P: As the target goes across the ground, it is im- possible to try to pinpoint it against any ter_-ain, looking down. It was just impossible to acquire it even after we thought we would. We might add that on our third day here today, we turned on our radar and got a fairly steady lock-out up through about 179 miles, at which time we changed our attitudes and did not follow it any further. TANANARIVE Tananarive. We're standing by. We have nothing for you this pass. minute LOS. Have a good night's sleep. Real good show, Gene. night's sleep. And a real good show, Gene. COASTAL SENTRY QUEBEC your PLA. And you are in sync. good. Stand by for a pass message. Area 44 - 46-1: GET RC, 71:56:47; RET 40OK, 19 plus 49. Gemini IX, CSQ CAP COM. 49. RET RV, 26 plus 39; bank left 50, bank right 60. Do you copy? 49; first bank at 26 plus 09, left bank 50, bank right 60. 34967; Core 65, 01766; Core 66, 3d743; Core 07, 65417; Core 08, _0833; Core 09, 15294; Core 10, 02756; Core 11, 28500. Did you copy? check them if there's any anomaly. I'11 check back. you. you to switch. 27. Area 39-D: 60:49:&3; 20 plus 53; 23 plus 56. Area &O-2: 62:25:36; 20 plus &2; 25 plus 31. Area 41-2: 63:59:27; 20 plus 27: 25 plus 17. Area _2-2: 65:35:27; 20 plus 15; 25 plus 09. Area _3-2: 67:11:O8; 20 plus O&; 25 plus 26. Area _4-1: 68: 37:08; ;_ plus 10; 25 plus 22. Area _5-1: 70:11: 51; 20 plus 03; 25 plus 32. Bank angles for all areas: Roll left 85, roll right 95. Weather in all areas, good. Sep Maneuvers, none. Did you copy? HAWAII Flight. What 's our latest ... 43-2 from CSQ. 4_-1: 68:37:08; 20 plus 10; 25 plus 22; and all the hank angles are roll left 85, roll right 95. The weather is good in all areas and there's no Sep Maneuver. _5-1: 70:11:51; 20 plus 03; 25 plus 32. And that's all. angles and the weather. Thank you. ON? the powering down. Standing by. the morning, I guess. ROSE KNOT VICTOR R/fYCAP REV, started and we'd like you to start with Section 2. REV. the Hydrogen Peroxide Pressure and Temperature. 6& degrees. corder Power circuit breaker to the OP_ position. on that 132 counts of water. Did you drink any of it? Do you have much feel for how much you drank of it? of it. amount between the both of you or - - and get a Cryo Quantity readout, we'11 put you to bed and let you sleep the rest of the night. activity and also the Rendezvous. primary loop and the control valve temps are com- ing on down just like you did last night. It might get a bit cold in there in awhile. and 02 Heaters ON. OFF position. have a good night's sleep. We'11 be watching you here down on the ground. you again tomorrow. at Houston. had about four hours for the EVA preparation, of which we took less than three. We thought things went very well during the EVA preparation; of course, as usual we had the snake in the cabin, but we sat here for approximately &5 minutes. We were ready to go except for pilot pressurization, check out emergency ELSS supply, &5 mia:utesbefore sunrise and then 25 minutes before sunrise we went ahead and did this. We egressed about 10 minutes before sun- rise, got the hatch fully open. The pilot was act- ually standing in his seat in darkness - still we got no sun coming over the horizon at all. 16 minutes. did - I looked around, reached back and saw the EV bar extended on the adapter section. I just reached over and extended the bar on the retro sec- tion. I'm sure glad it did because it came in handy later. the holder. As a matter of fact, I had to get two hands on it at one time. Very, very difficult in zero g. Then I put on the cutters - I wrapped them around the the IN hole was out there. That that was again a little more difficult job than predicted, because everything had to be one-handed, and some time - because you have to hold on with the other hand - because if you don't find some way to hold on you are going to drift right out and do a somer- sault right over on top of what you're doing. As a matter of fact, I did it a number of times and I'm pretty sure that that's what broke the D-lA antenna. I actually sat on it - laid on it with my back but - got the cutters out there and got those wrapped around - took the EV Hasselblad and put it in on the chest pack, snapped it on. Ail this went fairly smoothly, pretty much the way we had planned it. We had the cameras positioned well on top of the - Tom had it - or we got the umbilical out at that time, and Tom, you had some coments on that I guess you might want to read. ficulties. Also, when you were standing on the seat, you had some difficulty in maintaining posi- tion. I had to help hold your feet down. not have something directly to grab, your feet would float up. that whenever you float, you float up and if you hold on to something, whether it be the docking bar, handrail, or what it is, you do not have - unless you've got two hands