenweareeseeseen sen eee enanemewes weaneecea eG FE ca was ace iow see ar ew me aN Se nO Sect ncet eR CNSN NEO Lere REM TET 1 Sts Pe En ee ee ee Te ee ee ee ee re Eo) COMMITTED GT ONT a oie ee ew sae se coin eee rece ee ae oe 08 aoe cae PEGGLE ere coiie ecis cass coca ree ae ee eer esa te8 ee wee ieceleie eee CAB Oar a COMB G CB acc ace ca wien iecwcereceee nie wiece erereceece ee lecetecee to Csi aU ee TNs le cacao cee acernsnunsn ie cance; erage deseiwre ei arate BO Ce ace o tase ote Care tw Wee ian cow cw tees wai seeiaintecel enermeegecece ciao) OPERATIONAL CHECKS 9.1 9.2 9.3 Apollo Landmark Investigation... .ccsccseseecevnsslee Cabin Lighting FEET Nee pains erarercpieserayalenni arate tanec tec eee te eee TIME EA A. Oecacatal eteeteiet states areve-a aera ernie eee lasalatein-arecare sie etext ener VISUAL SIGHTINGS 10.1 10.2 10.3 10.4 OPE OWT ale. «0.9.0: eonin nih ocave vacey nin eve pace, ninieleieia pth ocaecetereelatl aL FOWST OG: TELA RT on b:<iep ace sece mn ae eye ece ececa eee eee aces eee od Orbital FlAGht.cccoccccvevcecsesncensovseuncegel se RECT a iaye'siee.6ey0 lb 0 8 46:00 08. bebe Aes dyeiwae ecealeeceee awk IO P cial . © 4.0 5.0 6.0 3,5 THsertion AC Hal Gis pescesseswewsietercomecaemwenrelD 3.4 Post Station Keeping. .ccivecscrgncctoceesesweceed | ORBITAL PEDGHT acecetas eis Woe Sele See See Nee ae eee LO RETROFIRE Bal T7200 Power Up and Alignment Checklists.......32 pres T-26 VG UB iy a-alewseew nee eee Cees Ce aE OD 55 T,75 GMT Stop CLOG eeeceae wie wie wie eee aoe eee a4 54 Tye Dba eee e eee cence eeteeenersseeseseesseeseee cod a5 7 es aeiieeeeReUN ave eSR EG BPRTEKESTRLERe ete Soeca Ge teeNNTEAreCetbueceraIe EL R 5.6 Tp Oececeseseceesenscsessccessececcscssesessense dy 5a 7. Retropack TERCisS OM. sews ee wwe ere eww eee eee BB CoM COLON Ge eiciececaceee cote ee ere sete eee mia ee are reece GL BO UPd a BF ca eareserewrew ewes on eet ate ee were tee emisze ewe hel: 5.10 Post Retro Jettison Checklist..ccccccccsunscseasde REENTRY 6.1 Reentry Parameters Update...ceccsccccscccccsseesG2 6 2 400 | ee ee ee a ee sot § Acceleration Profil@sscccencavsencecessessseveeed 7 4 Spacecraft COP BO: 6 acaese cate ieeter et niae wierececerceveeraiecmeraete , 5 100 Ki vccccccccercornecesccesecesenseseeeeseeessdG 50 1 oe ee ee ee | 3S KB CHGS So :ccecesecereis nee ie cease ace rnie a tecae sein aiesnie weed Comma Ca GS sie aceca cece cecniecacece acececmeraere sce cee cereale 2G Ki Cie G1 1S baie eee sores aceecea ae eae ee en emieaendle ee AAI thot anetat ater eStnxat ccetelatetatelateheretercteisiere aie etereteletareretserersts si 6 Postlanding Chee tats ..0:0-ce cree seas censmceemes ee “CORFIBENIIAL 11.0 12.0 13.0 KAPERIMENTS 11.1 11.2 11.3 11.4 11.5 11.6 see 11.8 11.9 11.10 TL .it 11.12 ga Celestial, Space, and Terrestrial Radiometry (D-4/D-7) wccccsccssccssccccccssccsccesssessel40 Star Occulation Measurement (D-5).....s+e0+0146 Sinple Navigation (069) secenecnewcaeececennldd Visual Acuity and Astronaut Visibility and Vision Test (M-9)....ccccccccescccssece el 54 Synoptic terrain (S-5) and weather (S-6) DHOTORPA DAY 0-0: 5ie.s wae oie ececece eresece ecw iota vera ecaecenee eek OE Proton Electron Spectrometer and Tri-dAxis Flux-Gate Magnetometer oe and MSC~3)....160 Optical communications (MSC-4)....sseeeeeeeelbl Landman CONDTART. csc es vas eeenweneseaearere LOD Cardiovascular reflex conditioning (M-1)....166 In-flight exercises (M—-3)...ssesceeeseeeeeesl67 In-flight phonocardiogram (M-4) and In-flight sleep analysis (M-8).....seeee0000167 Bioassay body fluids (M-5) and calcium balance study (M-7).ccesccesssceeesel68 MESC6L] S16 OE wis :0 0 se ace casa aieiceerea ern ee ecelanaieaaetnw Pe PREMISSION PLANNING 12.1 12.2 12.3 12.4 1245 Mission Plan (trajectory) .seccceseeecesseeeelT5 Flight Ts ree aa Spacecraft CHANESG «00: ce cnaeeaeieeeeseseweaaen fo Mission RULES es a:yeceiese eae eae ea a aera eel T EXPOPIMGHthceveveseereeeneeneeeseeneaeeeneaely | MISSION CONTROL 13. 13,2 13.3 13.4 13.5 13.6 Go/NO GOES seieees:08 88 nee Re eee eawaeae eee lye PLA and CLA UPAStES ccc ceeesnneeeweee week 9 CONSUMED LOS a6 eae 0i aa 6w' SSeS RTS SCRE SSSR TRS 80 Flight Plan CHAN PSS paces eo Neie ede Ce Wake eee LOL SYS EOMNS cas ewieelee ae a aele OM WWE eae WER ESS elses LBS Experiments real-time UPdAteSsscacesacesesesldd Borman Lovell Borman Borman Lovell Borman Lovell Borman Lovell TOMRBELAT 1.0 COUNTDOWN 1.1 Crew Insertion I have no comment. I thought it went very well. Likewise, no comment on crew insertion. I think we got quite a bit done. It was very orderly. Timing was good and it was done properly. 1.2 Communications Communications were good. JI had no trouble at all. I had no trouble with communications in the cockpit or the spacecraft, but the communications in the van from the suiting area to the other area are rather poor. Maybe we should try to get that improved sometime. 1.3 Crew Participation in Countdown Again, I think they have been used on 4 or 5 launches, and I thought they were fine. Right. Countdown procedure and crew participation is just what you expect now. 1.4 Comfort Comfort was fine. No problems? No problems for comfort, but I was surprised when I got in the cockpit, because there was a lot more there than there was when I got in it for the stowage review. But, it all turned out for the best. No problems. Borman Lovell Borman Lovell Borman Lovell Borman Lovell Lovell Borman CONSE: 1.5 ECS ECS worked fine. We had no trouble with ECS at all during prelaunch or Launch. That is true. The purge was a lot slower and it was just perfect for the final countdown. It was too fast for the SIM Flight, which we went through, and I got an ear block— age. For the countdown, it was just right. Very slow. 1.6 Sounds We had been well briefed on all the sounds: the gimbaling, pre-valve, and erector. As a matter of fact, when the erec- tor started down there was no sound. We had been told that probably there might be a clanking or something. I heard nothing. All I saw was the sky. 1.7 Vibrations Vibrations. No comment. I had no problems. Is this liftoff vibrations? No, this is countdown. Vibrations of the spacecraft during countdown. No, nothing we had not heard before. 