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POSTLAUNCH MEMORANDUM REPORT
FOR
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contents
POSTLAUNCH MEMORANDUM REPORT
FOR
v R. G. Arbic
rfR. E. Day
^P. C. Donnelly
,,W. R. Kelly
J. P. Mayer
^A. B. Shepard
R. E. Smylie
rt C M S
crt cS .H
O >s fl r-l 0
EH pq 0 om
Section Page
Table Page
3.1-1 SUMMARY OF SPACECRAFT SYSTEMS MODIFICATIONS 3-13
Figure Page
COPlPffiENTlAL
CONFIDENTIAL
Figure Page
7.1.2.2-4 MA-9 16:11:30 - Sample of biosensor record at a range
station illustrating one of the frequent occurrences
of sinus arrhythmia with wandering of the cardiac
pace maker. In this sample, the negative P wave
suggests inverse depolarization from the atrioventri-
cular node. Similar changes were observed before
i s .
NO. 1: LIFT-OFF TIMS (2-INCH MOTION) FOR THE MA-9 FLIGHT WAS
IDEMTVb.
AL Page 1-1
The MA-9 mission was successful in nearly every respect. The planned
launch time of 8:00 a.m. e.s.t. oh May l4, 19&3; was postponed for 1 day
because of intermittent digital data in both the azimuth and range
channels of the C-band radar at Bermuda. Prior to postponement, the
countdown had proceeded as planned until T-60 minutes, when an unscheduled
hold of 2 hours and 9 minutes became necessary because of a fuel-pump
failure in the diesel engine on the gantry transfer table. After this
hold, the countdown was continued until T-13 minutes when the flight
was postponed because of the radar problem. The launch operation on
May 15, 1963, was "the most efficient conducted to date. Four minutes
of unplanned hold time were required to evaluate an external RF inter-
ference problem at the guidance central rate station. Weather conditions
at the launch site and in the primary landing area were satisfactory.
Lift-off occurred at approximately 8:04 a.m. e.s.t. on May 15, 19^3^
2 hours and 31 minutes after the astronaut entered the spacecraft.
2.0 INTRODUCTION
The MA-9 space vehicle was launched from the Missile Test Annex at
Cape Canaveral, Florida, at 08:OU a.m. e.s.t. on May 15, 1963 The
flight ended as planned, after completing nearly 22 orbital passes around
the earth, with a successful landing approximately 70 nautical miles
southeast of Midway Island in the Pacific Ocean at 06:2^ p.m. e.s.t. on
May l6, 1963. Ground tracks for the 22 orbital passes of the MA-9 space-
craft are shown in figure 2.0-3-
WTOBMTIAIi
Figure 2.0-1.- MA-9 astronaut prior to entering the transfer
van 9Ji«JAe
i e .p.j^a
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Page 2-3
Latitude, deg
COMriDCMTIAfe.
EMTIAL • Page 3 - 1
Spacecraft 20, shown in figure 3-l-lj> was employed for the MA-9
orbital mission and was of a configuration similar to that of spacecraft 16,
which was flown for the MA-8 mission. However, certain system modifica-
tions were incorporated since the previous flight to save weight, to in-
corporate new experiments, and to reflect a continuing effort to improve
system performance. In addition, other system modifications were incor-
porated as a direct consequence of extending the flight duration. The
modifications that were made to spacecraft 20, including the more signifi-
cant changes, are listed in the following sections according to the major
spacecraft systems to which they apply. Those modifications needed Toe-
cause of the extended mission are noted with an asterisk. Table 3-1-1
presents a summary and breakdown of the approximate number of changes
for each system; and the weight and balance data, which accounts for
actual flight consumable usages for spacecraft 20, are given in
table 3.1-2.
CONFIDENTIAL
Page 3 - k
12. The emergency oxygen rate valve was replaced with one
of an improved design.
20. The suit inlet for emergency oxygen flow was re-
positioned upstream of the suit-circuit CO partial pressure
sensor. This change permitted purging of the sensor with
100-percent oxygen to verify its operation.
1^. Both the main and isolated bus circuits for the retro-
rocket ignition squibs were controlled by the retrofire arm
circuit. This change was made to improve the switching arrange-
ment for the astronaut. Only the main squib-bus circuits were
so controlled on spacecraft 16.
Page 3 - 9 *"-;
16. The Mayday circuit was powered from the main bus; it
was powered from the main squib bus on spacecraft 16.
3.1.8 Experiments.-
Scientific experiments 5
Total 215
At main
Orbital Reentry
Parameter Lift-off parachute Postlanding
phase phase
deployment
Moments of inertia
around :
Roll axis, I ,
2 Z 280.9
slug-ft ... 365.8 298.9 27^.8 269.5
Pitch axis *, I V,
2
slug-ft . . . 7,900.6 653.0 563.0 1+38.7
Yaw axi s , I ,
^
slug-ft2 . . . 7,90^.0 656.8 571-3 505.5 W8.1
11/H7
Page 3-15
The MA- 9 launch vehicle, the Atlas 130D, vas an Atlas series D
missile modified for the mission as on previous Mercury- At las flights.
A general launch- vehicle description may "be found in the NASA Project
Mercury Working Paper No. 223A, "Manned One-Day Mission Mercury Spacecraft
Specification Document. "
The MA-9 launch vehicle was very similar to the one used for the
MA-8 mission, and only necessary changes were made. The following is a
summary of the detailed configuration changes from the MA-8 launch
vehicle, the Atlas 11JD.
(2) A temperature sensor was added to the head- suppress ion valve,
which is located on the sustainer engine housing, to determine the temper-
ature of the head suppression valve during flight and required the
installation of three wires to the harness, a resistor, and two wires to
the telemetry package.
(3) The clips, which are used to attach the shroud to the forging
that holds the yaw activator, were modified so that the clips would not
ride the radius of the vernier engine gimbal shaft.
(6) The power pickoff point for the telemetry and instrumentation
system was changed from the power plug to the changeover switch. This
change provided the telemetry system with a 115 -volt (a-c) ^-00-cycle
instrumentation point which would not interfere with the guidance system.
(7) The lox overfill probe was relocated and redesignated "Sequence
II Level Probe." This modification provided for a repeatable method of
determining the proper level at ignition start by maintaining the lox
level at this probe.
The offsets were checked by the usual level method and by using a new
alinement jig supplied by the engine contractor.
(13) The boat cover in the sustainer engine area was restrained by
a spring which had a tensile strength approximately twice that of the
spring used in the MA-8 launch vehicle. This change was made to provide
better thermal protection of wiring harnesses.
(15) The propellent utilization (PU) manometer was calibrated for the
Atlas-D tank, rather than for the Atlas-C configuration.
(17) The wiring technique for the autopilot in the flight control
section was modified to improve its overall reliability. These units were
replaced at the factory prior to delivery of the launch vehicle to the launch
site.
Page 3-17
SOMflDCNTIAL
-
Figure 3.0-1.- MA-9 space vehicle prior to launch.
COHriPfMTIAl •
Page 3-18
CONFIDENTIAL
Previous position
Offset position
The times at which the major events of the MA-9 mission occurred
are given in table U.l-1.
Page h - 2
Launch phase
Reentry phase
The launch trajectory data shown in figure ^-.2-2 are based on the
real-time output of the Range Safety Impact Predictor Computer (lP-709^-),
which used Azusa MK II and Cape Canaveral FPS-16 radars, and the General
Electric-Burroughs (launch-vehicle guidance) computer. The data from
these tracking facilities were used during the time periods listed in
the following table:
CONFIDENTIAL"
Page
Orbital parameters
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TIDCNTIAL •*» § 5-
5. 0 SPACECRAFT PERFORMANCE
1. The control mode at the time of 0. 05g relay activation was manual
proportional with gyros caged, and
When the warning lights switch was placed in the dim position, the
0.05g green light was noted. From 28:3^:3^ until the end of the mission,
the amplifier-calibrator (amp-cal) was locked in the 0.05g configuration.
Operation of the automatic stabilization and control system in this con-
figuration resulted in damping about the pitch and yaw axes and in a
-12°/sec rate command in the roll axis unless one of the manual control
modes was selected.
The ASCS orbit mode limit cycles in the pitch, roll, and yaw axes
were relatively balanced; that is, there were an equal number of
pulses on both sides of attitude gyro null. For the greater por-
tion of operation in the ASCS mode, the yaw-axis limit cycle
reached +10° in periods of less than 3 minutes. However, more
activity in this axis was expected because of the cross-coupling
effect between the roll and yaw slaving circuitry. The average
limits of the roll axis cycle were ±8.5% and the limits of the
pitch axis cycle were +7°. As was noted during the MA-8 mission,
pulse durations were not sufficient to limit the orbit cycle to
within the more desirable ±5.5°- However, this condition is not
considered to be detrimental and does not appreciably increase
fuel consumption.
CONFIDi
Page
The shorting and charring of the power plug and the 0.05g relay •
circuit actuation occurred independently; however, both mal-
functions apparently resulted from the presence of moisture.
5-1.^ Control system -utilization.- Immediately after spacecraft
separation at 00:05:0^, the astronaut switched to the auxiliary
damping mode for k seconds. At 00:05:1? he began to execute
the yaw turnaround maneuver by using the fly-by-wire low
thrusters. By 00:08:33> the turnaround maneuver was completed
and the control system was placed in the ASCS orbit mode. This
mode was employed for approximately 15 percent of the time that
spacecraft power was utilized. Fly-by-wire low was used for
extended maneuvers and experiments almost exclusively through-
out the mission; and, therefore, a minimum usage of the auto-
matic RCS fuel supply resulted. Only one automatic high thruster
was actuated during the orbital phase of the mission, except for
the momentary high thruster action in the auxiliary damping mode
after spacecraft separation. The negative roll high thrust unit
was utilized prior to retrofire during the epecial 0.05g test
at about 31:17:00.
