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N A T I O N A L A E R O N A U T I C S A N D SPACE A D M I N I S T R A T I O N
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........... APOLLO 7 MISSION
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 MSC -PA-R-68-14

APOLLO 7 MISSION
3-DAY REPORT

October 25, 1968

Prepared by: Apollo 7 Mission E v a l u a t i o n Team

Approved by : //Bz-qd 4w L Y , Y
George M l Low
Manager
Apollo S p a c e c r a f t Program

NATIONAI; AERONAUTICS AND SPACE ADMINISTRATION

MANNED SPACECRAFT CENTER
HOUSTON, TEXAS
 The e v a l u a t i o n i n t h i s r e p o r t i s based
on p r e l i m i n a r y d a t a ; and t h e v a l u e s are sub-
j e c t t o change. All t i m e s a r e r e f e r e n c e d t o
range z e r o , t h e i n t e g r a l second b e f o r e lift-
off. Range z e r o was 15:02:45 G . m . t .
 The Apollo 7 space v e h i c l e w a s launched from Cape Kennedy, F l o r i d a ,
at 11:02:45 a.m. e . d . t . on October 11, 1968. Following a nominal boost
p h a s e , t h e s p a c e c r a f t and S-IVB combination w a s i n s e r t e d i n t o an o r b i t o f
1 2 3 by 153 n a u t i c a l m i l e s . P r i o r t o s e p a r a t i o n of t h e command and s e r v i c e
modules from t h e S-IVB, t h e crew manually c o n t r o l l e d t h e spacecraft/S-IVB
combination. A f t e r s e p a r a t i o n , a t r a n s p o s i t i o n and s i m u l a t e d docking
e x e r c i s e was completed. Phasing maneuvers were l a t e r executed i n p r e p a r a -
t i o n f o r a s u c c e s s f u l rendezvous w i t h t h e S-IVB. During t h e 10.8-day
f l i g h t , e i g h t planned maneuvers u s i n g t h e s e r v i c e p r o p u l s i o n system were
completed, and a l l major t e s t o b j e c t i v e s were s a t i s f i e d .

Almost without e x c e p t i o n , s p a c e c r a f t systems o p e r a t e d as i n t e n d e d .

All t e m p e r a t u r e s v a r i e d w i t h i n a c c e p t a b l e l i m i t s and e s s e n t i a l l y e x h i b i t e d
p r e d i c t e d b e h a v i o r . Consumable usage w a s always maintained a t safe l e v e l s
and p e r m i t t e d i n t r o d u c t i o n of a d d i t i o n a l f l i g h t a c t i v i t i e s toward t h e end
o f t h e m i s s i o n . Communications q u a l i t y was g e n e r a l l y good, and l i v e t e l e -
v i s i o n w a s t r a n s m i t t e d t o ground s t a t i o n s on seven o c c a s i o n s . A t e s t o f
t h e rendezvous r a d a r system was completed i n support of l a t e r f l i g h t s w i t h
t h e l u n a r module. Manual o p e r a t i o n of t h e s p a c e c r a f t by t h e crew was good.
Even though t h e y were somewhat hampered by head c o l d s and c o n g e s t i o n , t h e
crew s a t i s f a c t o r i l y performed a l l f l i g h t - p l a n f'unctions, and t h e photo-
g r a p h i c experiments were completed.

A normal d e o r b i t , e n t r y , and l a n d i n g sequence was completed, w i t h

a l l p a r a c h u t e s o p e r a t i n g p r o p e r l y . The v e h i c l e l a n d e d a t approximately
260:09:00 i n t h e A t l a n t i c Ocean s o u t h e a s t of Bermuda, with recovery co-
o r d i n a t e s of 27' 33' n o r t h l a t i t u d e and 64' 0 4 ' west l o n g i t u d e . This
l a n d i n g p o i n t i s approximately 7 n a u t i c a l m i l e s downrange of t h e planned
l a n d i n g p o i n t . The crew w a s r e t r i e v e d by h e l i c o p t e r , and b o t h t h e space-
c r a f t and crew were t a k e n aboard t h e prime r e c o v e r y s h i p , USS Essex.
 J

TRAJECTORY

L i f t - o f f o f t h e Apollo 7 m i s s i o n o c c u r r e d a t 15:02:45 G . m . t .
(11:02:45 a . m . e . d . t . ) w i t h subsequent o r b i t a l . i n s e r t i o n a t OO:lO:27.
The o r b i t a l i n s e r t i o n c o n d i t i o n s were a v e l o c i t y o f 25 554 f t / s e c , a
f l i g h t - p a t h angle of 0.00 d e g r e e , and an a l t i t u d e of 123.1 n . m i .

A f t e r t h e c o m a n d and s e r v i c e modules were s e p a r a t e d from t h e S-IVB,

two phasing maneuvers f o r rendezvous were performed w i t h t h e r e a c t i o n
c o n t r o l system. The rendezvous sequence w a s i n i t i a t e d o v e r Carnarvon
i n r e v o l u t i o n 17 a t 26:24:55, with t h e f i r s t s e r v i c e p r o p u l s i o n maneuver.
The second s e r v i c e p r o p u l s i o n maneuver w a s performed one r e v o l u t i o n l a t e r
t o e s t a b l i s h t h e n e c e s s a r y catch-up r a t e . The crew r e p o r t e d s t a t i o n -
keeping with t h e S-IVB a t 3O:OO:OO. A f i n a l s e p a r a t i o n maneuver from t h e
S-IVB was performed i n r e v o l u t i o n 19 a t 30:20:00.