1.8 Visual The windows were perfect. We had no fogging. No fogging. CONFDEMEAL Lovell Borman Lovell Borman Borman Lovell Borman Lovell Borman Lovell Borman CARINENTIAL The windows were heated previously as a result of 5's pro- blems, and our windows, I thought, were perfectly clean. Didn't you? Right. 1.9 Crew Station Controls and Displays No comment. Exactly how we had planned it for months. Exactly the way that we had seen it, and no problems. 2.0 POWERED FLIGHT 2.1 Liftoff Cues Stoney came in loud and clear, counting the countdown. Came in loud and clear. We knew exactly when it was, and I for one had absolutely no question in my mind when we lifted off. It felt like I had been tied back, and someone cut the string and there was a slow but definite acceleration at lift-off. I thought you could just about put iP COMM, Vibration, and noise together,because the motion,vibration, and noise all contributed to a definite knowledge that you were going someplace. In other words, what you are saying is that you had no pro- blems determining lift-off. No, it went. Okay vibration was nominal during lift-off. Again, perhaps Lovell Borman Lovell Borman Borman Lovell Borman Lovell CONRAIL it is because we were so well briefed on the simulations we have run, but I had no problems. There was a little more noise than I expected, but a little less vibration, Jim said there was a little more noise than he expected. Even so, it was not oppressive, or a problem at all. Visual. I did not have any visual cues. I was watching the instru- ments. What about you, Jim. Did you pick up any? I had the clouds, and there was a visual cue. Just normal cloud cues. Cockpit displays were good. The fuel pressure and oxidizer pressure were nominal the whole flight. Just perfect. 2.2 Roll Program The roll program, was so short it was almost like a spike. We hardly even noticed the roll program. Did you Jin? I did not notice it at all. I heard you call it out, but I did not notice it. I called it out, but we only rolled,I think, about 2 or 3°. 2.3 Pitch Program The pitch program started just as in the simulator, which is very accurate on this. It looked exactly the same on the ball, and there was no problen. The pitch program for the RGS followed exactly what the IGS “CONFBENTLAL was giving for the entire launch. The needles were just matched perfectly--nulled. I did not see any unusual attitudes that some of the other people commented on. 2.4 Aerodynamic Borman Again, we had had this described to us many times, and it seemed to follow right along. In the maximum q region we got some vibration and noise, but after we got through maximum q it was just like going supersonic in a fighter. You just slip through, and from then on it was just like riding on a train. Lovell I don't think it was bad either. 2.5 ECS Lovell Pressure went up to 5.5 in the initial stoppage, and it slowly leaked down to 5.1, and stayed there. Borman I was cool during lift-off. Lovell I was too. Comfortable. Borman Comfortable. I mean cool in the sense that it means comfor-~ table. Of course we can not very well comment on the cabin atmosphere because we were sealed. 2.6 Maximum ¢ Borman We have already discussed this. There was some noise build up and some vibration, but nothing to worry at all about or even discuss. -COMHBENT AL 2.7 Wind shear Borman Wind shear. I did not notice any. Lovell I did not notice any wind shear either. Borman You could not see any on you attitude gauges either, could you? Lovell No, that is what I mean. Borman The attitude gauges stayed pegged. Right? Lovell They stayed nulled throughout the entire flight. I was amazed at the accuracy with which the RGS was following the IGS program. 2.8 DCS Updates Lovell Came through on schedule. Borman No problem? Lovell No trouble. Borman Have any trouble punching the light? Lovell After the second update, about 2:23,the g's are too high to let you punch off the light. So, you have to wait for staging, and then punch the light. 2.9 Engine 1 Operation Borman Engine 1 operation, I thought, was normal. But I did notice a slight hint of a POGO around about, I would estimate, two minutes. The slightest, faintest hint. I do not think Jim even noticed it. es eee Lovell Borman Borman Lovell Borman Borman Lovell I did not notice any POGO. 2,10 Engine 2 Status It seemed to me that from about 4 minutes and 30 seconds to around 4 minutes, the noise and the feel was a little bit different than it was after that, as if it was vibrating a little bit more. But this was sort of, again, a sensing type thing. The instruments were all nominal, and it may have just been me. I certainly can not complain about the operation, 2.11 Acceleration g's Any problems, Jin? No problems. They were pretty nominal, weren't they? I could not see the g meter. They were right on the money, And, of course, the g's we have are all experienced in the centrifuge, and so on. One thing, when the g's dropped at staging and at SECO I had no sensation of tumbling and no sensation of disorientation. Nothing at all. 2.12 POGO I've mentioned that I detected a slight hint of one that was so small we cannot even really discuss it. 2.13 Guidance Initiation We had a guidance initiation. It was in the form of booster HCEMIIDENT AL Borman Lovell Borman Lovell Borman Lovell Slayton Lovell 7: " r yaw deflecting downward, more so than booster pitch deflec- ting. Booster pitch deflected slightly to the right, indi- cating, at guidance initiation, a booster—-high trajectory. But, they both came right back to null just after guidance initiation, and that was it. We did not have the feeling that we were lofted, and then a sudden pitch down. No, there was no change of booster performance at all. It was just that the needles deflected at guidance initiation to say that we had guidance initiation, and after that they nulled and stayed that way from there on. 2.14 BECO At BECO, the whole spacecraft was engulfed in a red flame. I noticed that out of the corner of my eyes. Jim, you probably had a better view than I did. Yes. Flames came up the side there to the window. There was a definite, very brief instant of it, probably in the order of milliseconds, but it did envelope the space- eraft and I, in my ow mind, wonder if this is not the place where we are picking up some of the smudge on the window. 