Attitudes for retrofire were maintained by using the manual
proportional mode, with fly-by-wire high and low ready as a
backup. The astronaut maintained the spacecraft attitudes
extremely well during the retrofire period, as was evidenced
by the spacecraft's proximity to the planned landing position.
Control during reentry was maintained by using the manual
proportional and fly-by-wire modes simultaneously. The maximum
thrust of ^9 pounds about the pitch and yaw axes was used by
the astronaut in maintaining control during reentry.
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5.2 Life Support Systems
The life support system group includes the environmental control
system; the pressure-suit assembly; and the water, food, and waste manage-
ment system. In the following sections, these systems are described and
their performance during the MA-9 mission is discussed. In addition, a
discussion of the physiological aspects of the life support system per-
formance is presented.
The ECS operated normally during powered flight, and the cabin
pressure held at 5-5 psia. The dome temperatures of both heat
exchangers decreased during powered flight. This decrease in-
dicates a rapid response of the cooling circuits upon reaching
altitudes at which the water would boil at lower temperatures
and pressures.
"CONFIDENTIAL
Page 5-13
The cooling water used during the flight was determined by post-
.flight testing to be 23.38 pounds. The average coolant-flow rate
for both the cabin and suit circuits was approximately 0.6 Ib/hr.
This rate was determined by using estimates of CCV settings
obtained from the onboard voice transcripts and postflight
measurements of coolant water remaining in the system.
5.2.1.3 Results and conclusions: The only major anomaly in the ECS
was the inability of the astronaut to stabilize the suit heat-
exchanger-dome temperature. A possible solution for this
problem is presently under investigation. In all other re-
spects, the operation of the system was satisfactory.
5-2.2.2 Torso: Improvements and changes were made to the torso section
of the pressure suit to provide increased comfort, performance, and
mobility when pressurized. These are listed as follows:
CONFIDENTIAL'
Page 5 - 16 GOPiriDDNTIAIj
the tank walls and creeps out of any wall opening, for example,,
the tank vent. In addition, more recent estimates of condensate
generation for the MA.-9 mission exceeded the condensate tank
capacity of a"bout U pounds. Second, the capacity of the suit
internal urine reservoir was insufficient to store the urine out-
put estimated for the MA.-9 mission. In addition, it was a medical
requirement that urine specimens representing various phases of
the flight be collected for analysis. Third, the extended flight
duration made it necessary to provide additional water for drinking
and food preparation. Figure 5-2.3-1 is a schematic diagram of
the MA.-9 urine and condensate system.
V.V71! f
Page 5-19
The total condensate recovered after the mission was 4.2 pounds,
assuming that all of the water in the 4.5-pound-capacity drinking-
water tank was condensate. The condensate removed from this tank
amounted to 2.4 pounds. In addition, 0.7 pound of condensate
was removed from the 3.86-pound-capacity bag, and 1.1 pounds
of condensate was removed from the 4-pound-capacity condensate
tank.
GQNFIDENTIAlr
Page 5 - 2 0
•j
1.83 m } and his heat production per unit area was, there-
2 2
fore, 50 kcal/m -hr, or 200 B.t.u./m -hr- These values are
2
lower than the 57-kcal/m -hr figure estimated prior to flight
on the basis of C0p absorption in the' canisters used during
previous Mercury flights. The average inflight metabolic
rate was equal to that of a nonfasting subject seated quietly
at rest on the ground. This rate would be lower during sleep
and higher during activity. There was no instrumentation
available for recording these variations. From the assumed
RQ of O.Sj, total oxygen consumption by the astronaut during
the orbital: phase of the mission was 2.05 pounds, which
corresponds to a usage rate of 301 cc/min (STP). This value
has been used in a previous section for the computation of
cabin leakage.
Since the cabin ECS fan was turned off for most of the flight,
convective heat exchange between the pressure suit surface and
the cabin gas was undoubtedly lower than with the fan operating.
The mean cabin temperature of 90° F was comparable to the
astronaut's mean skin temperature of about 95° F. Taken
together, these factors indicate that the astronaut's heat
loss to the cabin must have been small. If it is assumed that
half the heat taken up by the ventilating oxygen between the
suit-inlet and outlet ports was extracted from the astronaut's
skin^ then the remainder of the metabolic heat production must
have been dissipated in the vaporization of moisture from the
lungs and from the skin. Convective cooling would then account
for about 12 kcal/hr, and the latent heat of vaporization would
account for 80 kcal/hr. This latter figure is equivalent to
a body-water vapor loss of 0.3 Ib/hr, or 11.0 pounds for the
total time spent in the spacecraft during the mission. The
astronaut was sweating throughout the flight, which is con-
firmed by his comment that he was usually warm.
Oral temperatures of the astronaut taken in the spacecraft
during the mission were as follows:
The amount for body water vapor loss, calculated from the
mass balance, is less by at least 0-9 pound than the value
calculated from heat exchange. The heat-exchange value of
11.0 pounds is calculated on the assumption that all water
evaporated from the skin came from sweat. During the time
that the condensate trap was turned off, primarily the entire
period after 12:14:00, free water must have passed into the
suit and been absorbed by the astronaut's undergarment. This
water was subsequently evaporated into the ventilating gas and,
therefore, reduced the need for sweat production. This
regenerative cooling has been observed during various simu-
lations and experiments in the altitude chamber, where the
free water condensed out by the suit-circuit heat exchanger
was allowed to pass back into the suit. Since some water
must have passed into the suit, the total body water vapor
loss (maximum, 10.1 Ib) will have been less than the amount
predicted from the thermal balance (ll Ib.). The astronaut
was not able to differentiate between the degrees of wetness
INriDENTLIL"
Page 5 - 2 2
Not measured.
J. He did not wish to take too much water from the survival
kit in case he should need it after landing.
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Source Weight, Ib
Urine 2.6
Carbon dioxide 2.5
Total 5-1
5.4.1 Recovery sequence.- The recovery sequence system was not changed
from that used on the MA-8 mission, and the sequence was con-
ducted satisfactorily.
5-^.6.1 landing bag.- The landing bag was deployed at a pressure altitude
of 9,500 feet, and the system performed normally, as evidenced
by the astronaut's statements and from postflight examination.
The postflight examination of the bag revealed some small tears
and rips, but they were of a minor nature. The straps and cables
were not damaged beyond that normally expected.
5-^.6.2 Ablation shield and main pressure bulkhead. - The ablation shield
appeared to be intact, and only minor circumferential cracks were
noted. The fiber glass protective shield had been scarred by the
heat-shield lugs, indicating-that minor recontact, less than in
previous flights, haS occurred. The main pressure bulkhead did
not exhibit any visible damage. A more detailed discussion of
heat-shield performance is contained in section 5-7-
At
5 32 CONFIDENTIAL*
5. 6 Instrumentation System
5.6.1 System description.- The major changes made to the MA-9 instru-
mentation system include deleting the high frequency telemetry
system and the low-level temperature survey; adding switches to
allow the astronaut to select continuous, off, or ground command
for the telemetry transmitter and continuous, off, or program
for the onboard tape recorder; adding a switch to allow the
astronaut to remove power from the R- and Z-calibration relays
in the event the programer failed to perform this function;
7
changing the speed of the onboard tape recorder from ITT inches
per second (ips) to T? ips to increase recording time; and adding
a new type programer which was to perform the following functions:
During the 1^-th or 15th orbital pass, the respiration rate and
depth readout became erratic. This condition continued through-
out the remainder of the flight. The sensor was found "loose"
1DENTIAL Page 5
• CONFIDENTIAL
Page 5-36
5-7-1 Heat shield.- The materials and construction of the heat shield
were the same as those for heat shields used on previous
orbital missions with the exception that six "bolts were in-
stalled in a circle having a radius of 1^ inches from the
center of the heat shield to aid in retaining the shingle por-
tion of the shield at landing in case of "bond-line separation.
These bolts were ^ inch in diameter and O.Qkk inch in length,
had 28 Universal National fine threads to the inch, and were
constructed of high-temperature corrosion-resistent steel.
Postflight examination revealed only minor cracks in the
ablation laminate. A section through the center of the shield
indicated that the bond line had separated, but that it had
been held within the tolerance of the bolt installations. The
separated area was not nearly as extensive as that evident on
the MA-8 heat shield, and the surfaces of the separation region
were smooth. No large cracks were observed to emanate from
the separated bond-line area, as has occurred in the previous
two flights.
During reentry, the heat shield provided satisfactory thermal
protection, as on all previous orbital missions. The extended
time of exposure of the heat shield to the space environment
did not result in any noticeable effects regarding the heat-
shield performance. As expected, the stagnation point appears
to have been close to the center of the shield, as evidenced by
the usual glass droplet streaks that extend out from this
point. (See fig. 5-7-l-'l- ) The reentry heating appeared to be
uniform over the shield, as indicated by 10 core samples taken
at various locations. Char depth measurements of these samples
indicated normal heating, and these values varied from O.J to
O.J5 inch as in previous missions.
A bond-line temperature measurement was made in flight at
approximately the geometric center of the shield. The maximum
temperature experienced at this location was Ul5° F and occurred
a short time after main parachute deployment. This value is in
agreement with previous bond-line temperature measurements.