firmly implanted or a foot or a hand or something - you do not have enough strength in your wrist to overcome the inertia of your body floating up. You Just can't keep your arms that rigid. And you can't get two hands on it, generally, if it's the same thing like the docking bar or one article because - it's not that you can't reach - close your hands in front of you - but when you're trying to hold on to something, you need to do more than close your hand, you need to grab it and strengthen - or straighten out your wrist. The combination of the ELSS, plus the dif- ficulty in reaching, makes this impossible. I think the main problem starts in the cockpit. The fact that you start floating up all the time. Whenever you're outside, it's always up, you never float down. Even with a slight perturbation you float for a little bit, and then you - you're on your way up again, especially true Tom, on the adapter work. The next thing was that he put the docking mirror, he handed me the docking mirror, some of this, didn't you? maneuver, you always tended to go straight up - float up. manner in which the umbilical was routed, but be- cause of the general tendency to go up. I can't stress too much how difficult it is to hold on to a single bar such as the docking bar and keep your body rigid there partially in the attitude you so desire, because it keeps you - all at once the Spacecraft floats back up under you, and it takes an awful strong wrist if one hand is to hold that to hold your whole body down and rigid, and two hands to use ELSS, which is in front of you - it's an almost impossible task. I had the Velcro pads on my hands, and I got hack to the right-hand side of the Spacecraft. I started to use them and got my left hand in. I started to put my right hand in and I got it in there. But when I pulled my left hand out, I pulled the Velcro pad right off my hand. I didn't clench my fist apparently tight enough to hold the Velcro pad to stay there and I - my hand came right out. But another thing that's very obvious, even with Velcro pads, if you try to walk around the surface of the Spacecraft, it would take a great deal of strength and wrist act- tion to keep your body stiff. I don't think you would be able to develop this type of torque with the Velcro pads, because again your feet will tend to go right on over the top of you because you tend to float up. If you, for instance, got on the star- board side of the Spacecraft and kept your hands in thoseVelcro pads, you'd probably do a complete somersault and stand on your head and might be laying on your back across the adapter - just be- cause of that tendency again to float up. I guess after that I came back to the hatch. It was fairly easy to work your way up to the hatch, step by step, pulling slowly on the umbilical - Just give a slow jerk and then reach out and try to grab another piece of the umbilical and make a sort of vectorial correction to your direction of motion. A very slow pull on a short umbilical and you can - you can tend to control your attitude somewhat better way bottom of the Spacecraft. The handrail and the umbilical guide on my side, or on the top of the Spacecraft, were not deployed and the bathtub was hung up. I worked myself back around to where I could - I was about a third of the way into the adapter - and I just took a slight jolt or tug. I pulled on the handrail, and it broke the bathtub loose. It went sailing back - I gave a fair Delta- P, I guess - and the umbilical guard extended very slowly, as expected. It didn't give my any problems at all. Had I anticipated any when I looked back there, I wouldn't have gone in to do it, but I could see fairly well what the problem was and I knew the handrails extended very slowly. Had it been the foot rail, I would have given it a second thought. But then I threaded the umbilical through the guide - pulled it - and looked over the top of the Spacecraft to see that it was taut. It looked very taut to me and out of the way of all thrusters. However, when I began to put it in the umbilical guard on the handrail, I was about a foot from the mark that we had placed on this umbilical, so I began to wonder. I did work my way back to take another look at it on the adapter, pulled it tight, and it looked good to me, so I worked my way back into the adapter again. Now, here again it's very difficult to do things one-handed because of the strong wrist required. There's always a tendency to float up. If you hold on with one hand, your feet are going to come right on over the top of you. The stirrups are undoubtly the greatest thing that's happened, but even they, I think, should be configured somewhat, because it's pretty much of a very difficult task to don the AMU or probably any other vehicle in the adapter area. on something like Velcro or to hold one