2.15 Staging - Well, I did not notice any smudge at the time of staging. You did not notice any? I did not notice any. Of course, things were going pretty fast. I did notice it after we got into orbit, but not at “SONFHBEN HAL Borman Lovell Borman Borman Lovell Borman Borman Lovell Borman that particular time. 2.16 Engine 2 Ignition Again, it is so well simulated that-- It is very smooth. It is very smooth, and away you go. 2.17 RGS Initiate Well, we have talked about that, Yes, that is what I was talking about back previously. 2.18 GO/NO GO GO/NO GO. Houston, on the ground, came through great. We got a GO/NO GO before the 30 seconds we were waiting for spacecraft separate. So, we knew we were in good shape before we ever had the possibility we would have to burn. Of course, we also had the IVI's onboard and they are very good also. 2.19 Systems Status The systems were all great. No problem, during powered flight. We got two delta P lights. Oh, yes, that is right. We are talking about spacecraft systems. We got delta P light on BECO in the first stage that went off at staging, then came back on during second stage flight, and then the 10 Lovell Borman Lovell Borman Borman Lovell Borman CONFBESTIAL Section 2 delta P light did not go out and it was... No, Section 1 went on and out again during the flight. It went out at, I think it went out at SECO. That is right. But Section 2 came on and we saw that one for the next 14 days. 2.20 Acceleration Acceleration during stage 2 was right on the money, right on the program. I read off, I think it was about six and a half g's maximum, We read this off after SECO. 2.21 Fairing Jettison Fairing Jettison, I did not even hear it. I was concentra- ting on the horizon, trying to get set for turning around. Jim jettisoned the fairing and punched the Spacecraft SEP. I did not see anything or hear anything. I saw debris and heard it and had a definite knowledge that a squib had gone off. There had been an explosion. 3,0 INSERTION 3.1 Post SECO Maneuver controller was easy to reach. I had it out, and there was no problem. It came out and was ready to go. Attitudes and rates, there were none. The thing was as solid as a rock as far as I could determine. I was watching ¥ Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell the horizon, and the attitude remained constant and the rates were so minimal you could not even pick them up. I noticed no transients, we experiemced MO .ssaaeesaee &9 far as I know that was discernible. Did you try to damp out the.. There was nothing to damp out, Okay. In fact, I did not use the thrusters at all for that. It just sat there. 3.2 SECO plus 30 seconds I have the IVI readings on a card. Do you have those cards that we took off? Yes. I am sorry. We did not get forward-aft, left-right, up or down because they were so quick, and I was trying to get the camera. But it was 17 in the fore and aft window, 13 in the left-right, and up and down was 20. What do you mean, you did not get them? They are there. No, I did not kmow aft or forward, or left or right, or up or down. Oh, I see. I just saw that they were so small that I just wrote down the mumbers as & wa. 12 Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman “CONPFIBENTIAt 17, 30, and 20. There might have been a 13, 17, and 20... About what the numbers came up with. Spacecraft separation. We separated with minimum delay be- tween thrusting and Spacecraft SEP. Jim actuated the space- eraft separation. I did not hear the thrusters firing. I could not hear thems; and I did not even hear spacecraft separation, but -- I heard Spacecraft SHP, but I could not hear the thrusters firing. But you told me you were firing the thrusters—— I said thrusting and SHIP Spacecraft and we did it and away we went. I thrusted for about 2 seconds. Almost immedi- ately, as soon as we had finished thrusting, I started a yaw right 180°, and the rates were right around, I think around =--Of course, you should be able to pick this up off telemetry, but I would estimate they were 3° to 4° per second turning sround. As soon as I had the booster in sight, I thrusted back 5 seconds. This is the way we tried in simulations, The simulations in St. Louis were excellent. Turned out that was the best technique to use, 2 seconds for the 2 seconds forward and a 5 second return. We turned around and there it was, bigger than the devil! At that distance there was no problem staying in there. Now, I did have some problem because the booster was bending SORABENTAE 1 so rapidly. It was tremendous. It looked like one of the autogenous lines had been cut. I guess it was cut with a pyro, and it was really bending and this was causing it to translate as well as rotate. And in order to stay with it, I was having to use quite a bit of fuel; although it was certainly a nominal task. I also went through several con- trol modes switchings. I started out im PULSE and I could not get around fast enough, so I went to DIRECT and then slowed it up in RATE COMMAND. Slowed up the direct rate I was using with RATE COMMAND, and left it in RATE COMMAND without using the hand controller for a while. Finally went to PLATFORM, When I went to PLATFURM, we had been off to one side of the booster. Ween I-went to PLATFORM, it yawed me back around, and I lost sight of the booster. So we went out of PLATFORM: and flew the rest of it in PULSE Mode using the reticle on the horizon for stabilization and using the maneuver controller for thrust. This is all on onboard tape,;incidentally. The air to ground communications, throughout the flight were superior. Lovell I was really amazed at the communications, especially the primary station. The UHF was outstanding. Borman We have already discussed GO/NO GO. They came through loud and clear before we ever SEP spacecraft. We had no need for -6hibecay 14 Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell @ velocity correction. As ea matter of fact, right now would be a good time to men- tion that address 72 read -- Nominal was 25 804 and address 72 read 25 804, Can you imagine that? Right to the foot! 25 804, I could not believe it when I punched it up. The orbit quantities were given to us, I