During the orbital phase, the heat-shield showed a fairly
steady temperature increase from 60° F at insertion to 90° F
just before reentry.
INTIAL ' Page 5 - 37
The measured weight loss of the heat shield was 15-3^ pounds,
which is comparable to that which was measured following
previous orbital missions.
CONFIDENTIAL
Page 5 ~
The light assembly used for this experiment was a pulsed xenon-
arc type consisting of three sections of six lamps each as
shown in figure 5-8.2-1. The lamps were mounted in a shallow
open-top box above a polished reflective surface. The circuit
was operated by a 50-cycle three-phase electrical power supply,
and the lamps in each section flashed 50 times a second with
an input of 27-5 watt-seconds per flash per lamp. Based on a
if-0-kilowatt nominal input to the lamp power supply, the com-
puted average intensity of the light was estimated to be
approximately 120,000 candles in the hemisphere above the light.
CONFIDENTS
•JCOMlDCPfTIAL ^ge 5 - M
The astronaut considered the light of sufficient brightness
. to be used as a navigation landmark if adequate sighting
information were to be made available. He stated, however,
that the distinctive U-shaped light pattern of the town of
Bloemfontein was a very helpful factor in identifying the
light; the light from the town was about as visible as the
test light and both faded from view at the same time. He
stated that a flashing light would have been much more dis-
tinctive, and he "believed that a pattern of flashing lights
would have been even more distinguishable.
Since the data were recorded on the onboard tape, it was neces-
sary to have the tape recorder on during periods of measurement.
During passage through the magnetic anomaly for orbital
passes 5, 7, and 8, the switch was turned to the "on" position,
and the magnetic tape recorder turned to "continuous." Back-
ground readings were obtained on the l6th, l8th, and 19th
orbital passes.
The ion chamber was placed on the hatch within 1 hour after
lift-off and remained there until it was stowed just prior
to retrofire. A postflight reading of this sensor was obtained
on the ground.
For the other radiation monitors, no astronaut participation
was required. These items were recovered and are being analyzed
by the U. S. Naval School of Aviation Medicine for evaluation.
Right thigh
Right chest 13
Left chest
Helmet (inside) 12
Although the above values are less than the expected level,
further analysis is necessary before any definite conclusion
can be made. Assignment of the proton component of the
total dose awaits radiation emulsion package development and
track analysis, a process that involves several weeks.
WriDENTIAL
Page 5: - kk CONFIDENTIAL-*
A neutral density filter was added to the W-70 and W-88A filter
sections to obtain the same light attenuation through these
filters as was obtained through the more opaque W-87C filter.
The filters appear in the photographs in the order listed in
the table, with the W-70 filter section on the left, the
W-88A in the center, and the W-87C on the right.
Kodak high-speed infrared film was used and coated on a regular
base support (0.005 inch thick). The film is sensitive through
the visible region of the spectrum and in the infrared to approxi-
mately 900 millimicrons, with the highest sensitivity in the
region from 770 to 84o millimicrons. The filters absorbed all
the light from the visible spectrum and transmitted to the film
only the infrared wavelengths. The ASA daylight-exposure index
is 80 without filters. A shutter speed of 1/125-second and a
lens aperture setting of f/5.6 was used for these exposures.
A series of l6 infrared photographs were taken by the astro-
naut over the southern part of the United States and the southern
part of Africa near the end of the 17th and beginning of the
l8th orbital passes, starting at an elapsed time of 26:38:00.
Figure 5-8.4-2 is representative of the photographs obtained
for this experiment. Geographic locations can be determined
accurately from landmarks in the first ten pictures where clouds
do not obscure the earth. These pictures showed that clouds
covered most of the Pacific coast of Worth America. Cloudiness,
which was associated with a low-pressure area over Oklahoma,
covered most of the lower Mississippi River Valley region and
«J"«M»l*lWf5WTf5tl^ Page 5 - ^ 5
iNTIAL
Page 5 - A8 CONFIDENTIAL
The beacon was not acquired by the astronaut on the first night
pass after deployment. The astronaut's comments on celestial
sightings during this time indicated that the spacecraft was
probably not oriented closely enough to the l80° yaw position
for the light to be in his field of view because he experienced
difficulty in establishing the 180° yaw attitude during this
first attempt at night.
Upon going into the second night pass after deployment, the
correct spacecraft yaw attitude of l80° had already been
established. The light was first acquired as a steady reddish-
brown light when it was still in sunlight but far enough below
the local horizontal that it was seen against the dark earth
background. At this time, the range was calculated to be approxi-
mately 3 nautical miles. After a brief period, the light ceased
to appear steady in source and commenced to flash at about the
intended frequency. At 1 hour and 46 minutes after the light had
been deployed, the astronaut rated its intensity at approximately
that of a second-magnitude star. However, the beacon's range was
calculated to have been approximately 4 nautical miles at this time,
which, based on preflight tests, would normally correspond to a
brightness of one star magnitude greater than was observed. During
the second night, the astronaut was able to move the spacecraft
off and back in attitude and then readily reacquire the light.
During a period when the beacon was calculated to be between
7— and 9 miles away, the astronaut rated the light as not very
bright but discernible, about of the order of a third-magnitude
star. This rating again was about one magnitude dimmer than
that expected from preflight tests.
CONFIDENTIAL
Page 5 - 50 GOMlDEMnAL
Since the antenna canister was not recovered after the flight,
it was impossible to complete the investigation of this anomaly.
CONFIDENTIAL-
ONFIDENTIAL Page 5-54
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Figure 5.8.8-1.- Photograph of Himalaya Moi i^taken with BasseIblad camera.
*-£MW*f1^BPHT!l^~ Page 6-1
6. 0 LAUNCH-VEHICLE PERFORMANCE
The indicated air temperature of the engine compartment was normal and
was ^8° F at lift-off, 56° F at BECO, and 100° F at SECO. A temperature
6 -2 CONFIDENTIAL
Following final pressurization, the lox level was above the high-level
probe for approximately 10 seconds. However, this level was between the
high- and low-level probes at ignition because of boil-off. The total
weight of the spacecraft and launch vehicle at ignition was 326,^00 pounds.
6.5 Pneumatics
The lox- and fuel-tank ullage pressures were within normal operating
limits throughout the flight. Booster-tank helium-bottle decay was normal
and the sustainer-tank helium bottle maintained adequate pressure.
CONFIDENTIAL
6 -3
6. 6 Electrical System
CONFIDENTIAL
page 6 - k GOffriDCHTIAL .».—
6.8 Guidance
The guidance system acquired the track beacon of the launch vehicle
in the first radar cube, and lock was continuous from 00:01:04.0 to
00:06:07.1 (6k sec after SECO). Rate lock was continuous in all functions
from 00:00:58.3 to 00:05:55.7 (53 sec after SECO), except for 0.1 second
of bad central rate data 3-7 seconds after BECO. These bad data were caused
by the jettisoned booster stage assembly's passing between the ground radar
and the airborne transponder. The bad data had no effect on the flight of
the launch vehicle, since guidance steering was not initiated until
22.8 seconds later.
The ground guidance computer equations had been changed since MA-8
to extrapolate radar data better and to smooth out radar noise. Guidance
initiation was started on slant range rather than on time after BECO.
Other than these changes, the application of these equations was the same
in the normal data mode. The reason for these changes was to give better
steering commands in the event of noise resulting in the loss of radar
data.
In figures 6.8-1 and 6.8-2, the velocity and flight-path angle are
shown in the region of sustainer engine cutoff. The launch-vehicle data
Page 6 - 5
are shown in figure 6. 8-1, and the range safety impact predictor computer
(I. P. 709*0 data are shown in figure 6.8-2 to illustrate the data quality
during the time of the go—no-go computations. Both data sources exhibited
low noise and the average of these values agrees with the actual flight
conditions. One launch vehicle guidance data point was not received by
the Goddard computer at 00:05:08.07; however, a 20-point average was still
used. Maximum peak-to-peak deviations in the launch-vehicle guidance data
were about one-quarter of the magnitude experienced on MA.-4 and MA-8 and
about one-half the noise level of MA-5, MA-6, and MA-7. The IP -709^ data
noise level was about half that experienced on MA.-4 and MA-8 and about the
same as MA-5, MA-6, and MA-7.
The ready status of the abort sensing and implementation system was
properly established at 0.8 second prior to lift-off. Telemetry records
indicate that the pressure switches operated correctly. Wo system
parameters reached the abort level, and no abort command was generated
during powered flight. After SECO, the system indicated an abort con-
dition, which is an expected occurrence and results from a decay in the
engine fuel pressure. An incomplete listing of the proximity of monitored
parametric values to the specified limits for the MA-9 abort system is
presented as follows:
Page 6-6
Launch-vehicle—spacecraft
interface loss of elec. continuity no loss
400-cps power voltage < 70 +10 v-rms for 0. 125 sec 115.7 v-rms
Propulsion system:
Booster-engine manifold
pressure +25 psia
Sustainer-engine manifold
pressure < 560 ±25 psia
CONriDDMTIAtr
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page 7-1
7-0 ASTRONAUT ACTIVITIES
CONFIDENTIAL
Page 7-2
7.1.2.1 Clinical data: Data were evaluated from very thorough medical
studies of the pilot, Astronaut L. Gordon Cooper, Jr., conducted
immediately prior to his selection for astronaut training in
1959 and from annual examinations since that date. Medical
examinations were also conducted both before and after six
preflight spacecraft checkout tests and a session in the
Mission Control Center procedures trainer, all of which required
the pilot to wear the full-pressure space suit. Special
examinations to assess the pilot's fitness for flight were
conducted 11 and 3 days before launch. The latter examination
conducted on May 12, 1963, designated the "Comprehensive
Medical Evaluation," was conducted by specialists in internal
medicine, ophthalmology, neuropsychiatry, radiology, and
aviation medicine. The NASA Flight Surgeon who had examined
the pilot for most of the preflight activities conducted the
final preflight medical examination on launch morning. The
preflight aeromedical procedures and examinations are listed
in table 7.1.2.1-1.