The d e o r b i t maneuver ( e i g h t h s e r v i c e p r o p u l s i o n maneuver) o c c u r r e d

d u r i n g r e v o l u t i o n 163 over H a w a i i a t 259:39:16, with subsequent l a n d i n g
a t approximately 260 : 09 :00.

Table I c o n t a i n s a summary of a l l rendezvous and subsequent s e r v i c e

p r o p u l s i o n maneuvers. Table I1 c o n t a i n s t h e o r b i t a l elements f o r each
maneuver.
 3

SYSTEMS PERFORMANCE

STRUCTURES AND MECHANICAL SYSTEMS

S t r u c t u r a l l o a d s were below d e s i g n l i m i t v a l u e s f o r a l l phases o f

f l i g h t . The peak ground winds j u s t p r i o r t o l i f t - o f f were w i t h i n 3 k n o t s
of t h e s t r u c t u r a l r e d l i n e ; however, t h e measured launch v e h i c l e s t r a i n
d a t a i n d i c a t e d t h a t only 50 percent of t h e l i m i t l o a d s were encountered.
The peak wind i n t h e max q r e g i o n w a s 52 f t / s e c , and s t r u c t u r a l l o a d s
were l e s s t h a n 25 p e r c e n t o f l i m i t . The axial l o a d f a c t o r a t t h e end of
S-IB boost w a s 4.3g, compared with t h e d e s i g n axial l o a d f a c t o r of 4.86g.

A l l mechanical systems r e q u i r e d f u n c t i o n e d p r o p e r l y .

THERMAL CONTROL

Temperatures o f a l l p a s s i v e elements of t h e s p a c e c r a f t remained

w i t h i n l i m i t s f o r an e a r t h o r b i t mission. The command module a b l a t o r
temperature ranged from 3' t o 95' F as expected. However, t h e s e r v i c e
p r o p u l s i o n f e e d l i n e s were w a r m e r t h a n expected; consequently, t h e h e a t e r s
were not r e q u i r e d . The monitored temperatures f o r t h e s e r v i c e propul-
s i o n a d r e a c t i o n c o n t r o l p r o p e l l a n t and helium tanks slowly decreased
throughout t h e m i s s i o n . The " f r a c t u r e mechanics" t e m p e r a t u r e l i m i t s
were never approached d u r i n g t h e f l i g h t . The t h e r m a l e f f i c i e n c y of t h e
s e r v i c e module i n s u l a t i o n appeared t o be adequate based on t h e tempera-
t u r e h i s t o r i e s of t h e tanks.

No s p e c i f i c i n s t a n c e s o f extended temperature i n c r e a s e s were noted

d u r i n g t h e e n t i r e mission. Over t h e 3-hour p e r i o d of t h e s e r v i c e propul-
s i o n system c o l d soak, a l l quad tanks showed a d e f i n i t e c o o l i n g t r e n d .
This t y p e of response i s i n d i c a t i v e of what w i l l occur on a t r a n s l u n a r
mission when t h e v e h i c l e i s n o t i n t h e p a s s i v e t h e r m a l c o n t r o l mode and
t h e s e r v i c e module i s being c o l d soaked.

EARTH LANDING SYSTEM

The e a r t h l a n d i n g system performed s a t i s f a c t o r i l y . The crew r e p o r t e d

t h a t a l l p a r a c h u t e s d i s r e e f e d and deployed p r o p e r l y . A f t e r l a n d i n g , t h e
s p a c e c r a f t assumed a s t a b l e I1 (apex-down) a t t i t u d e f o r 8 minutes, a t
which time t h e u p r i g h t i n g system was a c t i v a t e d ; 4.5 minutes l a t e r , t h e
s p a c e c r a f t was r e t u r n e d t o t h e s t a b l e I (apex-up) a t t i t u d e . Operation of
1 4

t h e r e c o v e r y a i d s w a s i n t e r r u p t e d w h i l e t h e s p a c e c r a f t w a s i n t h e s t a b l e I1
a t t i t u d e . C o r n m i c a t i o n s were r e e s t a b l i s h e d and t h e f l a s h i n g l i g h t w a s
activated a f t e r the spacecraft was uprighted.

ELECTRICAL POWER AND SEQUENTIAL

I Power D i s t r i b u t i o n

The e l e c t r i c a l power system m a i n t a i n e d t h e ac and dc v o l t a g e s witkiin

nvminal l i m i t s except f o r t h e d i s c r e p a n c i e s d i s c u s s e d i n t h e f o l l o w i n g
paragraphs.

The crew r e p o r t e d two a c bus 1 f a i l u r e i n d i c a t i o n s and one a c bus 1

and 2 f a i l u r e i n d i c a t i o n e a r l y i n t h e m i s s i o n . The l o s s o f v o l t a g e w a s
ve;.:’fied by t h e onboard meter, and t h e v o l t a g e w a s r e s t o r e d t o normal b j
r e s e t t i n g t h e a c bus s e n s o r s . The occurrences were - 0 i n c i d e n t with t h e
cryogenic oxygen t a n k f a n s and h e a t e r s c y c l i n g OFF i n t h e automatic mode.
The only c o n d i t i o n under which an a c bus can be a u t o m a t i c a l l y disconnectL:d
i s an o v e r v o l t a g e being sensed by t h e a c o v e r l o a d s e n s i n g u n i t . A f t e r
a p r o c e d u r a l change w a s made t o p r e v e n t t h e f a n s i n b o t h t a n k s from cyc-
ILing OFF s i m u l t a n e o u s l y , t h e problem d i d n o t r e c u r f o r t h e remaining
200 h o u r s of f l i g h t .