think, by Bermuda. Of course, at this time we really were not interested in them, although they were sort of nice information. We had a GO/NO GO. It was 87-178 -- the initial forward quantity that was called up to us. Thea MDU readouts: Jim read 72 and when he saw it was 25,804, we had a GO/NO GO from the ground. I do not believe you even read the rest of them out, did you? No, I did not bother reading out the rest of the addresses 94, 97, 52, or 73, because I saw the 72 nominal. I saw the IVI's were right in there so we did not bother reading out anything else. Debris .I did not notice any debris. I notived debris. I was looking out at Spacecraft SEP and Jet Fairing, and noticed debris. I also noticed debris be— tween the spacecraft and booster when we first turned around. CONADEMTAT Borman Lovell Lovell Borman Lovell Could you identify any type of the debris? No, pieces. That is all I could tell, 3.3 Insertion activities We followed the regular procedure. We did not have any problem with safing our switches. No problem. I did not even stow my D-ring at insertion. I was too busy trying to stay on the booster, and I did not get it stowed for the first orbit,I guess,or half an orbit. What we planned on doing was getting pictures of the D ring. I got the bracket up at staging, and I actually had a minute after guidance initiate to reach back there and get the bracket and stick it up. It worked out very nicely before the g's started building up again on second stage. The bracket was up and in place and no problem at all. Then at SECO, I went around to pick up the camera, because we had the camera, stowed where the Agena control box ig )coated » I managed to get the camera up, and it was already plugged into the electrical wire. All I had to do was turn the auxiliary switch on, put it on the bracket, and push the button, and it started taking pictures. Just about that time, Frank mentioned he was going to start thrusting pretty soon so I had to go back and punch off the spacecraft. Then I read up address 72. So, I hope the pictures come out. 16 Borman Lovell Borman Lovell Borman _— We were looking right into the sun; I hope they do too. The drogue pins were no problem. Jim got them, but again, not until well into the first orbit. As a matter of fact, I pulled my own yesterday morning there. The problem is solved; I think they are easy to get to. Yes, They are easy to pull out. I think that we have covered station keeping with stage IT booster,partially. I will mention that the booster, being without attitude control, translating also with this im- pulse it was picking up from the venting, is definitely an order of magnitude more difficult than station keeping with a stable vehicle like Spacecraft 6. First of all, you do not have anyone controlling the thing; you do not exactly kmow where it is going to go, and it might translate because it is venting and has a slight thrust. I know a couple of times we got in a little too close and I backed out, because you just do not dare get as close as you do the way this thing is spewing. We got a real good picture, a good look at the nozzle. I thought that it looked like the nozzle was bent in on two places on the booster engine. It looked like the nozzle, the ablative skirt had been bent in. But then, it may have been just a Lovell Borman Lovell Borman Borman Lovell -CONFIDENTAL 17 shadow, because the next time I looked at it, it looked just like a new engine. The booster itself had no apparent da- mage. The only thing we could see was this big spewing where the venting was coming from. I did not see any vent- ing from the roll nozzle at all. Did you? No, the venting came from some line right along the bottom edge, near the engine section of the booster. That is right. It was a line of some sort that was open, and fuel was spewing out of it. IT hope they got the data they wanted on the D-4 and D-7 teeter? aft was,again,a very uncomplicated maneuver, one that we practiced many times, and it worked just like it does in simulation. Had no difficulty at all. The lights on the booster worked fine. 3.4 Post station-keeping We did not do anything with stowage on the first orbit at all. D-ring, Pins I have already mentioned, we did not get those in at all. Arm restraints went down at 55 seconds. Belts. We did not even loosen them until after we had done D-4, D-7. The life vests we left right on the harness for the entire flight, but the harness did not stay on us for the entire flight. “EF ONEREN TAL 18 Borman The sequence light test, This was done after the first orbit. We really had this insertion checklist in two phases, one at insertion and then one after D-4, D-7. 4.0 ORBITAL FLIGHT We have already discussed the station~keeping. That is no problem. I think the situation that we used, going off with about 2 sgeconds--2 to 3 seconds--and thrusting back with 5 seconds while you are still on your side getting back to the pooster as quickly as "possible,solves the problem and takes a lot of the orbital mechanics out of the situation. I hope the film comes out. The one thing that did make it a little difficult on this one is when we looked back, we were looking back into the sun, and the booster was right in line with the sun. It was just like flying formation when the leader makes a turn, and you are down-sun. It is dif- ficult to see, and I tried to move off to one side and swing around and look a little bit more to the north. I think it was north. I guess I was trying to look to the south where I could get the sun out of my line of sight. I also had a cut-off on the booster at station-keeping at 88% fuel, so that at 88% fuel we were already in darkness, al- though we had not reached the time for the D-4, D-7 separa- tion which was to ocour at00:25.1 think it was about 00:23 or -CONABENTAT- Lovell Borman Lovell Borman Lovell Borman -CONFIDEN FA 19 0021. So when we reached this limit and we were in darkness, T went ahead and separated, thrusting down. We actually separated earlier than 00:25. We actually separa- ted at 0Orzl. That is right. So we separated because we were in darkness and because we had reached the limit on fuel. We had been in darkmess for awhile. One thing I did notice was that the docking