CONFIDENTIAL
OTIDCMT1AL* page 7 3
OOMFIDEMTIAL
page 7 - 6 CONFIDENTIAL
1:10:00 98-5
6:00:00 100.0
10:25:00 100.0
12:25:00 99.0
23:50:00 98.0
FIDEMTIAL
page 7 8
When the flashing light was deployed at about 3:26:00, his
heart rate rose to a sharp peak of 13^- teats per minute and
then promptly declined to 95 teats per minute while the
pilot was maneuvering the spacecraft in an attempt to sight the
flashing light. Heart rate remained stable around 80 beats
per minute throughout the remainder of the first 8 hours in
space except during periods when the astronaut announced
on the tape that he was performing some specific exertion
such as emptying the condensate tank or removing equipment
from the equipment 'kit. During these intervals, rates would
increase to values from 100 beats per minute to as high as
130 beats per minute for very short times.
The heart rates during reentry varied between 120 and l4o beats
per minute until drogue parachute deployment when it spiked
to 184 beats per minute. It then gradually declined to
164 beats per minute when bioplug disconnect was accomplished
subsequent to main parachute deployment.
COMriDDHTIAL
Page 7 - 1 0 ^CONFIDENTIAL
Up
7 -12
its taste by the plastic "bags in which it was carried. The
astronaut stated that he probably would have drunk more liquid,
including the dehydrated juices, if he had not experienced
difficulty with the mouthpiece of the drinking water tank.
At one point during the flight the pilot felt a vague gastric
awareness or queasiness, but this feeling rapidly cleared when
he ate a little food and drank some water. At no time did
he have any nausea, vomiting, or other gastrointestinal problems.
The astronaut had a very good sleep the night prior to launch
and was as rested as possible. He found, even early in the
flight, that when he had no tasks to perform and the space-
craft was oriented such that the earth was not in view from
the window, he easily dozed off for brief naps. There
were times when he awoke without realizing he had fallen
asleep. This dozing did not occur during times when there
were tasks to perform or items to see through the window.
During the period designated for sleep, he slept only in a
series of naps lasting no more than 1 hour each. His total
sleep time was about ^-5- hours. He awoke from these 30- to
60-minute naps feeling alert and rested, but 30 to ^5 minutes
later he would again doze off. He stated that if there had been
another person along to monitor the spacecraft, particularly
the ECS functions, he could have slept for much longer periods,
but still "no more than k to 6 hours in a day." Table 7-1-3-2-1
lists the estimated inflight sleep periods.
M. M.J\Li
AL Page 7-13
A drug was taken during flight for the first time during a
Mercury flight. The astronaut took 5 mg of dextro amphetamine
sulfate approximately 1 hour 20 minutes prior to retrofire.
He stated that within 20 minutes he felt much more alert and
confident and seemed to be "more on top of things. " He then
had less tendency to drop off to sleep for short naps for the
remainder of the flight. There was no apparent degradation
in the pilot's performance following this medication. He also
stated that the drug, as far as he could tell, had the same
effect^ as test doses taken prior to flight.
During the last two orbital passes, the PC02 gage was noted
to be indicating a rise in the amount of COp in the suit. The
Afc.
page 7 - i4 -CONFIDENTIAL
The astronaut was then taken to the ship's sick bay where a
comprehensive medical examination and preliminary debriefing
were performed. The remainder of the debriefing was conducted
by the NASA Flight Surgeon in the admiral's in-port cabin.
The astronaut spent 48 hours onboard the ship. Details of
his activities during this 48-hour period are shown in
table 7.1.4.1-1.
CONFIDENTIAL
page 7 16 CONFIDENTIAL
There were painful and slightly swollen red areas over each
patella caused by the pressure suit having been pulled
tightly across the anterior knee when the knee was flexed.
Other reddened areas were found over each posterior inferior
iliac spine and the posterior spinous process of the fifth
lumbar vertebra. There was a diffuse redness over the
right lateral iliac area, but none on the left. No explanation
can be offered for this condition at the present time.
GONriDDFITf
Page 7-17
The pilot returned to the launch site on the fourth day following
launch and was examined the following morning. The same
medical specialists found him to be in excellent health.
The only changes noted were the persistent slight erythema
and tenderness of both patellae, resulting from the pressure
areas in the suit, a continued, rightward shift in the QRS
and T axes of the EGG, and a persistence of the previously
noted alteration in blood count. The EGG- shift had become
less apparent, however. The laboratory studies of blood and
urine are contained in tables 7-1-2.1-3 to 2.1.2.1-5.
The pilot remained in good health and maintained his high morale
following this examination. He participated in debriefing
sessions and other postflight activities without further medical
change.
lOOMilDBMTAL
Page 7 - 1 8
COMriDEMTIAL
page 7 - 20
On no occasion could symptoms of near-syncope be detected.
Subjectively, all of these tests were exceedingly well-
tolerated. Observation of the physical appearance while
tilted showed a tendency to bluish mottling of the hands and
feet and a tendency to increased filling of the veins of the
legs.
CONFIDENTIAL
Page 7 - 2 1
29 17 4o _ 21 6 58 31 10 46
Postflight pulse pressure, mm Hg
1 to 3 25 10 38 17 6 42 29 20 36
4 37 36 38 26 14 46 46 40 50
CONFIDENTIAL
slightly easier. During flight he felt his post-work
breathing was not as labored and he thought his heart rate
returned to pre-work values more rapidly. The data are
somewhat, affected by the difficulty he had in freeing the
work handle from its restraining clip during flight.
7-1.6 Conclusions.-
1. There was no evidence of significant degradation of
pilot function directly attributable to the space flight.
Thirty-four hours of zero gravity were well tolerated and
all body functions appeared unaffected during flight.
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Page 7 - 2 ?
Albumen, sugar,
acetone, and bile Negative Negative
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During the J-^eek period prior to flight, the pilot's maximum weight was
1^9r lb and his minimum weight was 1^6 l"b. His weight on launch morning
!
was 1^7 lb and his weight on the recovery ship was 139r It.
Pre flight
Flight
COMTDDFriTAL
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The pilot spent the majority of his time during these sessions
on the detection and circumvention of simulated systems failures
and various mission anomalies which would require an abort
during the launch phase of the flight. The pilot concentrated
on these areas because of their critical importance and because
the procedures trainer is best equipped to simulate these
phases of the mission. He did, however, spend approximately
one-third of his time during these training sessions on the
normal flight activities specified in the flight plan and
practicing of retrofire and reentry attitude and rate control
maneuvers. The pilot also participated in several launch
abort and network simulations during which mission rules and
operational procedures were extensively used and reviewed.
COMTDONTIAlr
Page
CONFIDENTIAL
page 7 - ^ * CONFIDENTIAL
The cabin fan and the cabin-coolant flow were turned back on
at 32:05:00, and the pilot stowed the onboard equipment shortly
thereafter. At about 33:07:00 planned use of the ASCS for re-
entry was abandoned when it became evident that all ASCS a-c power
had been lost. The pilot did not check out the FBW-high
thrusters prior to retrofire as ASCS problems were receiving
his primary attention during this period. The retrofire,
retropackage jettison, and reentry events were all initiated
and controlled manually by the pilot. He momentarily checked
his FBW-high thrusters subsequent to retropackage jettison;
but he was unable to detect proper high-thruster action and there-
fore elected to control the spacecraft, during reentry by
using FEW, high and low, and manual proportional simultaneously.
The pilot was able to control the reentry manually by using this
"double-authority" control, and the remainder of the descent
was normal.
The panel compartment was used for storing two small experi-
mental items, the wrist mirror and the continuous flight-plan
strip on its holder. The flight-plan strip contained columns
of information consisting of continent passage, tape-recorder
switching, telemetry switching, star-chart reference times
with day-night overlays, control-mode switching, communication-
and tracking-station passage, elapsed time from lift-off, and
other pertinent remarks and comments. During flight, the panel
compartment was also used as a general-purpose storage area be-
cause of its convenient location. As on previous flights, the
equipment was held in its stowed position with velcro strips,
and as added convenience, the inside of the hatch was covered
with velcro to hold items when they were neither being used
nor required to be in their stowed positions. A list of all
the equipment is given in table 7-2.2.2-1 showing the stowage
location during launch. The flight plan and its holder are
shown in figure 7.2.2.2-3.
7.2.3-6 Reentry: Because of the loss of the ASCS power, the pilot
was required to position the spacecraft manually to the proper
reentry attitude by using external visual reference to insert
manually the proper roll rate, and to damp manually the reentry
rate oscillations. The pilot checked his FEW control mode
shortly before the nominal time for the 0.05g event and was
not satisfied that the high thrusters were working properly.
He, therefore, elected to control reentry rate oscillations
by using both the manual proportional and the FEW control
systems; thereby, U9 pounds of thrust capability was made
available to him about the pitch and yaw axes.