TWO o t h e r occurrences were a s s o c i a t e d with a c t i v a t i o n o f t h e cryo-

genic t a n k fans: a master a l a r m w a s observed a t t h e beginning of t h e
cryogenic h e a t e r c y c l e a t t h e t i m e b o t h buses dropped o u t , and t h e dig-
i t a l event t i m e r s t a r t e d i n a d v e r t e n t l y once when t h e oxygen f a n s were
t u r n e d on manually.

Fuel Cells

All power requirements imposed on t h e t h r e e f u e l c e l l s were s a t i s f i e d .

P r i o r t o t h e f i f t h s e r v i c e p r o p u l s i o n maneuver, t h e condenser e x i t
t e m p e r a t u r e of f u e l c e l l 2 i n c r e a s e d f’rom 160° t o 180° F (nominal i s 155’
t o 165O F). The e l e c t r i c a l l o a d w a s removed from f u e l c e l l 2 f o r approxi-
mately 54 minutes t o permit c o o l i n g p r i o r t o t h e s e r v i c e p r o p u l s i o n man-
e u v e r . Performance o f t h e f u e l c e l l w a s s a t i s f a c t o r y d u r i n g t h e maneuver.
Four days l a t e r , t h e e l e c t r i c a l l o a d w a s a g a i n removed from f u e l c e l l 2
f o r a s h o r t p e r i o d of t i m e as a p r e c a u t i o n a r y measure t o i n s u r e proper
performance d u r i n g t h e d e o r b i t maneuver.

- , ~

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r

The d a t a i n d i c a t e a p o s s i b l e malfunction i n t h e g e n e r a t o r bypass

v a l v e which c o n t r o l s g l y c o l flow t o t h e condenser e x i t . Another p o s s i b i l -
i t y i s t h a t t h e flow i n t h e g l y c o l c o o l a n t l o o p w a s r e s t r i c t e d . The r e -
sult w a s t h a t t h e g l y c o l c o o l a n t e n t e r i n g t h e f u e l c e l l from t h e space-
c r a f t r a d i a t o r w a s h o t t e r t h a n normal, and t h e condenser e x i t temperature
s u b s e q u e n t l y i n c r e a s e d under t h e h i g h e r power l o a d . The l o a d - s h a r i n g
c a p a b i l i t y of t h e f u e l c e l l was only s l i g h t l y a f f e c t e d . Thermal c o n t r o l
by t h e corresponding bypass v a l v e i n f u e l c e l l 1 w a s abnormal i n one i n -
s t a n c e ; t h e condenser e x i t temperature i n c r e a s e d above t h e normal oper-
a t i n g temperature d u r i n g t h e f i r s t p e r i o d when only two f u e l c e l l s were
c a r r y i n g t h e l o a d . It o p e r a t e d normally a f t e r f u e l c e l l 2 w a s r e t u r n e d
t o t h e bus, and t h e problem was not e v i d e n t t h e second t i m e f u e l c e l l 2
w a s removed from t h e bus.

Batteries

The v o l t a g e and c u r r e n t d e l i v e r e d by t h e e n t r y b a t t e r i e s and pyro-

t e c h n i c b a t t e r i e s were w i t h i n t h e range of normal b a t t e r y performance
throughout t h e mission c o n s i d e r i n g l o a d s , s t a t e s of charge, and ambient
t e m p e r a t u r e i n t h e a r e a s i n which t h e b a t t e r i e s were i n s t a l l e d .

The charge r a t e s on b a t t e r i e s A and B were much lower t h a n expected.

However, s p e c i a l ground t e s t s performed d u r i n g t h e f l i g h t showed t h a t two
f a c t o r s c o n t r i b u t e d t o t h i s c o n d i t i o n : l i n e impedance between t h e b a t t e r y
and c h a r g e r , and t h e p a r t i c u l a r c h a r a c t e r i s t i c s of t h e b a t t e r y and b a t t e r y
c h a r g e r system under t h e f l i g h t c o n d i t i o n s .

The main bus v o l t a g e , as read-out onboard a t command module/service

module s e p a r a t i o n , unexpectedly dropped t o approximately 25 .O v o l t s b u t
t h e n g r a d u a l l y i n c r e a s e d t o a nominal l e v e l p r i o r t o b l a c k o u t .

Sequential

During t h e m i s s i o n , t h e s e q u e n t i a l system performed emergency d e t e c -

t i o n system a b o r t e n a b l e , tower j e t t i s o n , launch-vehicle/spacecraft sep-
a r a t i o n , command module/service module s e p a r a t i o n , and t h e e a r t h l a n d i n g
f u n c t i o n ( s e e t a b l e I11 f o r a l i s t of mission event t i m e s ) .

The l o g i c and pyrotechnic bus s u p p l i e d t h e s e q u e n t i a l system with

t h e p r o p e r v o l t a g e s throughout t h e f l i g h t .

CRYOGENICS

The cryogenic s t o r a g e system performed s a t i s f a c t o r i l y d u r i n g t h e

m i s s i o n . Excess r e a c t a n t s were a v a i l a b l e because s p a c e c r a f t power l e v e l s
were s l i g h t l y below t h o s e p r e d i c t e d f o r t h e m i s s i o n .
 ,

Automatic q u a n t i t y b a l a n c i n g i n t h e oxygen t a n k s w a s accomplished

w i t h i n 1-1/2 p e r c e n t even though t h e fans i n oxygen t a n k 2 were n o t oper-
a t e d a u t o m a t i c a l l y f o r a major p o r t i o n of t h e m i s s i o n . Automatic q u a n t i t y
b a l a n c i n g i n t h e hydrogen t a n k s and one manual q u a n t i t y adjustment were
s u c c e s s f u l l y performed. The c r i t e r i a f o r t h i s m i s s i o n were b a l a n c i n g t o
within 3 percent.