light was not particularly helpful on that stage of the business. I guess it is because we were not close enough to the booster. We tried but the docking light just did not work. I suppose because again,we were looking at a lighted horizon with the docking light, and it did not work as well as it did later on with Spacecraft 6, The booster measurements went off. Wegot indications on the needle,on the measure-— ment needle.. The recorder did not get on until 27 minutes. That is a guess. I am not too sure, but as I understand it, they had live transmissions up until that time, to Bermuda, and An- tigua, wherever it is, so we were okay there. The booster measurements were normal. Again, the simulator was perfect for that. The lights. Jim McDivitt had made some comment about not being able to judge distance hecause 20 Lovell Borman Lovell Borman CONFIDENTIAL they only had two lights on there. We had four lights on and I will be darned if I will try to judge distance by four lights or fifty lights. You have got to have illumination or you have to have a stable vehicle. You have to have something that illuminates the vehicle, not a light that flashes because you cannot tell from a flashing light. Especially on vehicles rotating. I do not think that it is possible to control them. You have to have a controlled vehicle before you can judge distance from it, as far as I am concerned. The GO/NO GO, 17-1 tT. were no problem. We ran through the platform-off post station- keeping checklist just the way it is listed. Yes, that is where we caught most of the things. That is where we caught most of the things like outtier the D-ring away and the drogue pins and so on. Only one time in flight did we require attitude control fuel to change attitude for critical delay time playback. There was no problem. Communications, as always, were superior. The D-4/D-7 Void Measurement was again no problem; just lined up on the black and ran for two minutes. Purging of the fuel cells. This is the first of a long-- Lovell Borman lovell Borman Lovell Yes, but we did not do it then,did we? Did not we wait until we powered down and then waited two hours? That is right. This is one of the things that they had in the flight plan that we asked them to change because -- Yes, we did not purge the fuel cells then. Originally, this came right after power down and all of the fuel cell people recommended that you purge before power down, or wait until two hours after power down. So we did not do it at this time in the flight. This was changed. D-4, D-7 star measurements. There was no problem. The stars were well selected, and we were right on them. Right Jim? Jim copied down, on the procedures book, a check where we got the maximum return on the needle. D-4, D-7 was a well organized experiment as far as Brentnall keeping us hopping about what to do. I will have to admit that. 21 22 Eorman Lovell Borman —iF He did a very good job. We kmew just what to do. We had all the equipment with us and everything went very smoothly. MSC<2 end»% turned out to be not much of a problem because at about the seventh day we turned it on and left it on for the rest of the flight. The Berigee Adjust Maneuver. Jim made the Barigee Aijust Manuever. We did it on stars with- out a platform. I was timing for Jim and I think I fouled up. We planned to use a perigee to 102 miles, and I think we wound up with about 15 feet per second too much, It seemed like about 117 miles. One of the reasons that was causing this was we had come back into the vicinity of the booster, and just about midway through the burn the booster venting that was still occurring suddenly lit up, became lit up. It looked like we were flying through a lot of foreign objects or debris. I was afraid that we were going to hit something. At the same time this trailing wire came forward and slapped the spacecraft. That is where I stopped. Yes. After we had stopped and it hit us, I looked down and got confused and said,"No, we haven't burned enough". ‘So we burned for about five seconds more. We had a trail- ing primer cord that would flop around and we didn't know what it was at the time, but it came forward when Jim stopped burning and flopped on the spacecraft. It made a * » = Lovell Borman noise and I thought we had hit some of the stuff that was spewing out of the booster. I wasn't sure that it was just fuel. I think the growmd people thought that this wire came for- ward because it had gotten in the way of the thruster fire. It definitely came forward after I stopped burning, because I stopped burning and this wire came slapping forward. It still had the momentum, you kmow. It slapped right in front of the window. I think the people got the impression that the thing had hit a thruster. It hit in front of us, then we stopped burning. But we stopped ami then that thing hit and we added some mare because we were still at Spogee. The firstof many powerdowns was no problem We went right by the check list. Some of these switch functions in the space craft, particularly toward the latter part of the flight, , toward the 12th or 13th day-——-we were getting, I won't say lax in making them,but it seemed more of a chore to make these things right to the minute. Things like the BIOMED recorder and so on—-we lost interest in having them turned off on the second. We knew what they needed to be turned on and off for. We didn't do as good a job from about the 10th day on as we did the first part as far as making those right to the minute. 