The pilot did not at any time inadvertently use double author-
ity during the mission. The only time double authority was
used was for damping the reentry oscillations. This choice
was made because the pilot was not satisfied that the FBW-high
thrusters were working properly, and he therefore elected to
use FB¥ as a backup to the manual proportional control system.
TOEMTIAL
7 - 56 GOPfFIDEfTTlAr
was recommended that at least 5 minutes be allowed for the
gyros to achieve a good operating speed prior to uncaging.
In all cases the pilot switched properly and allowed more
than 7 minutes after powering up before uncaging the gyros.
the pitch plane of the spacecraft with the plane of the ecliptic
for the first series of zodiacal-light photographs. The space-
craft was held by the ASCS in this special alinement by first
caging the gyros and then switching to the gyro-free position
with pitch torquing on. At the conclusion of the zodiacal-light
photographs, the gyros were switched to the "slave" position,
which allowed the horizon scanners to return the space-
craft slowly to its normal orbital attitude.
CONFIDENTIAL
Page 7 - 58 ~ COftTFID
CONriDDMTIAfc
JVF1DEIVTIAL
" -
Page 7 - 5 9
April 23, 1963 Systems test and simulated flight no. 1 0^:00
May 10, 1963 Systems test and simulated flight no. 3 03:^5
Total 73:50
CONFIDENTIAL
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Page 7 - 6 2
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IENTIAL Page 7-63
Includes only major activities and does not include such activities as
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briefings with operational and systems personnel.
CONFIDENTIAL
Page 7 - •CONFIDENTIAL
a.,Includes only major activities and does not include such activities
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CONFIDENTIAL
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Maximum time
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hrrmin
Drift 43 13:01 2
CONFIDENTIAL
•
7 7^
7-3 Pilot's Flight Report
7.3.2 Launch.- Launch activities were well planned and were accom-
plished smoothly. We were always on or slightly ahead of
schedule, and I did not feel at all rushed for time. The
donning of the Mercury pressure suit for my second flight
attempt was accomplished in good order, and we arrived at
Launch Pad Ik on schedule. I was inserted into the
cockpit, and we had completed the necessary checks
7 minutes ahead of the scheduled time for gantry removal.
This time, the gantry came back without any delays, and
the countdown proceeded very successfully with lift-off
occurring 4 minutes behind schedule.
GONriDCHTIAL
Page 7 - 7 5
7.3.3 Powered flight.- I felt that I was well trained, very much
at home, and had a complete grasp of the powered-flight
of the mission. The engines really felt good when they
started. Lift-off was smooth, but definitely noticeable,
and the acceleration was very pleasant. There were no
lateral or roll accelerations at all. The launch vehicle
was very steady with only small vibrations up to "max g" which
were not at all disturbing. I was able to read the
instruments very clearly. I had more foam-rubber padding
behind my helmet than did my predecessors, and this probably
reduced my head vibrations.
•
Page 7-78 1 »• J. J^f Hill I
CONFIDENTIAL
page 7 - 7 9
At night I could see the glow from every one of the thrust-
ers. I saw a tremendous amount of these fireflies regardless
of my attitude. They appeared to come out from the space-
craft and go back along the flight path. I could see some
of them for as long as 30 or kO seconds. I could see them
coming directly out of the pitch-down thruster when it was
activated.
I caged the gyros, powered down ASCS bus, and went into
drifting flight. I opened the condensate trap clamp and
did not see water flowing at this time. I left the clamp
open for a while to see if the trap would work, and then
I closed the clamp.
When I was drifting, the changing view out the window was
not at all disconcerting, and the random orientation caused
me no concern. In fact, it is a very relaxed way to travel.
I might mention an item here on the natural dynamics of
the spacecraft. When rates were near zero, and the space-
craft was powered down, I never observed any rate greater
than l^sec along any one axis. Generally, if it were as
great as this, l°/sec, there were no rates along the other
two axes. These rates would switch from axis to axis and,
more than likely only two axes would have any rate at all,
1° 1°
and these rates would be between j-/sec and p/sec, at the
most. Frequently, for long periods of time, the spacecraft
would have absolutely no rates at all and would be almost
completely motionless. The one axis that appeared to have
more predominate rate than the others was the roll axis;
and the rate, almost invariably, was to the left, or
negative roll. More times than not, while drifting, there
1°
would be a roll rate of approximately —/sec.
CONFIDEHTIAL
Page T - 80
CONFIDENTIAL
Page 7-84
CONFIDENTIAL
Page 7-85
The 250 v-amp main inverter failed to operate on the 21st pass.
At about 33:03:00 the automatic changeover light for the
standby inverter came on. I had noticed two small fluctua-
tions in the ammeter a little previous to this and had gone
through an electrical check; everything appeared normal.
The temperature on the 250 v-amp inverter was about 115° F,
the temperature on the fans inverter was about 125° F, and
the standby inverter was about 95° F. At this point the
light came on and I checked the inverters, and the
250 v-amp inverter was still reading about 115° F on
temperature, but was indicating 1^-0 volts on the ASCS
a-c bus voltage. I then turned it off. At that time I
selected the slug position (manual selection of the
standby inverter for the ASCS) and found that the stand-
vy inverter would not start. I put the switch back to
the "off" position of ASCS a-c power and elected to make
a purely manual or fly-by-wire retrofire and reentry.
7 - 86
7.3.5 Retrofire.- As a result of the premature latching in of
the ASCS 0.05g relay and the subsequent loss of the ASCS
main and standby inverter power, I was required to initiate
and control the spacecraft manually during the retrofire
and reentry events. I decided to control the spacecraft
during the retrofire period on manual proportional with
fly-by-wire ready as a backup, if necessary. I stowed the
equipment and completed the necessary preretrofire switching
procedures well in advance and was all set except for the
squib switch.
The g's from the parachute opening were much less than I
had expected. Rate of descent after parachute opening was
between 35 and 40 feet per second. The spacecraft was
oscillating slowly under the parachute. At 4,000 feet
indicated altitude the rate of descent was down to JO feet
per second, but oscillations were still present.
CQNriDEPfTIAL
Page 7 - 90 CONFIDENTIAL
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CONFIDENTIAL
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Page 7-103
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Time from start of event, sec
Figure 7.2.3.5-1.- Retrofire maneuver.
Page 7-105
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The flight control documentation for the MA-9 mission was sat-
isfactory. A total of 3^ Instrumentation Support Instructions
was transmitted to the network. The majority of these docu-
ments required only one revision during the prelaunch period.
The only major revisions required were those to the instrument
calibration curves. These changes were necessary because of
calibration shifts and are normally transmitted after the launch-
pad tests, conducted 4 days prior to lift-off. Other minor
8 -2
revisions were made to the Network Countdown, Mission Rules,
and Data Acquisition Plan.
During the hold at T-60 minutes, the Bermuda radar passed the
CADFISS test. The radar was performing satisfactorily when
the count was resumed] however, there was still an error rate
of 14 percent in the range data. An error rate of 20 percent
is the maximum acceptable error rate for these data. Continual
status reports were obtained from BDA, and the radar was in a
marginal green condition for the lox status check at T-V?
minutes. The spacecraft test conductor was advised that the
countdown would be continued until T-15 minutes, at which
time a final status would be given. A final slew check was
performed with BDA at T-20 minutes; the error rate on these
data was 100 percent. It was then determined that the radar
would not be able to support the mission and that an additional
12 to 24 hours would be required. The launch attempt was
canceled at 9:56 a.m. e.s.t.
The BDA station began an immediate investigation of the pro-
blems in the FPS-16 radar system. The Goddard computers were
placed on a standby status to run Data Slew Tests with the
BDA radar when it was repaired. The status of the radar was
reported every 2 hours. By 2:00 p.m. e.s.t., the problems
had been isolated to the preamplifier in the azimuth digital
Page 8-3
data channel and the shift register in the range digital data
channel. The simultaneous failure of both components compli-
cated an effective failure analysis and caused the earlier
difficulties in solving the problems.
At 4:00 p.m. e.s.t. it was decided that the BDA FPS-16 radar
system would be able to support the launch and that the count-
down for the second launch attempt would be initiated the
following day.
The countdown was recycled for 24 hours, and the network count-
down was resumed at 2:00 a.m. e.s.t. on May 15, 19&3- All
primary network systems, with minor exceptions, were operable
when the countdown was initiated.
This countdown was continuous, except for a short hold for the
launch-vehicle ground support equipment at T-ll minutes 30 sec-
onds. The countdown was resumed within approximately 4 minutes
and lift-off occurred at 8:04:13 a.m. e.s.t.
8.1.3 Powered flight.- The powered flight phase was normal and all
launch events occurred at nearly the expected time. The guidance
and data systems performance was excellent. All data sources
provided good, consistent data. Sustainer engine cut-off occurred
at 00:05:02.9 at a space-fixed velocity of 25,735 ft/sec. The
flight-path angle at cut-off was +0.00321°. A "go" condition
was evident at insertion, and the orbit lifetime was not con-
sidered to be a problem. All spacecraft and launch-vehicle
systems performed satisfactorily during the launch phase, and
the air-ground communications were somewhat better than those
in previous missions.