Heat l e a k values o f approximately 80 B t u / h r on t h e oxygen t a n k s a f t e r

t h e l a u n c h phase v i b r a t i o n were as expected s i n c e t h e VAC-ION pumps were
n o t e n e r g i z e d . A s t h e m i s s i o n continued, t h e h e a t l e a k v a l u e s d e c r e a s e d
t o 25 Btu/hr and t h e p r e d i c t e d oxygen v e n t i n g d i d n o t occur. The phenom-
enon of h e a t l e a k d e c r e a s e cannot b e e x p l a i n e d a t t h i s t i m e .

A s p r e v i o u s l y mentioned, an o v e r v o l t a g e c o n d i t i o n o c c u r r e d t h r e e
times i n t h e ac e l e c t r i c a l system. C o i n c i d e n t l y i n each c a s e , t h e f o u r
oxygen t a n k f a n s were t u r n e d o f f . By p l a c i n g t h e t a n k 2 f a n s i n manual
mode, no f u r t h e r o v e r v o l t a g e c o n d i t i o n s were observed d u r i n g t h e remainder
o f t h e mission, and no s i g n i f i c a n t p r e s s u r e o r q u a n t i t y r e a d o u t f l u c t u a -
t i o n s were noted w i t h approximately 5-minute motor runs a t i n t e r v a l s o f
8 t o 1 2 hours.

COMMUNICATIONS

The communications system, which i n c l u d e s v o i c e , t e l e m e t r y , updata,

t e l e v i s i o n , and t r a c k i n g c a p a b i l i t y , s a t i s f a c t o r i l y supported t h e m i s s i o n .

The VHF and S-band v o i c e l i n k s provided good communications. The

onboard t e l e v i s i o n equipment w a s o p e r a t e d on seven occasions w i t h good
p i c t u r e q u a l i t y . The playback v o i c e performance v a r i e d i n q u a l i t y from
n o i s y t o good as r e c e i v e d by t h e network s i t e s d u r i n g r e c o r d e r dumps.
Some dropouts o f b o t h real-time and playback t e l e m e t r y were noted; how-
e v e r , o v e r a l l t e l e m e t r y performance w a s s a t i s f a c t o r y .

Downlink data were l o s t a t approximately 65 hours i n t o t h e m i s s i o n .

R e a l - t i m e t e l e m e t r y and t e l e v i s i o n were time-shared on t h e backup S-band
FM mode u n t i l f u l l communications c a p a b i l i t y w a s r e s t o r e d by s w i t c h i n g
t o t h e a l t e r n a t e S-band t r a n s p o n d e r .

The VHF v o i c e duplex-B mode w a s v e r y good d u r i n g t h e countdown and

launch phase u n t i l about 7 minutes. A t t h a t t i m e , v o i c e q u a l i t y became
g a r b l e d on downlink r e c e i v e r s and d i d n o t completely c l e a r u n t i l simplex-A
w a s s e l e c t e d over t h e Canary I s l a n d s t r a c k i n g s t a t i o n . The o p e r a t i o n o f
t h e duplex-B mode w a s s u c c e s s f u l l y r e v e r i f i e d a t about 7-l/2 hours i n t o
t h e mission.
 7

USS HuntsviZZe l o s t c o n t a c t w i t h t h e s p a c e c r a f t approximately 2 min-

u t e s e a r l y during t h e f i n a l r e v o l u t i o n . S-band c m m m i c a t i o n s blackout
a t M e r r i t t I s l a n d occurred a t 259:54:58; t h e s i g n a l w a s a c q u i r e d by
Bermuda a t 259: 59:46, t h e f i r s t r e p o r t e d c o n t a c t a f t e r b l a c k o u t .

RADAR

A t e s t of t h e rendezvous radar transponder w a s s u c c e s s f u l l y completed

w i t h t h e White Sands Missile Range d u r i n g r e v o l u t i o n 48. Approximately
47 seconds of data were obtained. The ground r a d a r a c q u i r e d and locked-
on t h e s p a c e c r a f t transponder a t a range of 390 n. m i . and t r a c k e d t o a
range of 415 n. m i .

INSTRUMENTATION

The i n s t r u m e n t a t i o n performance w a s s a t i s f a c t o r y throughout t h e

mission except f o r t h e d i s c r e p a n c i e s noted. The performance o f t h e d a t a
s t o r a g e equipment w a s s a t i s f a c t o r y throughout t h e mission.

A t U : 0 9 : 2 3 , t h e c e n t r a l timing equipment w a s r e a d i n g c o r r e c t l y
over USS Redstone. A t 12:07:26, it w a s r e a d i n g 00:42:09, i n d i c a t i n g a
r e s e t a t 11:25:17. The timing equipment w a s updated at 12:26:20 over
H a w a i i and continued t o r e a d c o r r e c t l y .

Two d i s c r e p a n c i e s were encountered with t h e biomedical instrumenta-

t i o n equipment; t h e s e a r e discussed under Crew P r o v i s i o n s .