24 Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman As a matter of fact, why don't we get out the flight plan. I think we might have a lot of comments on it. Let's start from the beginning. The recorder was on at 27 minutes. D-4/D-7 measurements. The GET of measurement that the COLD IR was outside the two degree field of view of the booster was at 30:13, At 40:58 we had 84 % fuel left. We were right on the flight plan there. There was another GET of measurement where the spacecraft was lined outside the field of view of the booster at 38:00. We saw the booster for 2 or 4 revolutions after that. The lights were still working. We called it out and the ground got readings on this. The moon and booster were in view at 43:00. The booster and moon were in view and we might get an erroneous reading because we were almost on the moon. Here we have a note that at 2:42 the fuel cell Delta P light blinked off at 2 Bours and 30 minutes and then came back on. That is the section 2 delta P light. Okay, then as far as stowage goes, the M-1 cuff was turned on at 3:03, We put the bypass hoses on at this time alsc-- the ECS bypass hoses. Incidentally, they turned out to be not too much of a problem. They were very handy for the type of -GONEDENT AL Lovell Lovell Borman Lovell Borman Lovell Borman -C6NABENHAL 5 work we did without suits on. Right. We took the S/C out of the horizon at 2:08 to get gome measurements,as requested from DOD,after we measured the stars. This is after we powered down the equipment. We connected the bypass hoses at 2:32. ‘This was 2 hours plus 42 minutes. Crew status reports, We had 3 or 4 a day. 5:20 ,we started mpacking the meals. This is one thing that we had trouble with- oth left and right food boxes were jam packed. Fortunately ,we changed the lanyards, \e changed this during our stowage review, although it was difficult we got them out. Several of the meals had lost vacuum. Which made them more difficult to get out. Really you can't complain about this. The people did the best they could. We had an awful lot of food to store and we were able to get them out, We had several blinkings of the Delta P light during this period. It went out at 6 hours, a littleless than 6 hours, then came back on again at 6127. One thing that I wanted to find out about,and I still don't understand,is why we turned on the crossfeed valve right after launch, The FC 0, pressure was just on the minimm 26 Lovell Borman Lovell Borman Borman CeNABENT AL of 150 psi at launch, I called up Houston and said I would like to leave the " gauge in the FCO, position rather than the ECS 0, position. Chris said, "No, unless we really felt strongly about it, they would rather have it in the ECS Oo, position", So we left it there and after we were inserted and we were still with the booster, they came in with a recommendation that we open the cross feed. When we did, this immediately raised the pressure to 250 psi. The thing that was bad was that we had over 100% oxygen and we were down to about 100 lbs. on the FCO, - We agreed that we would fly at least 50 lbs. above the dome. So, I really didn't see the need for opening that valve although it didn't cause any problems. They wanted to pump up and make sure. It worked fine and we got right back up to 250 lbs. That ia one system that did work fine. The first 7 hours was pretty nominal. All throughout the flight plan we have notes that the Delta P light went out and came back on and so on. At 16:40 we sighted a satellite much lower and on a slightly higher inclination path than we were. It passed underneath us. It was so far away it looked like a sighting from the earth. It was just a reflection. We were very religious about the exercise periods. We got Borman Lovell Borman Lovell those three times a day with the exception of the last day and one other day when we got only two. I think this is a very good idea. It is difficult and requires discipline because the last thing in your mind is the desire to exer- cise. You get lazy very easily. We did a very extensive operation with the bungee and also isometrics three times a day. They were programmed 10 minutes. I think a more realistic one would be about five minutes, three times a day. I did 60 pulls on the bungee cord with both hands, 20 with each leg, and then ended up with 10 with each arm on the bungee cord in addition to the few for the crew status reports. I did 60 pulls on the arms and 60 on each leg and it didn't make any difference. I could have done 20 on each leg and would have probably been better off. At 45 hours Jim started taking off his suit. During that first 45 hours our noses were clogged and stuffy, owr eyes were irritated, the cabin was hot; it was miserable. As soon as Jim started taking off his suit, the cabin even though he was out of the suit and I was in, got better than it was with both of us in our suits. I didn't realize it was that long. We were almost up there two full days before I started taking the suit off. a 28 Borman Lovell Borman Borman At 49253 we got a picture of Houston with the 250 mm lens. I hope it comes out. Okay at 69:40 we did a Pertgee Adjust Maneuver, Delta V 12.4, 16.5 seconds, and came right on the money, using the stars, no platform. I don't think that there is any problem at all with the proper stars in making a& gross adjustment. I think it was an excellent idea to do it without a platforn, it takes two people. One person times and the other person burns on the star from attitude. Both people check the attitudes by looking at the star charts and getting the updates. Then making sure that the S/C is alined right and the reticle is up to get the accuracy pretty good. After that, once you get it set in your mind what you are aiming at, one guy is in the cockpit with the watch or event timer and clocks it. The other guy has to look out the window because you can't go back and forth. If you look in the cockpit at the watch, you can't adjust to look out for the stars. So it takes two people for that. I think you can do a good job without a platform. I do too. There is one thing that was a pain in the neck, and I hope they get some good out of them, were UHF and the HF tests. That was an hour and a half transmitting every five minutes Borman Lovell Borman and having the HF/DF on. I'm not sure what kind of data they got but I hope they got something. The first one we had to do on the HORTZAN ScAN3; it took some fuel and I wonder really if it was worth it. At about 166340 we noted our drift rate picking up and we finally determined this was from the water boiler venting. It resulted in a left yaw rate and this continued periodi- cally throughout the mission. It certainly would not be objectional if we had fuel to counteract it. During a night period, in which we didn't do any attitude control at all, I timed the rates during the 13th day, and when we woke up they were about 7 degrees per second. I timed them around