CONFIDCHTIAL" -
• -»**»*-^" -.••--• . ... tttfg.f.,
Page 8 - CONFIDENTIAL
ca~bin- and suit-dome heat-exchanger temperatures had been
observed on telemetry at BDA. The astronaut was appraised
of this situation and increased the coolant flow. At space-
craft loss of signal with BDA, the dome temperatures had
stabilized. When the astronaut acquired communications with
the Canary Islands (CYl), he said that the dome-temperature
warning light was on. This warning indication was caused
by the suit dome temperature decreasing below 51° F. The
astronaut was required to monitor this temperature through-
out the flight and make frequent adjustments to the coolant
control valve. As a result of the exit heat pulse, the
cabin temperature indication on telemetry rose from 9^-° F
at launch to approximately 118° F when the spacecraft was over
Muchea, Australia (MUG). Subsequently, this temperature de-
creased slowly to a value between 90° F and 100° F. The
cabin-air temperature appeared to vary slightly as a function
of the spacecraft a-c power usage. During the periods in
which the automatic stabilization and control system (ASCS)
115 v a-c inverter was being used, the temperature would rise
to a value of between 97° F and 105° F; and when this inverter
was not being used, the temperature would apparently decrease
slowly over a period of two passes to a value of between
90° F and 97° F. All spacecraft systems were functioning
normally, and the MCC advised the Guaymas, Mexico (GYM) site
to transmit a "go" decision for seven orbital passes to the
astronaut.
The first minor discrepancy occurred over MCC at the beginning
of the second orbital pass. When the telemetry was commanded
by the ground, a series of repetitive R- and Z-calibrations
occurred. It was decided that the programed R and Z calibra-
tion function would be turned off during the sleep period.
This anamoly occurred again when the C-band beacon was
commanded "on" over MCC at the beginning of the l6th orbital
pass.
The flashing beacon was deployed at 03:^5:00. The astronaut
reported that he felt the beacon deploy; however, he did not
see the light during its first night period. The astronaut
verified that the attitudes and time were correct for deploy-
ment of the beacon. The "beacon was observed during sunset
of the 4th orbital pass~"and was tracked during the night per-
iod of that pass. All systems continued to perform satis-
factorily. However, the astronaut was required to make
frequent changes to the suit coolant control valves in order
to maintain the suit heat-exchanger dome temperature within
limits.
At the beginning of the 5th orbital pass, the astronaut
turned the cabin fan and cabin heat exchanger off as scheduled
by the flight plan. It was noted subsequently that turning
off the cabin fan while in a powered-down condition did not
materially affect the cabin temperature. The astronaut opened
the outlet port of the condensate trap in accordance with his
flight plan.
It was noted early in the flight that the actual power usage
was slightly less than predicted. This condition resulted in
allowing for more radar beacon tracking during the later phases
of the flight. The C-band beacon was turned on three times
prior to passes over the HAW station to enable tracking by the
Range Tracker ship. Attitude-control-fuel usage was also less
than expected, and all reports indicated that the astronaut
was managing his fuel supplies exceptionally well.
The astronaut made two attempts to deploy the balloon for the
balloon drag and visibility experiment, starting at 09:00:00.
All attempts were unsuccessful; and based upon analysis of
the system and the undesirability of powering up the squib
bus, it was decided that no further attempts would be made to
deploy the balloon. The astronaut was advised not to actuate
the jettison switch.
During the 7th pass at 10:02:00, MCC directed ZZB to transmit
to the astronaut a "go" decision to continue for 17 orbital
passes. At this time all systems were performing well. In
general, the usage of consumables was better than expected
and the astronaut was in excellent condition. Because of the
excellent performance of the astronaut and the spacecraft
systems, the task of flight control was one of monitoring
systems performance, gathering and transmitting summary infor-
mation, and assisting the astronaut in carrying out his flight
plan.
At the end of the 7~th pass the astronaut powered down the ASCS
bus over the CSQ and began a period of extended drifting flight.
At this time he stated that he was perspiring lightly and that
n f
Page 8-6
During the l^th pass at 21:23:00, the MUG site received a re-
port on consumables from the astronaut. The astronaut stated
COMriDEHTlAL
Page 8 - 7
At the beginning of the l6th pass the astronaut ate and drank,
and he stated that he felt fine. The ASCS was powered up at
23:j6:00, as the spacecraft passed over MUG, and the astro-
naut selected ASCS orbit mode. The ASCS was operating normally,
and good correlation was obtained between spacecraft attitudes
and horizon-scanner outputs. The MCC advised the MIJC site to
transmit to the astronaut the "go" decision for 22 orbital
passes. The automatic-fuel-quantity warning light came on at
2^:58:00 when the spacecraft automatic-fuel-quantity meter
was indicating 6l percent remaining.
The 17th and l8th passes were completely nominal. The space-
craft clock continued to gain approximately 1 second per
orbital pass and it was 18 seconds fast at 27:33:00. This
clock error was within specification accuracy and was of no
concern.
C. Additional precautions
The astronaut was advised to "take green for go, " which was
a coded means of telling him to take a dextro amphetamine
pill. The pill was used as an added precaution to be sure
that the astronaut was alert for the retrofire maneuver.
The flight surgeon was not concerned over the astronaut's
condition but he was not sure the astronaut was thoroughly
rested from his sleep. The ZZB site noted a rise in carbon
dioxide partial pressure (PCCu) and the astronaut was advised
to purge the suit circuit with fresh oxygen by going on
0 emergency rate flow. A quick estimate of the quantity of
d
1
oxygen remaining indicated that Ip- hours of 0 emergency rate
flow was available. The ZZB capsule communicator confirmed
each item on the checklist with the astronaut and he verified
that all items on the list were completed with the exception
of arming the squib switch.
For the first time, the astronaut reported to ZZB that the
main and standby 250 v-amp inverters had failed to operate.
At this point, MCC advised ZZB to turn the ASCS a-c switch
to off, because the inoperative power circuit would require
the entire reentry to be manually controlled.
CQNriDEMTIAlr
Page 8 - 12 "CONFIDENTIAL
The computer and range checkout (CADFISS) tests made during the
mission indicated that the operational condition of sites which had been
released to a standby status was satisfactory prior to the next
spacecraft pass over that site. Radar data from the tracking ships,
Range Tracker and Twin Falls Victory, proved to be usable; however, the
data were not needed to determine orbital decay. The telemetry coverage
for all sites was excellent. Land-based radar coverage provided
excellent data to the Goddard computers. Attempts to skin track the
spacecraft were not successful. Air-to-ground communications were
good throughout the flight. Remote air-to-ground voice relays were
successfully operated through Ascension, Wake, and Kwajalein Islands and
through the Range Tracker Ship. Electrocardiogram (EGG) readouts were
transmitted in real time to the MCC from the network stations at
Antigua, California, Bermuda, and Ascension.
For the first time during a Mercury mission, aircraft equipped with
radar tracking equipment were used in an attempt to skin track the
spacecraft while in orbit and through the communications blackout period
during reentry. An analysis of the results, of these tests indicates
that tracking can be accomplished by airborne radars. Two radar aircraft
in the primary recovery area successfully skin tracked the spacecraft
from a slant range of over 600 nautical miles to the landing point.
The Atlantic Missile Eange (AMR) I.P. 709^ and the General
Electric - Burroughs computers provided excellent data
throughout the launch. A "go" decision was indicated by all
three data sources. The cut-off conditions are shown in
table 8.2.1-1.
Two range ships, the Range Tracker and the Twin Falls Victory,
were used to provide tracking data to the Goddard computers.
The Range Tracker provided good tracking data during the 7th,
20th, and 21st orbital passes. During reentry the Range Tracker
was poorly positioned with respect to the blackout zone and
provided only six frames of data for this phase of reentry.
An analysis of these data indicated a landing point which was
about-3° or 180 nautical miles away from the correct landing
point. Twin Falls Victory data readout was good on three passes.
East Island data appear to be unusable. Ascension Island data,
used for the first time in a Mercury mission, appear to be
satisfactory.
8.2.2 Command system.- The command system for the MA-9 mission
operated in a satisfactory mariner, and the command control plan
was followed very closely throughout the mission. Several
malfunctions were noted at various sites, but command capability
was never lost by any site during the time in which the space-
craft was passing over that site. The command carrier "on"
indication from BDA to the MCC was delayed approximately
32 seconds on the first pass; however, it had no net effect on
the mission since the onboard command receiver signal strength
remained above the receiver threshold setting. A summary of
the command handover exercises is shown in table 8.2.2-1 and
a summary of command transmissions is shown in table 8.2.2-2.
The command control handover plan was updated one time during
the mission. This change compensated for the slight variance
in the orbital trajectory over the 22 orbital passes and was
sent to the Coastal Sentry Quebec (CSQ) ship for the reentry
phase. All other times were nominal.
•
8 -16
2. The RKV had an intermittent problem in the beam
power supply of the backup power amplifier, and at 09:24:47 it
was reported as being inoperative for the remainder of the
mission. The prime transmitter was used to support the remainder
of the mission.
8.2.2.2 Spacecraft command system: The spacecraft had only one command
receiver onboard during the MA-9 mission. The threshold level
was intended to be set between 2.5 and 3 microvolts; however,
the receiver was capable of and did receive command functions
at a level of approximately 5-microvolt. The saturation
value of the receiver was 27-5 microvolts. The system operated
normally with the exception of spurious command carrier reception
at 03:35:00 to 03:38:00, 11:24:00 to 11:27:00, and 27:10:40 to
27:13:20. During the time period of 27:10:40 to 27:13:20,
eight functions, having a duration of approximately 2 seconds
each, were recorded on the onboard recorder. These functions
have yet to be identified; however, they were of such a nature
that they did not affect the mission. An investigation is in
progress to determine the exact cause of these recorded events.
The preliminary results tend to show that these signals were
generated outside the spacecraft and were not caused by internal
EF beat harmonics.