foot under the handrail - or one hand under the foot rail and one foot on top - would have been impossible be- cause in donning the AMU, you have to have both hands free almost all the time. This requires you to be able to stay in the foot rail. It's a little bit different in i g. In i g you could put your feet in those rails, lean over and down to the fringe where the tether was, make all your tether hookings, tie into the extension without any prob- lems at all. Here today, every time I would bend down there, I would float out. Then if I stiffened my ankles real tight and bent down there, it was an extremely difficult work load. I got the tether rig tied to my jumper with ease. Started out on a small tether hook, which I could do in 1 g with no problem at all, pressurized. But I had a great deal of difficulty with it today. I tried the large hook. I had a great deal of difficulty with it also, mainly because I needed two hands and I couldn't rely on two hands all the t_me. I couldn't rely on my feet to keep me in the sti_ps and I couldn't rely on two hands to utilize in mating these hooks. I had to use one hand sometime to hold on with and force myself down in the stirrups. I finally got the large tether hook mated and I spent so much time on the other one that I decided that I was good for 125 feet of tether and I'd only go out so far on the first 25 feet. So I was tethered good, anyway, from the umbilical - from myself through the umbilical to the 125 feet. Tom, I think you turned these lights on about this time. because to get at the tether portside I had to take out the pen light. time? Did you float out of the stirrups one time or a couple times? that was one of my - that's why it took so much time. I'd say wait until I get in position again because it was a two-footed and a one-handed task to stay in the stirrups. Again it was Just a prob- lem of floating up. But again the adapter didn't have anything hanging from it at all, Just a pure, clean separation, Tom. Nothing back there at all. It was sharp in placed because I could see that fairly well. Let's see. We went though the checkoff list normally. Oh, the lights. We had the light - as I was facing the AMU - the light on the right worked, the one on the left did not. I had one good pen light so I put it on the left. I figured this would give me ample light, because I need most of the light on the left-hand side anyway to make my connection. We went through the normal donning of the AMU much more slowly - because of holding myself in position and - than we'd otherwise have to do. We can bend over to make and break these connections from the AMU. 1 g pressurized is about 50% easier than 0 g. But I got all the AMU connections loose and fasten- ed to the arm rails, went ahead and got the arm rails down. Here agan, retro were pyro-tested within 1 g pressurized; even in the zero g airplane pressurized, it is for some reason easier than this was. This was a very, very tough, two-handed oper- ation. The point being, if I could get two hands on it the way I wanted to, it would be all right, but to get my body up where I could get two hands on it and reach around the bulky ELSS, my feet would come right out of the stirrups. I couldn't keep them in there at all, and this was a problem, Tom. Finally, got them both down. By that time I was probably a little bit bushed, but got them both down and got the hat wings installed. I even put the - the thermal - these little thermal tabs we had on there, and later on I noticed there was only one on there. I noticed also, when we got in with the ELSS, but I definitely did put both of them on there. I guess one had floated away. May- be I just picked it up again when I leaned over to do something. We went through the procedures of checking out the nitrogen pressure and the oxygen and so forth and I swore here again I have never seen an oxygen valve that was as tight as this. I finally got to it and I finally was able - or I got to it all right - and I had no problem because it was one-handed. I held on with the other hand and had both feet in the stirrups in this case, because I was able to keep them there with my right hand. Opening that thing with the left hand was the I fLngerttps part of his word - say the first word, or the first part of his first word would come in very clear, followed by a series of warbles all the rest of the way through. Sometimes it was running like the two words through a series of warbles. In these warbles he was practically unreadable. To me it presented a very marginal case as far as co,m_anications. If everything else had gone all right, I would have said GO when the AMU - with this type of communications. VOX was much more sensitive than I've ever - ever heard it for some reason. I pushed - I think I solved the proble_ - I pushed the mike