the horizon and came up with 7 degrees per second. About the only thing you can say about it is that it requires fuel to stop it. It occurs primarily in left yaw and left roll. There are two things in the S/C that causes the yaw left for some reason. Gus first noticed it and I think it is characteristic of the S/C. One is the water boiler and the other is,every time you turn off the power it fires two thrusters that give it a left yaw. The same two all the time. We tried to beat that ever way we could. Every time we 50 “CONFDETAL shut down, we put it in e different control mode and it still fired the same two thrusters. Every time you turn off ACME bias power it would go”™boop," 'thoopy just like that. Every time we were without attitude control for extended periods we ended up with a left yaw and a left roll. Finally at 191348 we got both crewmen suitless. That was the best decision in the whole flight. The performance of the Cryo bottles was fantastic. Lovell That was one thing we were worried about. The hydrogen pottle I thought was never going to last. Forty per cent of the hydrogen bottle was still left at the end of 14 days. One thing I wanted to try was to blow the squib. Remember they said "Did you blow the squib?" I forgot about it. Just prior to retro, I wanted to go over there and blow that squib that opened up into a vacuun. Borman It would have taken several hours for it to do any good. Lovell Yes, I know, I just thought maybe we could hear it or something. Borman One thing that cropped up more and more as the mission progressed, it seemed to get worse as it went along was the fact that things were caicelled because of weather. We picked up large areas of clouds over the U. 5.-and over S. ON EES Hat Borman Borman Lovell Borman Lovell Borman America. About the only area that stayed clear was North- west Africa. A lot of the experiments and a lot of the Apollo landmarks were shot because of clouds. On the 6 launch, the second time, we were able to track it. We were not able to pick up lift-off because of clouds again, but when it got to the con level, above the clouds, we were able to pick it up and we tracked it using IR until we couldn't see anymore. Even above the con level I think we were tracking the exhaust from the stage two en- gines using PULSH mode. I hope we got some good data on that. At 266:16 we really got colds the suit inlet temperature dropped below 40 degrees and we started squirting water out of the suit inlet hoses. We informed Houston about this and they determined that the water boiler had frozen up and they recommended a procedure to clear it. We did this with Gemini 6 watching; essentially it involved putting the radiator to BYPASS and changing some switches. Evaporator heat on. Put the evaporator heat on and setting up to 10 degree per second roll rate. That's the picture you saw in the movies. It actually threw a lot of fuel out and a lot of water out. It left a glob of ice on the side of the S/C, about 10 euuneemmeenie: 32 Lovell Borman Lovell Borman Lovell Borman Lovell inches in diameter at the exit from the water boiler vent, There were only two problems that we really had. There were the Fuel Cells and the two thrusters. We also had a cold Spacecraft. Yes, that is when we had that water boiler problem. i Before that; the first time we woke up, it was 20 degrees colder inside. Oh yes, I'm sure what had happened during the night was that we vented the water boiler, used the water boiler. This is the day when we woke up and had such high rates on the S/C. We have all that in the cabin temperature , survey. The wall temperature was 20 degrees lower. It was just freezing in there. 5.0 RETROFIRE 5.1 TR-2:00 Power Up and Alignment Checklist We had a slightly different procedure as far as retrofire goes. Powering up for it took two hours. The power up and alignment checklist was called up from the ground since we had open circuited two stacks. We turned our main batteries on and the squib batteries back on at TR minus two hours. During the flight they had powered us down on the squib batteries and put in the bus ties about the last week of the Borman Lovell Borman Lovell Borman Borman Lovell Borman -CONHBENT AL 55 flight. We were flying with bus ties and fuel cells and no squib batteries. To conserve the squib batteries for the retrofire period, Right. Because of that configuration, and because of the fact that we lost two stacks, we had to modify our power up procedure. Right. Incidentally because of the fact that we had two degraded thrusters, 3 and 4, we didn't use the PLATFUR mode at all for this alignment. We aligned it all manually. The thrusters were degraded, but there was still enough in them to allow you to get fine maneuvers, fine control. I used less control by turning off the circuit breaker for thruster No. 12 and used 11, giving back thrust and this would give you right yaw. 5.2 TR-26 events At T=26 the event timer was set, we didn't read anybody because of our orbit, and we weren't able to start our event timer counting down wtil T=20. T=20 Read out from Carnarvon. . 34 Borman Lovell Borman Lovell Borman Lovell Borman Borman Lovell Borman Lovell 5.3 TR-5 GMT? Stop Clock At TR-5 Jim got the bug on the eight minutes, no problem. Yes, I got that okay. 5.4 TR-256 TR-256 Sequence light came on exactly on schedule. The digital clock never lost a second during the entire flight. We didn't touch it. We didn't touch that digital clock one time during the entire flight. That is the best instrument in the whole S/C, especially for this type of flight when you have a lot of updates and everything. Electrical was no problem. Control system, the RCS worked perfectly. It just worked beautifully. 