CONFIDENTIAL
Page 8-17
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- 20 COMriDEMTIAL
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xhe times given in parentheses are actual; times not given in parentheses
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Page 8 - 2 3
T?he times given in parentheses are actual; times not given in parentheses
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Page 8 - 2 4
The times given in parentheses are actual; times not given in parentheses
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1
California (backup to 25:00:00 25:07:00
Guaymas ) (25:00:00) (25:06:47)
T?he times given in parentheses are actual; times not given in parenthese
are planned.
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Page 8 - 2 8 •CONFIDENTIAL
FPS-16
Verlort
Page 8-29
CONFIDENTIAL
..» _
8 - 30
Duration of signal
Station
Acquisition, g.e.t. Loss, g.e.t.
C-"band
Station
Duration of signal
Acquisition, g.e.t. Loss, g.e.t.
C-band
S-band
... CONFIDENTIAL
•* -.
Page 8 - 3 2
Duration of signal
Coverage., percent
Acquisition, g. e.t. Loss, g. e. t.
0 00: 07: k2 90
01:33:22 01: 40: 42 95
03:06:57 03:14:15 95
Ok: kO: 18 Ok: 47: 16 95
06:15:06 06:20:00 95
22:04:15 22:10:37 95
23:36:5? 23:44:21 90
25:09:20 25:16:27 95
26: 42: 45 26:50:51 95
28:16:10 28:23:10 95
29:50:37 29:55:05 95
Grand Bahama Island
00:01:14 00:06:44 98
01:34:15 01:40:15 98
03:08:00 03:14:13 98
04:41:30 04:45:50 98
06:15:20 06:20:30 98
22:03:50 22:10:10 98
23:37:00 23:43:05 98
25:10:30 25:16:45 98
26:44:30 26:50:30 98
28:17:30 28:23:15 98
29:51:50 29:55:50 98
— * -ii "r ,
Page 8 - 3 3
Duration of signal
Coverage , percent
Acquisition, g. e.t. Loss, g. e.t.
Bermuda
00:03:12 00:10:23 95
01:36:41 01:43:56 99
03:10:05 03:15:09 99
04: 44: 15 04:49:15 99
20:35:38 20:38:40 95
22:06:31 22:13:18 99
23:39:36 23:46:41 99
25:12:51 25:20:06 99
26:46:12 26:53=12 99
28:20:26 28:23:14 95
OOMTDDMIAfc
TABLE 8. 2. 4-1. - TELEMETRY COVERAGE - Continued
Duration of signal
Coverage ^ percent
Acquisition, g. e.t. Loss, g. e.t.
Canary Islands
Kano
00:21:09 00:28:29 98
01:54:49 02:01:30 97
14:33:24 14:40:23 98
16:07:13 16:13:13 98
22:26:26 22:28:21 94
23=57:25 24: 04: 42 98
25:31:15 25:37:20 98
OONnDDPiTIAL1
Page 8 - 35
Duration of signal
Coverage , percent
Acquisition, g. e.t. Loss, g. e.t.
Zanzibar
00:29:59 00:39:17 96
02:04:02 02:11:12 90
10:00:02 10: Ok: 04 88
11:52:56 11:38:05 89
22:35:2? 22: 38: 42 95
23=53:55 24:02:02 97
25:40:42 25:46:52 96
33: 32: 42 33=39:32 97
Muchea
00:49:19 00:58:11 96
02:22:52 02:31:40 97
03:58:12 04:04:27 97
21:19:40 21:27:11 97
22:52:12 23:00:50 94
24:25:30 24:35:12 97
25:58:55 26:07=37 98
27:33:52 27:40:06 98
COMriDDWTIAL
Page 8 - 3 6
Duration of signal
Coverage} percent
Acquisition, g. e.t. Loss, g. e.t.
Canton Island
01:09:25 01:l6:4l 98
02:43:10 02:49:45 99
12:16:15 12:24:06 95
13:50:14 13:57:03 98
24:11-5:25 24:53:01 97
26:19:21 26:25=35 99
08:52:00 08:54:57 40
10:21:30 10:28:22 90
11:55:0? 12:01:46 95
13:28:34 13:35:42 100
15:02:02 15:08:03 95
16:37:45 16: 40: 03 05
32:23:26 32:30:19 98
33:56:52 34:03:30 90
.COinTDDOTfAL Page 8 - 3 7
Duration of signal
Coverage . percent
Acquisition, g. e.t. Loss, g. e.t.
Hawaii
02:49:17 02:55:12 80
04:22:01 04:29:02 93
05:57:20 06: 01: 45 92
07:30:51 07:35:07 10
09:04:02 09:10:25 60
10: 37: 03 10:44:48 75
12:11:18 12:17:17 75
26:24:50 26:31:22 90
27:57:57 28:04:32 75
29:35:02 29:37:20 95
31:07:00 31:10:41 85
32:39:3^ 32:45:50 80
12:25:26 12:33:20 98
13:58:22 14: 07: 14 98
15:32:24 15: 40: 40 98
17:06:30 17:14:22 93
18:39:57 18:48:31 98
20:13:34 20:21:14 98
Page 8 - 3 8
Duration of signal
Coverage, percent
Acquisition, g. e.t. Loss, g.e.t.
Guaymas
01:25:57 01:33:27 80
03:00:23 03:06:47 89
04:34:22 04:40:27 96
06:07:33 06:14:17 96
07:40:59 07:47:20 94
23:30:23 23:35:37 94
25:02:42 25:09:31 97
26:36:28 26: 42: 47 95
28:10:03 28:16:17 96
29:43:18 29: 50: 03 98
31: 16: hO 31:22:40 94
California
01:26:4? 01:31:07 95
02:58:37 03:05:07 98
04:31:07 04:38:32 97
06:04:02 06:11:03 95
07:38:17 07:44:17 98
25:02:32 25:07:32 98
26:34:27 26:41:02 99
28:06:27 28:14:25 98
29:39:07 29:47:17 97
31:13=47 31:19=47 98
COIUriDDNTIAtr
Page 8 - 3 9
Duration of signal
Coverage , percent
Acquisition, g.e.t. Loss, g.e.t.
Texas
01:29:31 01:36:25 70
03:03:20 03:09:55 100
0^:36:52 0^:^3:55 100
06:10:08 06:17:30 100
07:50:00 07:^:07 100
22:02:05 22:03:^7 100
23:32=22 23=39:1^ 100
25:05:^0 25:12:3^ 98
26:39:25 26:^5:55 100
28:12:^5 28:19:^2 90
29:^6:56 29:53:00 100
31=12:35 31:23:20 50
Ascension
06:3^:39 06:39:38 99
12: 52: Ml- 12: 58: 57 99
14: 2k: ^3 1^:33:21 99
16:02:13 16:02:17 99
27:01:^0 27:09:39 99
COMriDDPiTIAL
Page 40 •CONFIDENTIAL
Duration of signal
Coverage , percent
Acquisition, g. e. t. Loss, g. e.t.
Antigua Island
05:12:53 03:13:30 98
04:45:22 04:52:30 98
06:19:52 06:25:24 98
18:59:40 19:05:20 98
20:32:10 20:39:30 98
22:07:00 22: 11: 40 98
26:48:50 26:54:35 98
28:21:20 28:23:15 98
29:55:50 30:00:29 98
Pretoria
02:05:50 03:10:37 98
06:44:25 06:52:20 98
27:12:37 27:18:26 98
31: 53: 20 32:02:07 98
33:26:46 33:33:00 98
fflFIDEMTIAL-
Page 8 - 4l
1 00:03:29 00:09:33 41
2 01:36:48 01 : 42 : 04 70
3 03:10:27 03:14:01 28
4 04:44:39 04:48:13 12
15 22:06:52 22:12:28 17-5
16 23:39:59 23:43:15 80
17 25:14:00 25:17:52 4l
18 26:46:23 26:47:38 29
19 28:21:28 28:21:30 (*)
Canary Islands
1 00:22:28 00:27:48 31
2 01:55:09 01:55:14 17-5
15 22:27:09 22:27:54 6
16 23:57:48 23:59:31 24
17 25:31:49 25:35:17 11
Muchea
1 00:51:07 00:56:57 60
2 02:24:17 02:30:47 38
3 03:58:37 04:04:13 (c)
14 21:22:27 21:26:29 4o
15 22:53:12 22:57:20 25
16 24:27:36 24:33:13 60
17 26:00:39 26:07:14 50
18 27:33:23 27:40:00 22
b
Wo contact
'No record
Page 8 - 4 3
1 01:09:25 01:16:42 22
2 02:43:11 02:49:49 20
9 13:44:37 13:52:40 (b)
10 15:18:40 15:25:32 (b)
16 24:45:22 24:53:03 22
17 26:19:14 26:25:40 5
Guaymas
1 01:27:16 01:29:10 25
2 03:01:00 03:04:17 4o
3 04:35:22 04:37:17 25
4 06:08:42 06:10:34 30
5 07:4l:54 07:45:58 15
15 23:30:50 23:33:16 12
16 25:03:07 25:09:13 50
17 26:36:41 26:36:43 (c)
18 28:12:49 28:13:18 10
19 29:43:46 29:49:18 15
20 31:16:43 31:22:39 15
Zanz ibar
Texas
2 03:03:47 03:10:02 12
3 04:36:55 04:43:57 20
1* 06:16:22 06:17:37 15
5 07:45:47 07:48:17 20
16 25:06:12 25:12:44 40
18 28:13:02 28:19:52 20
19 29:46:12 29:53:12 25
Wo contact
"No record
Page 8 - 44 EKTIAL
TABLE 8.2.5-1.- AIR-GROUND COMMUNICATIONS COVERAGE - Concluded
5 07:17:20 (a)
6 08:51:37 08:5^:57 (a)
1 10:21:30 10:28:22
8 11:55:01 12:01:46
9 13:28:34 13:35:^2
20 30:50:46 30:51:56
21 32:22:31 32:31:06
22 33:56:5^ 34:03:18
Hawaii
2 02:51:47 02:52:17 34
3 04:22:12 04:25:12 110
4 05:58:37 06:05:15 7
5 07:31:25 07:3^:50 22
6 09:0^:17 09:09:52 29
7 10:37:33 10:43:40 51
8 12:10:15 12:14:20 37
17 26:26:^-5 26:26:54 48
18 28:00:11 28:01:47 80
19 29:33:^7 29:36:42 19
20 31:07:17 31:11:47 19
21 32:40:22 32:45:57 18
California
1 01:28:22 01:29:22 20
2 03:00:02 03:05:02 16
3 0^:33:16 04:37:02 24
4 06: 06: 00 06:11:47 25
5 07:^0:55 07:44:0? 14
16 25 : 03 : 22 25:07:27 15
17 26:36:32 26:38:12 14
18 28:07:51 28:13:27 39
19 29:41:17 29:44:32 3^
20 31:16:22 31:19:^5 30
9.0 RECOVERY
The areas where recovery ships and aircraft were positioned in the
Atlantic and Pacific Oceans are shown in figure 9-l-l(a) and figure
9-l-l(b), respectively. Recovery capability was provided in areas A
through F in the event that it became necessary to abort the mission
during powered flight. Areas 2-1 through 21-1 were areas in which the
spacecraft could have landed if the flight were terminated earlier than
planned. These areas were spaced so that the spacecraft would pass
over one of them approximately every 90 minutes, or about once per orbital
pass. Area 22-1, which was the primary planned landing area for a nom-
inal flight of 3^- hours and 20 minutes, was located approximately 70
nautical miles southeast of Midway Island.