as far away with my lips and tongue as I could get them from my mouth, and that seemed to solve the VOX problem. However, when Tom would talk, he'd be fairly clear but I could tell that I obviously lost, I don't know, at least 10 or 15 to 20 per- cent of his conversation. There was also a lot of background noise, and I brought up the left-hand rail and I tried to p_,llthe talk mode. I had the same results, so I knew it wasn't just VOX. It was Just the general coJumc__ications.They were acceptable, but not nearly as good as I had hoped they would be or as good as they checked out on the ground. About this time, my visor was really fogging up and I looked at my pressure gage. It was fogging up as a matter of fact, right now it's - I don't know how many hours later - 8 hours later - and there's - it's still solid water. it, can you? slowly around the edges, it's good for 30 mtnutes, but it's Just solid with water. That's the way my visor was. It just got - it got Just completely fogged up and I could Just about see that there was light glowing out there, and that's about it. That's why I tried to use the mirror to see things, and couldn't see through them at all because I couldn't see. I could feel, though, that my right controller - my attitude controller was not. I don't know why because this had happened the last I adapter and give up on the AMU, I made sure all my connections were undone and I jettisoned the tether to make sure that got out of the way. Came back without much difficulty. I came back, actually, with the sun visor up. I did not have it down - it was daylight - I did not have it down. I worked my way around the adapter over the handrail. around a spot around my nose. The trouble is that spot stayed there -- where you could see. side here was fogged up and the whole side over here was fogged up. And I came around on the handrails and worked my way into the seat area and stood there for awhile because, admittedly, I was probably pretty tired by this time, and wanted to see what that visor would do. I put my sun visor down at this time because there didn't seem to be much appreciable change in the visor. It was daylight, so I thought it advisable to go ahead and put it down. I waited there for awhile and it slowly started to clear, but it would have been an hour in the sun before the water cleared out of it and, as I say, even here my pressure gage is still - still full of water. I couldn't read my pressure gage out there, even when I could see through my visor. We covered the EV camera and I handed the Hasselblad to Tom. I stayed out there for awhile and contemplated whether we should wait for darkness for S-1 or not. We decided we'd go ahead and try to get in. We gathered up the umbilical and worked my way in. as what we anticipated, with respect to complexity of gear to be handled. We'd gone though it many times so we were prepared for it, but it was still and working in the cockpit - it's well and easy to say just go ahead and lean on the hatch or lean on the adapter and take a picture. If you just even stand in the hatch or the hatch area or the seat, Command Pilot Tom had to either hold my feet down or had to lock them under something. You're always floating in one direction or another, and to take S-1 _ictures for 30-second exposure. times I feel would have been impossible, and I don't feel we lost a thing. I hope possibly we gained something by taking the pictures from in- side the Spacecraft. up, would fire the thrusters. We were in Plat mode. One example, when you went to the adapter and I turned off the control power for approximately 30 seconds, at the end of this time we were yawed over 1OO degrees and pitched down 30 degrees - - everything else - - that for the rest of the Gemini program, the ideal way is the way we did it. Use the Plat mode and Automatic Rate Stabilize Reference mode, because when Gene was working in the adapter, tugging on those arms, the Plat mode was firing continuously back there. The disturbing torques displaced on the Spacecraft were very difficult to overcome in Pulse mode. It would take a Direct mode in RATE COMMAND. thought out. I think they would have sufficed, but there were a number of unknown terms of oper- ating back in the adapter section. Our experience thus far in EVA is to Just let us work out in front of the Spacecraft a little bit - a little umbilical work but - we just - we just - never have done - never have done any long-term tasks such as working in the adapter. And you've got to fix yourself, fix your position back there or it's Just such a workload - and such a task that it's almost unbelievable. I don't feel all was lost; as a matter of fact, I feel a great deal was obviously to do it is out-of-plane so you don't have that sun on your back, but then I'm sure there are going to be some