GUIDANCE AND CONTROL

Guidance and c o n t r o l system performance w a s s a t i s f a c t o r y through-

o u t t h e mission. The i n e r t i a l measurement u n i t w a s a l i g n e d o p t i c a l l y , as
scheduled, w i t h i n s m a l l t o l e r a n c e s . Backup alignment methods were demon-
s t r a t e d f o r t h e i n e r t i a l measurement u n i t and t h e s t a b i l i z a t i o n and
c o n t r o l system a t t i t u d e r e f e r e n c e . Data were o b t a i n e d on star v i s i b i l -
i t y , landmark t r a c k i n g , s t a r / h o r i z o n s i g h t i n g s , and o p t i c s u t i l i z a t i o n .
The guidance and n a v i g a t i o n system, u s i n g o p t i c a l t r a c k i n g d a t a , supported
t h e rendezvous with t h e S-IVB. A l l s i g n i f i c a n t a t t i t u d e c o n t r o l modes i n
both t h e prime and t h e backup system were t e s t e d and appeared t o perform
s a t i s f a c t o r i l y . Thrust v e c t o r c o n t r o l of t h e s e r v i c e p r o p u l s i o n engine
was demonstrated u s i n g both t h e guidance and n a v i g a t i o n and t h e s t a b i l i -
z a t i o n and c o n t r o l systems, and mid-maneuver manual t a k e o v e r techniques
were a l s o s u c c e s s f u l l y demonstrated.
 8

Two hardware problems were encountered. The r o t a t i o n a l hand con-

t r o l l e r minus-pitch breakout switch was r e p o r t e d t o have o p e r a t e d i n -
a d v e r t e n t l y once e a r l y i n t h e m i s s i o n . The b a l l on f l i g h t d i r e c t o r
a t t i t u d e i n d i c a t o r no. 1 i n d i c a t e d an abnormal s h i f t i n t h e p i t c h axis
when b e i n g driven by t h e backup a t t i t u d e r e f e r e n c e system. No oper-
a t i o n a l c a p a b i l i t y w a s l o s t as a result of e i t h e r problem.

A t 215:59:00, t h e crew r e p o r t e d t h a t t h e i n t e r i o r l i g h t s had been

dimmed t o check t h e v i s i b i l i t y of t h e e x t e r i o r l i g h t s . When t h e l i g h t s
were b r i g h t e n e d , a program alarm w a s s i g n a l l e d by t h e computer. The alarm
w a s r e s e t and t h e problem d i d n o t r e c u r .

REACTION CONTROL SYSTEMS

A l l s p a c e c r a f t r e a c t i o n c o n t r o l system parameters were normal

throughout t h e mission, and both systems o p e r a t e d s a t i s f a c t o r i l y .

The primary s e r v i c e module quad h e a t e r s performed normally and

maintained a l l quad package temperatures between 118O and 141' F d u r i n g
t h e mission.

The helium r e g u l a t o r s f o r t h e s e r v i c e module r e a c t i o n c o n t r o l system

maintained t h e helium and p r o p e l l a n t manifold p r e s s u r e s e s s e n t i a l l y con-
s t a n t . P r o p e l l a n t u t i l i z a t i o n w a s n e a r t h e p r e d i c t e d nominal i n most
cases.

Zero helium leakage w a s i n d i c a t e d from t h e command module r e a c t i o n

c o n t r o l system p r i o r t o a c t i v a t i o n j u s t b e f o r e t h e d e o r b i t maneuver. The
command module engine h e a t e r s were not r e q u i r e d because t h e engine i n j e c -
t o r temperatures remained above 46" F p r i o r t o system a c t i v a t i o n . The
command module r e a c t i o n c o n t r o l system performed normally from a c t i v a t i o n
through l a n d i n g . System 1 w a s used f o r e n t r y c o n t r o l as planned, and
system 2 w a s not used.

SERVICE PROPULSION SYSTFN

The e i g h t planned f i r i n g s of t h e s e r v i c e p r o p u l s i o n engine were p e r -

formed, and t h e system o p e r a t i o n w a s s a t i s f a c t o r y i n all a s p e c t s . The
a c t u a l t i m e s , d u r a t i o n s , and v e l o c i t y changes a r e summarized i n t a b l e I.

The i g n i t i o n time f o r t h e t h i r d maneuver w a s advanced 1 6 hours from

t h e o r i g i n a l f l i g h t p l a n t o improve t h e margin of d e o r b i t c a p a b i l i t y with
t h e s e r v i c e module r e a c t i o n c o n t r o l system. To e n s u r e t h e v e r i f i c a t i o n
 9

of t h e p r o p e l l a n t gaging system, t h e f i r i n g time f o r t h e f i f t h maneuver

w a s i n c r e a s e d from 6 1 t o 66 seconds s o t h a t both p o i n t s e n s o r s w m l d be
uncovered d u r i n g s t e a d y - s t a t e engine o p e r a t i o n . P r o p e l l a n t q u a n t i t y d a t a
i n d i c a t e t h a t b o t h s e n s o r s were uncovered. A f t e r t h e f i f t h maneuver, a
3-hour cold-soak t e s t w a s performed, with no n o t a b l e d e c r e a s e i n tempera-
t u r e s w i t h i n t h e system.

Thermal c h a r a c t e r i s t i c s of t h e system appeared t o be b e t t e r t h a n

a n t i c i p a t e d f o r random, d r i f t i n g f l i g h t i n t h a t t h e r a t e of t e m p e r a t u r e
decrease w a s l e s s than predicted.

ENVIRONMENTAL CONTROL SYSTEM

Performance of t h e environmental c o n t r o l system w a s s a t i s f a c t o r y .

During prelaunch o p e r a t i o n s , t h e c a b i n w a s purged t o an atmosphere of
60-percent oxygen and 40-percent n i t r o g e n . The crew w a s i s o l a t e d from
t h e c a b i n by t h e s u i t c i r c u i t , which c o n t a i n e d 100-percent oxygen. Dur-
i n g l a u n c h , t h e c a b i n s e a l e d o f f a t 5.9 p s i a . Cabin p r e s s u r e continued
t o d e c r e a s e as a f’unction of t h e cabin enrichment procedure. This proce-
dure w a s t e r m i n a t e d at about 00:11:00, and t h e o w g e n c o n t e n t w a s 73 per-
c e n t of t h e t o t a l c a b i n p r e s s u r e . Cabin leakage w a s e s t i m a t e d t o have
been 0.1 l b / h r , which agrees w i t h t h e prelaunch v a l u e .