Recovery forces were deployed within these planned landing areas so"
that recovery and assistance could be provided within 3 to 9 hours after
spacecraft landing. This "access time" varied for the different areas
and was based on the probability of a spacecraft landing within a given
area and the planned deployment of recovery forces in that area. Selec-
tion of landing areas at spacecraft ground-track intersections permitted
a unit to move from one area to another and thereby provide a recovery
capability in several landing areas. A total of 23 ships and kk aircraft
were employed in the MA-9 recovery operation, of which 12 ships and 26 air-
craft were in the Atlantic landing areas and 11 ships and 18 aircraft were
in the Pacific. Table 9-1-1 indicates the number of ships and aircraft
on station at the various landing areas, their movements from one area to
another, and the access time for each area. Additional search aircraft
were available as back-ups to the aircraft on station. Also, helicopters,
amphibious surface vehicles, and small boats were positioned for recovery
support near the launch complex.
COMF1DEMTML
Page 9-2
1 M.J\Li
Page 9-3
in the landing area reported that the spacecraft, Immediately after land-
ing, was floating on its side and gradually righted itself soon after main
parachute release, which was estimated to have occurred about JO seconds
after landing. Four minutes after landing, the astronaut reported that
he would remain in the spacecraft and await retrieval "by the recovery ship.
The antenna canister landed within 600 feet of the spacecraft but sank
before the back-up swimmers could attempt retrieval. The ejected reserve
parachute was retrieved by the swimmers. At about 5k:k6:OQ as the U. S. S.
Kearsarge approached within 600 feet of the spacecraft, a motor whaleboat
(shown in fig. 9.2-2) attached a lifting line to the recovery loop of the
spacecraft. The spacecraft was then brought alongside the ship, lifted
clear of the water, and placed on the no. 3 elevator of the recovery
carrier at 3^t56:00. The explosive -actuated hatch was released, as shown
in figure 9-2-3, by using the external release lanyard. At about 35sOlsOO>
doctors began examining the astronaut and taking blood-pressure measure-
ments. The astronaut egressed from the spacecraft kQ minutes after landing
at 35:08:00. (See fig. 9.2-^. ) He remained onboard the Kearsarge for a
period of examination, rest, and debriefing.
9- 3 Recovery Aids
The telemetry and search aircraft reported contact with and verified
the operation of both spacecraft SARAH beacons. Acquisition ranges re-
ported by these aircraft were as great as 270 nautical miles.
TABLE 9.1-1. - RECOVERY SHIP AND AIRCRAFT DEPLOYMENT IN PLANNED LANDING AREAS
Pacific
9-1 5 1 destroyer 2
10-1 5 1 destroyer 2
11-1 3 2 destroyers 2
3-2, 8-1, and
18-2 3 2 destroyers 2
^-1, 7-1, and
22-1 3 2 destroyers, 1 carrier 2
5-1 and 6-1 3 2 destroyers 12
20-1 and 21-1 2
Total 11 18
COMTDDPiTIAL
Page 9-6
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Page 9-7
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Page 10-1
10.0 APPENDIX A
The spacecraft was transported to the launch site and mated with
the launch vehicle on April 22, 19&3-
The major prelaunch tests, modifications, and events in the
history of spacecraft 20 at Cape Canaveral are shown in chronological
order in the following table:
A¥
Page 10-2 COffriDENTlAL
COMTDDHTIAl,
Page 10-3
MFIDEPOIAL
10 - 6 • CONFIDENTIAL
10.2 Launch Procedure
Time, min
T-0 Lift-off
Page 10-7
KriDEPFTIAL
Page 10 - CONFIDENTIAL
10. U. 2 Launch vehicle.- Several meetings were held to determine the status
of the Atlas IJOD launch vehicle. The first meeting was conducted
on April 22, 1963, to review the nature and the solutions of the
problems in the flight control system that had caused the late
delivery of the launch vehicle to the Atlantic Missile Range.
Satisfactory resolution had been obtained on all problems. The
regular launch-vehicle review meeting was held at 9'00 a.m. e.s.t.
on May 11, 1963- The status of the launch-vehicle systems was
reviewed and all systems were approved for flight, pending the
resolution of a ground-equipment fuse anomaly. Subsequent testing
revealed the anomaly to be an out-of-tolerance fuse, and this com-
ponent was replaced.
10.^-3 Mission.- The MA-9 mission review meeting was held on May 11, 1963-
The launch vehicle was listed in a no-go status because of the fuse
problem mentioned in the preceding paragraph. The spacecraft was
also determined to be in a no-go status pending a leak check on a
pressure transducer in the reaction control system. In addition,
trouble with Bermuda tracking was reported. All other elements of
the flight were found to be ready.
-CONFIDENTIAL
Page 10 - 10 GOFfriDDHTIAL
The X-l Day Flight Safety Reviev Board met on May 1J, 1963. This
board was advised that the Launch-Vehicle Status Reviev Board had
met earlier at 8:15 and had determined the Atlas 1JOD was ready
for flight. In addition,, problems with the spacecraft and
Bermuda tracking were reported as having been solved, and the
Flight Safety Review Board approved both the MA-9 spacecraft and
launch vehicle for flight.
10 -
10.5 Photographic Coverage
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10 -
10.6 Postf light Inspection
The coaxial antenna cable also did not separate from the
spacecraft, although it had been severed by the coaxial
cutter located beneath the shingle. The cable evidently
was caught at the hole in the shingle, through which it
passed and broke off, leaving about 6 inches of free cable
remaining.
COMJD:
Page 10 - 15
10.6.^4- Landing bag.- The landing bag was slit vertically in six
places. The slits varied in length from 6 to 20 inches.
In addition, there were numerous small tears and punctures
near the top of the bag. All of the landing bag straps
were intact, although they were twisted and kinked.
Twisting and kinking probably occurred during postrecovery
handling.
CONFIDE1
Page 10-17
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Page 10-19
APPENDIX B
11.0 ACKNCMIiEDGEMENT
The Flight Evaluation Team for the MA-9 flight, upon whose
analysis this report is "based, was composed as follows:
C. Vaughn
L. DuGoff
A. E. Franklin
D. Incerto M. Apple
M. Cassetti F. McCreary
E. Hawkins J. Wells
P. McKaskill S. Yates
G. T. Sasseen
R. Buckley
T. Williams
W. R. Stelges
S. T. Beddingfield
FIDENTIAL
11 - 2 COPTIC CMTIALi
M. A. Guidry
J. D. Collner
¥. R. Durrett
M. A. Wedding
H. J. Ness
J. Pavlosky
¥. Armstrong
J. McKee
L. DuGoff
M. Cassetti
A. E. Franklin
E. P. McCutcheon, M.D.
D. D. Catterson, M.D.
R. A. Pollard, M.D.
H. A. Minners, M.D.
R. Hackworth
J. B. Jones T. ¥. Holloway
J. J. Van Bockel R. B. Benson
R. D. Mercer G. ¥. Harvey
L. G. Cooper, Jr.
C. Kraft
E. Kranz
J. Hodge
HAL/"'
Page 11-3
R. Holt
T. Stuart
9.0 RECOVERY OPERATIONS
J. C. Stonesifer
C. I. Tynan, Jr.
10.0 APPENDIX A
10. 1 Spacecraft History
H. Shoaf
10.2 Launch Procedure
D. Phillips
10.3 Weather Conditions
R. Hegwood
10.h Flight Safety Reviews
N. Vaughn
10. 5 Photographic Coverage
F. Blanton
10.6 Postflight Inspection
K. Christopher
ENTUL