stationkeeping prob- lams with other vehicles, at which time I know we'11 have a lot to elaborate on later, probably. But I don't know. If we ever work in the adapter again, we're certainly going to have to consider that sun going down. one roll of film. We don't know which one it was - exposed - unexposed - but we did lose one. by for your fuel cell purge. fuel cell purge. H202 pressure? you begin to power-up an Alinement Check List? Remarks, Rev 43, 130 degrees west; right ascension, 18 huurs l.J;minutes. Second item, final Canary Islands: Time, 67:37:40; Remarks, crew status report; then begin stowing equipment. Those the only two items? switch to ECS 02? CELL 02? Alined O, O, 0 degrees, and computer should go in on a different update mode. Our stowage is pretty well squared away. problem that we had the other day. You'11 have to START COMP. When you get to switching into REENTRY, the computer running light comes on. An alterr_te procedure is to switch out of RE- ENTRY to a spare position, which is one detent clockwise of REENTRY, and then switch back to REENTRY 1 second prior to retrofire. and the light does not came on. interested. got the whole "smear" here. the Reds 5 - the Reds 8 and the Cubs 3. you struck out again. tornado in Enid, Oklahoma. How's that one? oh, a little bit behind you right now. There is supposed to be a storm building south of Cuba called - it'11 be called Alma, if it reaches that strength. us a latitude and longitude on it? north? around. first one was Reds 8, and the Cubs 3, and the second one, Cubs won 9 - 5. week. this week. yesterday? transmission. Could you give us a Propellant Quantity, please? still haven't had a drop on our fuel regulated pressure, so we're not on the Volkswagen tank yet. ing now? the ATDA? we might try to work in a fourth one. 170 miles on it. your Cabin Pressure? here. long. to get the cigars out to light up, once you hit the water. and I'11 buy. after splashdown and smoke one, too. on this afternoon. report over Canaries and put the temperature probes in at, oh, about i mtnute. We've got 1 minute to LOS. CANARY ISLANDS temp. We're standing by for your third water report. members have had two meals since yesterday evening. Canaries today. report also? 6 hetu_s. Gemini IX. We'11 be standing by. going to take some pictures on this pass and then finish the stowage. on? end. K.,_O need anything, give us a call. GUAYMAS I was ahecking through the cockpit, I knocked off one of the Electronic 1_mer circuit breakers for about 1 second and got it back on. Checked; all the clocks run the same as the electric clock does. we get a little more elevation here. TEXAS Timer circuit breaker knocked off for a little bit and it's reset. it right back on. Probably a second or so off. We'11 have to recheck all the clocks for sync. storm about now. We'11 pitch down and see if we can take a look at it. tank. When you get to that value you might arm it. tank at this time. CANARY ISLANDS the ground. We're standing by. here. KANO Captain Hartley to have the big ship right on the 1_uding point? tory for this orbit. CARNARVON you're ready to copy. you're ready to copy. aft 298 and down 112; bank angle additional deflec- tion at 0 is 189; 55 is plus 45, and 90 is 75; pitch gimbal at 40OK 90. You _n' t have a lighted horizon at Retro, but you will at 40OK. Begin blackout at 22 plus 08; end blackout at 20 plus 75; RET of drogue, 28 plus 47; RET main, 30 plus 21. Use your back-up curves for bank angle 146 degrees. 112: downrange needle deflection zero degrees is plus 189; the 55 degrees is _5; 90 degrees is 75. degrees. at 27 plus 05; and drogue at 28:_7; main at 30 plus 21. at 8 miles, your winds are 120 at 12, the waves are 2 to 3 feet, your altimeter setting is 30.12, and the aircraft in the area are Air-Boss 1 and Air- Boss 2. Boss 1; Air-Boss 2 update. 30 seconds. GUAYMAS to copy. rings at this time. T/M. here - till we get to Texas and will have plus 52; RET RB, 25 plus _2; bank left 50, bank right 50. I think you got the rest of the stuff on that page. left bank at 25 plus 4..2;left bank 50, right bank 50. to copy. Address 65, 01881; Address 66, 34487; Address 07, 65556; Address 08, /+0832;Address 09, 15295; Address 10, 07771; Address 11, 28500. Go ahead. /+0832;09 34487; 07 is 65556; 08 is is 15295; 10 is 07771; 11, 28500. we have 50; bank right 60. peroxide temperature and pressure, please. 500 psi, and t_m_erature is about 65. tor to B_TRY, please? readout on the ground. check out good. Ail control modes. complete at this time. Take a break at this time. spot? boat's going to be on the spot? ter than they know where they are. m_n power up or . . . most of the time? ANTIGUA report on your reentry stowage and Pre-Retro Check List? and we have completed all the Pre-Retro Check List. Standing by now for TR minus 256. B_/UDA on my Mark.