The r a d i a t o r s s a t i s f a c t o r i l y r e j e c t e d t h e s p a c e c r a f t h e a t loads t o
t h e e x t e n t t h a t t h e e v a p o r a t o r s were not r e q u i r e d . The primary evapora-
t o r i s r e q u i r e d only when t h e heat loads exceed t h e r a d i a t o r c a p a b i l i t y ;
under t h e low, v a r i a b l e h e a t loads which e x i s t e d , t h e e v a p o r a t o r oper-
a t e d e r r a t i c a l l y i n t h e automatic mode, causing what appeared t o b e wick
d r y i n g and subsequent f l a s h f r e e z i n g . The automatic c o n t r o l dynamics are
such t h a t t h i s c o n d i t i o n can b e expected. The e v a p o r a t o r w a s f r e q u e n t l y
s e r v i c e d w i t h w a t e r i n an attempt t o keep it working under t h e s e con-
d i t i o n s b u t w a s subsequently t u r n e d o f f .

The secondary coolant loop w a s t e s t e d f o r 8 hours w i t h t h e secondary

e v a p o r a t o r , which w a s s e r v i c e d p r i o r t o f l i g h t . The t e s t w a s begun w i t h
a h e a t l o a d o f 1400 w a t t s ; halftray through t h e t e s t , t h e l o a d w a s i n -
c r e a s e d t o 1800 w a t t s . The dynamic response of t h e secondary e v a p o r a t o r
w a s such t h a t s t a b l e o p e r a t i o n of t h e e v a p o r a t o r c o n t r o l system w a s
achieved. Under t h e automatic demand, t h e e v a p o r a t o r w a s r e q u i r e d about
50 minutes p e r r e v o l u t i o n d u r i n g t h e t e s t . The secondary e v a p o r a t o r
o p e r a t e d d i f f e r e n t l y from t h e primary because t h e h e a t l o a d w a s h i g h e r
as a r e s u l t of t h e lower c a p a c i t y of t h e secondary r a d i a t o r s .

Moisture condensed on c o l d , u n i n s u l a t e d c o o l a n t l i n e s , as a n t i c i p a t -
e d , and was dumped overboard by t h e crew u t i l i z i n g t h e u r i n e t r a n s f e r
10

hose and cabin enrichment purge assembly. Some c o n d e n s a t i o n w a s a l s o

n o t e d i n t h e s u i t u m b i l i c a l hoses.

A water l e a k w a s observed a t t h e B-nut c o n n e c t i o n t o t h e waste water

q u i c k d i s c o n n e c t d u r i n g t h e overboard dumps.

The u r i n e dump system o p e r a t e d normally and no i n d i c a t i o n o f f r e e z -

i n g w a s observed.

Both cabin f a n s were o p e r a t i n g a t l i f t - o f f ; however, one w a s t u r n e d

o f f a f t e r o r b i t a l i n s e r t i o n t o reduce t h e h i g h n o i s e l e v e l . The second
c a b i n f a n w a s subsequently t u r n e d o f f . The measured c a b i n t e m p e r a t u r e
w a s between 6 5 O and 7 5 O F and w a s n o t s i g n i f i c a n t l y e f f e c t e d by fan opera-
tion.

CREW PROVISIONS

The crew equipment o p e r a t e d s a t i s f a c t o r i l y d u r i n g t h e m i s s i o n w i t h

t h e exception of t h e biomedical i n s t r u m e n t a t i o n equipment and t h e water
metering dispenser.

Two d i s c r e p a n c i e s were encountered with t h e biomedical instrumenta-

t i o n equipment. F i r s t , a w i r e w a s broken a t t h e connector t o t h e EKG
s i g n a l c o n d i t i o n e r on each of two h a r n e s s e s . I n a d d i t i o n , t h e p i n con-
n e c t o r s t o t h e s e n s o r s p e r i o d i c a l l y became d i s c o n n e c t e d . Second, t h e
dc-dc c o n v e r t e r on t h e command module p i l o t w a s r e p o r t e d t o have become
w a r m . A s a p r e c a u t i o n a r y measure, t h e h a r n e s s e s were d i s c o n n e c t e d from
a l l t h r e e crewmen.

The manual t r i g g e r i n g d e v i c e f o r t h e water m e t e r i n g d i s p e n s e r became

i n c r e a s i n g l y d i f f i c u l t t o o p e r a t e as t h e m i s s i o n p r o g r e s s e d .
 11

FLIGHT CREW ACTIVITIES

Crew performance w a s s a t i s f a c t o r y throughout t h e m i s s i o n , even though

a l l t h r e e crewmen had head c o l d s and c o n g e s t i o n .

The mission w a s conducted e s s e n t i a l l y i n accordance with t h e nominal

f l i g h t p l a n . The only s i g n i f i c a n t a l t e r a t i o n t o t h e f l i g h t p l a n was t h e
r e s c h e d u l i n g of t h e t h i r d s e r v i c e p r o p u l s i o n maneuver from t h e 58th t o
t h e 48th r e v o l u t i o n . A d d i t i o n a l photography w a s accommodated d u r i n g t h e
l a t t e r p o r t i o n of t h e mission.

The d e o r b i t , e n t r y , and l a n d i n g sequences were accomplished normally.