5.5 OR-1 Retro attitude minus 20 degrees pitch. The ball had been aligned for two revolutions and it was perfect. If we had not had the ball, I would have been happier if we had retro fired in the daylight. SEP OAMS, as advertised. You hear it. Yes! You feel it slightly. That is right, and you even feel SEP ELECT, ORF DEAE Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman Lovell Borman SRSA 55 Yes, and you really feel SEP ADAPP. It felt like J had put in forward thrust at that time. Yes o It was really a good thud when we separated the adapter. Retrorocket squibs were armed at TR-30. Arm AUTO-R'TRO was actually done at about TR-1O. We did that a little bit early. The event timer was perfect. MDU, Jim got all the readouts and they were exactly what had been called up. Yes. There was one or two that the last digit was one nun- ber off, but that is nominal. We didn't bother that. 5.6 TR-O From the time we got the countdown at Carnarvon we really didn't tal< to anybody at all until we heard Houston at TR-10 seconds come in with a count through Canton. We didn't think that they were going to come in, as a matter of fact. No, we were wondering... That is a very poor place to retrofire. Canton had poor communications compared with the rest of it. But they came through that time. Yes, they came through. We really didn't need them because we had every indication CONFIBENTAL Lovell Borman Borman Lovell ee that our timing was good on-board. They did come through but not until TR-10 seconds. At TR equals zero the S/C attitude was 20 degrees down. S/C rates were easy to con- trol, but I thought that the thrust from those retro-rockets was high. I really had a sensation of being accelerated. Didn't you Jim? Well, it was different from what I had expected because we were so used to zero g flight. The only thing I could do was fly instruments, the needles and the ball. Trying to hold it right on the ball. I was very glad that I was in RATE COMMAND. JI had to con- trol it in RATS COMMAND a little bit, particularly on the fourth retro rocket. The first three went bing, bing, bing. Then there was a pause of about 5 a second and the fourth one went. The fourth one seemed like it was a little mis— aligned, I think it was left yaw. I had to bring it back. I would like to emphasize this. I thought those retros were really powerful, and that you were holding on to something that if you really didn't have good control it could get away from you pretty easily. But, I was sure happy to hear them go. Borman Lovell Borman Lovell Borman Lovell Sorman Lovell Borman shepard Lovell Bormen Love]] Borman Lovell 3orman 51 Control mode was Rate Command, and the IVI readouts. there- did you write those down? I have them here. We called them off and we have them, This is what I've been using. It was 29°, and 112. Apa % left. Yes, and 34 left. “What were the nominals? Tet's just make a note of what the nominals were. This is usually about.... They called up the nominels. They were 1143 and 296, Yes, “hat was 2 off from nominal, I reeell that....298 actual, and 112 actual, 298 aft and 112 down as the actuals. And 3 right. And 3 right. 5o we got in close to the nominal, and when you figure this out on our onboard charts you come up with a bank angle of 50 degrees. That's why I couldn't wnderstand the 75--well, maybe I'm wrong but let's take a look at this thing again. Let's go through it. All right. SHS 38 Lovell Borman Lovell Bormen Lovell Borman Lovell Borman Lovell That's a minus 1 error here, right? And a plus 2 error there, right” Right. Okay, so I went in here and got to a plus 2 error here, right? Right. Went up here to a minus, here's the zero mark right here, to a minus one error; where this thing crossed this things right up to here, plus 2, and by gosh, it came right out to 50 degrees or 53 degrees. They gave ue 55 degrees roll left, which is what the nomi- nal level was... I've got it right here. Fifty degrees and 60 derrees is what they gave us. Bank left 50 degrees and bank right 60 derrees. Yes. And so I looked up the chart and it said 50 dersrees as tre beck ud angles--everything was working just like a charm and then I went back here to the bank contour line to get out our down range deflection, and it was 1 or 2 miles, I° think it was, no, 5 miles overshoot; which was just about as close as you can hack it. And I thought oh boy, this as really, talk about nominesl reentry, this is the one * Borman Lovell Borman FOSD Rep Lovell rcsD Rev Lovell EON EDEN 39 that's going to be it, and then they came up with 45 degrees, 45 degrees, and I] misinternreted it; I was arguing with Frank efter retrofire and he says no, that's 30 derrees--50 degrees. 50 degrees. 53 degrees is what he's saying. Ue just wants to get it down to a little finer line. And then "renk called bock again and said, "No, it was 75 degrees," so I don't know what the story was there. Tre "NI as tar as the retrofire foes, it was no problem. It worked out fine, and I just Jike to have it, IT think. If you really were forced into it you could do it on rate needles, but you'd have to have a lot of confidence in your ability to hold it. T wouldn't want to do it with- out late Command; and again, I did it in Nate Command. T'm not even sure how much the thrusters were firing dvoring retrofire, Did you notice? I was watchine the bell, ard I ditn't notice. Did it light up the horizon vretty badly? It was really not too bed. But actually; ves, it did, it lit it uv ouite a bit, Okay. There was a point in the flight plan that they wanted the SRST at 40 Borman Lovell Pilot to evaluate the horizon for a night, no platform, retro. And the thing is this: you can turn out all the lights, you can get lined up for BEF retrofire, without e platform if you get the stars and everything. But once you start firing, you are going to have to use the rate needles, if they are working, to hold position, because you can't see the horizon any longer, because the thrusters do blank out any sight outside. And also, if you've got the lights turned up in the cockpit, so that you can see things; that means that you can't see outside. So, you have to go either outside to get cues, or you have to turn the lights out in the cockpit. And if you're going to use stuff inside, then you have the lights on. I would be hesitant to make a night retrofire without platform too. I think I would probably wait for a day one. 5.7 Retro Pack Jettison The retro pack jettison - Jim fired...the one thing here on manual fire, Jim fired the manual retros the way we always have. We fired in the way we always have, one second after TR equals zero, but we got an auto retrofire, Yeah, because the first one fired before I pushed the button. SONFDENTIAL—