The s p a c e c r a f t assumed t h e s t a b l e I1 (apex-down) a t t i t u d e a f t e r l a n d i n g
and w a s u p r i g h t e d t o t h e s t a b l e I (apex-up) p o s i t i o n by i n f l a t i o n of t h e
u p r i g h t i n g bags. The crew e l e c t e d a h e l i c o p t e r pickup f o r t h e , a p p r o x i -
mately 3-mile t r i p t o t h e recovery c a r r i e r .
12

MISSION SUPPORT PERFORMANCE

FLIGHT CONTROL

F l i g h t c o n t r o l performance w a s s a t i s f a c t o r y f o r t h e e n t i r e mission;
t h e only major ground system problem encountered w a s i n t h e d a t a recovery
from t h e Manned Space F l i g h t Network.

NETWORK

Network performance w a s s a t i s f a c t o r y during t h e m i s s i o n . S e v e r a l

minor problems were encountered, b u t none a f f e c t e d t h e mission o p e r a t i o n s .

RECOVERY

Recovery o p e r a t i o n s were s u c c e s s f u l l y e f f e c t e d i n t h e West A t l a n t i c

by t h e prime recovery s h i p , U S S Essex, on October 22, 1968. The follow-
i n g t a b l e l i s t s t h e major recovery e v e n t s on October 22, 1968:

Greenwich mean
time , hr :min Event

11:05 S-band c o n t a c t by recovery a i r c r a f t

11:08 VHF' c o n t a c t by recovery a i r c r a f t
11:12 Landing
11:34 V i s u a l s i g h t i n g by recovery a i r c r a f t
11:36 Radar c o n t a c t by U S S Essex
11:40 F l o t a t i o n c o l l a r i n s t a l l e d and i n f l a t e d
13: 03 S p a c e c r a f t aboard USS Essex

The s p a c e c r a f t l a n d i n g p o i n t was e s t i m a t e d from s h i p p o s i t i o n (by

LORAN) and a h e l i c o p t e r b e a r i n g t o be 27' 33' n o r t h l a t i t u d e , 64' 0 4 ' w e s t
l o n g i t u d e . The s e a c o n d i t i o n a t t h e recovery s i t e w a s moderate.

Because t h e s p a c e c r a f t assumed a s t a b l e I1 o r i e n t a t i o n f o r approxi-

mately 1 2 minutes a f t e r l a n d i n g , t h e o p e r a t i o n of t h e command module
V n i r p tr-tters and recovery beacons w a s t e m p o r a r i l y i n t e r r u p t e d .
 13

EXPERIMENTS

Two experiments, Synoptic T e r r a i n Photography and Synoptic Weather

Photography, were included on t h i s m i s s i o n . P r e l i m i n a r y i n f o r m a t i o n i n -
d i c a t e s t h a t most of t h e terrain photography was performed. For meteoro-
l o g i c a l photography, 27 phenomena were o f i n t e r e s t ; a t l e a s t 7 were
a p p a r e n t l y photographed and 8 o t h e r s may have been. The most s u c c e s s f u l
w a s photography of t r o p i c a l storms. Three storms were i n view of t h e
s p a c e c r a f t , two of which reached h u r r i c a n e i n t e n s i t y .
14

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 TABLE I1 . ORBITAL ELEMENTS

Event Condi t i on Before

I After

Insertion Apogee. n m i . . . . . 153.5

P e r i g e e . n mi. .... 122.6
P e r i o d . min .....
I n c l i n a t i o n . deg .. 1 89.70
31.64

S-IVB s a f i n g Apogee. n . mi . . . . 153.5 '167.0

P e r i g e e . n . mi . . . . 122.6 122.8
P e r i o d . min . . . . . 89.70 89.86
I n c l i n a t i o n . deg . . 31.64 31.61

Reaction c o n t r o l Apogee. n . m i . . . . 167.0 165 .1

system p h a s i n g . ....
P e r i g e e . n mi 122.8 124.1
maneuver P e r i o d . min ..... 89.86 89.88
..
I n c l i n a t i o n . deg 31.61 31.62

Reaction c o n t r o l Apogee. n m i . . . . . 164.8 164.4

system p h a s i n g Perigee. n m i . .... 123.9 119.8
maneuver P e r i o d . min..... 89.87 89 75
..
I n c l i n a t i o n . deg 31.62 31.61
t
F i r s t s e r v i c e pro- . . . . . 164.0
Apogee. n m i 196.1
puls i on system . . . . . 119-9
P e r i g e e . n mi 125.1
maneuver .....
P e r i o d . min 89.75 90.43
.. 31.62
I n c l i n a t i o n . deg 31.62
I Apogee. n . mi . . . . 196.1
Second s e r v i c e pro- 153.1
p u l s i o n system P e r i g e e . n . mi . . . . 125.1 113.6
maneuver P e r i o d . min . . . . . 90.43 89.43
I n c l i n a t i o n . deg . . 31.61 31.62
I
Terminal phase Apogee. n . mi . . . . 153.1 153.9
i n it iat i on Perigee. n . m i . . . . 113.6 121.7
P e r i o d . min . . . . . 89.43 89.65
I n c l i n a t i o n . deg . . 31.62 31.62
1
 ,

16

TABLE 11.- ORBITAL ELEMENTS - Concluded

Event Condition Before After

~~

Terminal phase Apogee, n. mi. ... 153.9 161.4

finalize Perigee, n. m i . ... 121.7 121.6
P e r i o d , min ..... 89.65 89 76
I n c l i n a t i o n , deg .. 31.62 31.62
S e p a r a t i o n af'ter Apogee, n. m i . ... 161.4 161.5
rendezvous Perigee, n. m i . . . . 121.6 122.o
P e r i o d , min . . . . . 89 76 89.83
I n c l i n a t i o n , deg . . 31.62 31.64
T h i r d s e r v i c e pro- Apogee, n. m i . ... 159-3 160.o
p u l s i o n system P e r i g e e , n. m i . . . . 121.5 90.3
maneuver P e r i o d , min . . . . . 89.68 89.13
I n c l i n a t i o n , deg .. 31.61 31.23
Fourth s e r v i c e pro- Apogee, n. m i . ... 150 7 157 5
p u l s i on system P e r i g e e , n. mi. ... 88.9 90.3
maneuver P e r i o d , min ..... 88.99 89-15
I n c l i n a t i o n , deg .. 31.23 31.25
F i r t h s e r v i c e pro- Apogee, n. m i . ... 148.6 244.7
p u l s i o n system P e r i g e e , n. mi. . . . 89.4 89.8
maneuver P e r i o d , min . . . . . 88.87 90* 72
I n c l i n a t i o n , deg . . 31.22 31.07
S i x t h s e r v i c e pro- Apogee, n . mi. ... ,236.3 236.2
p u l s i o n system P e r i g e e , n. m i . . . . 90.1 90.2
maneuver P e r i o d , min . . . . . 90.61 90.61
I n c l i n a t i o n , deg . . 30.10 30.06
Seventh s e r v i c e pro- Apogee, n. mi. ... 230.8 231.3
p u l s i on system P e r i g e e , n. m i . . . . 90.2 90.0
maneuver P e r i o d , min . . . . . 90 51 90* 51
I n c l i n a t i o n , deg . . 30.07 29.86
227.0
90.0
maneuver 90.45
( deorbit ) 29 89
 TABLE 111.- SEQUENCE OF EVENTS

Planned Actual

Launch Phase

Range z e r o (15:02:45G . m . t . )
Lift-off (15:02:45.36 G . m . t . ) 00:00:00.2 00:00:00.36
Maximum dynamic p r e s s u r e 00:01:15.0 00:01:18.0
S-IB i n b o a r d engine c u t o f f 00:02:20.28 00:02:20.65
S-IB outboard engine c u t o f f OO:02:23.28 00:02:24.32
S-IB/S-ID se p a r a t i on 00:02:24.58 00:02:25.59
S-IVB engine i g n i t i o n OO:O2:25.98 00:02:27.06
Escape tower j e t t i s o n 00:02:43.28 00:02:46.54
S-IVB engine c u t o f f 00:10:14.80 00:10:16.76

O r b i t a l Phase

Orbital insertion 00:10:26.76 00:10:24.8

S-IVB s a f i n g s t a r t 01:34:27.0 01:34:28.96
S-IVB s a f i n g t e r m i n a t e 01:46:28.0 01:46:29.96
S-IVB t a k e o v e r 02:29 : 55 Not a v a i l .
C$M/S-IVB s e p a r a t i o n 02:54:55.17 02:55 :07
F i r s t phasing maneuver (RCS) s t a r t 03:20:00 03:20:21
F i r s t phasing maneuver (RCS) c u t o f f O3:20:16.3 03:20:37.3
Second p h a s i n g maneuver (RCS) s t a r t 15 :52:OO 15 :52:OO
Second p h a s i n g maneuver (RCS) c u t o f f 15:52:18.5 15 :52:18.5
F i r s t service propulsion i g n i t i o n 26:24:55.2 26:24:55.2
F i r s t service propulsion cutoff 26:25:04.7 26:25:05.2
Second s e r v i c e p r o p u l s i o n i g n i t i o n 28:00:56.O 28:00:56.O
Second s e r v i c e p r o p u l s i o n c u t o f f 28:01:03.8 28:01:03.8
Terminal phase i n i t i a t e (RCS) s t a r t 29:18:34.0 29:17:55
Terminal phase i n i t i a t e (RCS) c u t o f f Not a v a i l .
Terminal phase f i n a l i z e (RCS) on 29 :53 : 34 Not a v a i l .
Terminal phase f i n a l i z e (RCS) o f f 29:54:33
18

TABLE 111.- SEQUENCE OF EVENTS - Concluded

Planned Actual

j e p a r a t i o n maneuver ( R C S ) s t a r t 30 :20 00 30:20 :00

j e p a r a t i o n maneuver ( R C S ) c u t o f f 30 :20 05.4 30:20:05.4
rhird s e r v i c e propulsion i g n i t i o n 75:47 58.6 75:47:58.6
L’hird s e r v i c e p r o p u l s i o n c u t o f f 75:48 07.8 75:48:07.9
Fourth s e r v i c e p r o p u l s i o n i g n i t i o n 120:43 00 120:43 00
Fourth s e r v i c e p r o p u l s i o n c u t o f f 120:43:00.4 120:43 00.5
Fifth service propulsion i g n i t i o n 165 :00 :00 165:00 00
F i f t h service propulsion cutoff 165:01:05.9 165:01 07.6
s i x t h s e r v i c e propulsion i g n i t i o n 210 :08:00 210:08 00
Sixth service propulsion cutoff 210:08:00.4
Seventh s e r v i c e p r o p u l s i o n i g n i t i o n 239 :06:11
Seventh s e r v i c e p r o p u l s i o n c u t o f f 239:06:18.8
Eighth s e r v i c e p r o p u l s i o n i g n i t i o n 259 :39 :15.9
Eighth s e r v i c e p r o p u l s i o n c u t o f f 259 : 39 :27.9
Entry Phase

Command module/service module separa- 259 :40:58 259 :40:46

tion
Entry i n t e r f a c e (400 000 feet) 259 :53:26 259:53 :25
Enter blackout 259:56:17 259:54:58
Leave b l a c k o u t 259:59 :14 259 :59 :46
Drogue deployment 260:03:28 260:03:30
Main p a r a c h u t e deployment 260:04:14 260:03 :56
Landing 260:08: 58 260:09: 00