PART III (A)

Flight Tests

January 1965 through December 1965

January 4

McDonnell delivered Gemini spacecraft No. 3 to Cape Kennedy. After its receiving inspection had been completed (January 6), the spacecraft was moved to the Merritt Island Launch Area Radar Range for a communications radiation test. This test, performed only on spacecraft No. 3 because it was scheduled for the first manned mission, exercised spacecraft communications in a radio-frequency environment closely simulating the actual flight environment. The test was run January 7, and the spacecraft then began preparations for static firing.

Gemini spacecraft No. 3 at Cape Kennedy
Figure 88. Gemini spacecraft No. 3 being unloaded at Cape Kennedy. (NASA Photo 104-KSC-65-00003, Jan. 4, 1965.)

January 5

NASA Headquarters provided Flight Operations Division with preliminary data for revising the Gemini-Titan (GT) 3 flight plan to cover the possibility of retrorocket failure. The problem was to ensure the safe reentry of the astronauts even should it become impossible to fire the retrorockets effectively. The Headquarters proposal incorporated three orbit attitude and maneuver system maneuvers to establish a fail-safe orbit from which the spacecraft would reenter the atmosphere whether the retrorockets fired or not. This proposal, as refined by Mission Planning and Analysis Division, became part of the flight plans for GT-3 and GT-4.

January 6

Manned Spacecraft Center issued the Gemini Program Mission Planning Report, prepared by Gemini Program Office. This report formally defined the objectives of the Gemini program and presented guidelines for individual Gemini missions. These guidelines stated the configuration of space vehicles to be used, specified primary mission objectives, and described the planned missions. The report included guidelines for phasing extravehicular operations into Gemini missions as a primary program objective: a summary of the special equipment required, a statement of the objectives of extravehicular operations, and a description of the kind of operations proposed for each mission beginning with the fifth. Finally, the report described all experiments planned for Gemini missions and named the mission to which each was currently assigned. The report was to be periodically revised, and a detailed mission directive issued for each mission about six months before its scheduled launch.

January 6

Redesigned stage I tandem actuators were received and installed in Gemini launch vehicle (GLV) 2. Although some retesting began shortly after the Gemini-Titan 2 mission was scrubbed on December 9, 1964, most activity in preparing GLV-2 for another launch attempt was curtailed until the new actuators arrived. Subsystems retesting then began. The final combined systems test - the Simulated Flight Test - was completed January 14, with launch scheduled for January 19.

January 11

The test program to qualify the Gemini escape-system personel parachute began with two low-altitude dummy drops. The backboard and egress kit failed to separate cleanly; the interference causing the trouble was corrected, and the parachute was successfully tested in two more drops on January 15. Four high-altitude dummy drops followed during the week of January 18. System sequencing was satisfactory, but in two of the four drops the ballute deployed too slowly. The problem was corrected and checked out in two more dummy drops on February 12 and 16. In the meantime, low-altitude live jump tests had begun on January 28. The 12th and final test in this series was completed February 10. Aside from difficulties in test procedures, this series proceeded without incident. High-altitude live jump tests began February 17.

January 12

Flight tests of the zero-gravity mock-up of the Gemini spacecraft began. The mock-up was installed in a KC-135 aircraft to provide astronauts with the opportunity to practice extravehicular activities under weightless conditions. The Gemini-Titan (GT) 3 flight crew participated in the opening exercises, which were duplicated the next day by the GT-4 flight crew.

January 14

A task force in the Office of Manned Space Flight finished a two-month study to determine the requirements for reducing the interval between Gemini flights from three to two months. The findings and recommendations were presented to George E. Mueller, NASA Associate Administrator for Manned Space Flight, on January 19. The task force concluded that an accelerated launch schedule could be fully achieved by Gemini-Titan 6. This required flight-ready vehicles delivered from the factory, with most testing done at the factory rather than at the Cape. Among the major changes caused by implementation of this plan were: spacecraft altitude testing only at McDonnell, activation of the second cell in the vertical test facility at Martin-Baltimore, simplification of subsystems testing at the Cape, and elimination of electronic interference testing and the Flight Configuration Mode Test.

January 15

Gemini spacecraft No. 3 thrusters were static fired as part of a complete, end-to-end propulsion system verification test program carried out on spacecraft Nos. 2 and 3 to provide an early thorough checkout of servicing procedures and equipment before their required use at the launch complex. The tests also completed development and systems testing of Gemini spacecraft hypergolic systems to enhance confidence in them before they were committed to flight. Deservicing of the propulsion system lasted until January 21.

January 15

Engineering and Development Directorate reported that its Crew Systems Division had qualified the Gemini spacecraft bioinstrumentation equipment.

January 16

After a long delay because pyrotechnics were not available, simulated off-the-pad ejection (SOPE) qualification testing resumed with SOPE No. 12. Performance of the left seat was completely satisfactory, but the right seat rocket catapult fired prematurely because the right hatch actuator malfunctioned. The seat collided with the hatch and failed to leave the test vehicle. All hatch actuators were modified to preclude repetition of this failure. After being tested, the redesigned hatch actuators were used in SOPE No. 13 on February 12. The test was successful, and all systems functioned properly. This portion of the qualification test program came to a successful conclusion with SOPE No. 14 on March 6. The complete ejection system functioned as designed, and all equipment was recovered in excellent condition.

Off-the-pad ejection test
Figure 89. Simulated off-the-pad ejection test No. 13 at U.S. Naval Ordnance Test Station, China Lake, California. (NASA Photo No. 65-H-197, released Feb. 12, 1965.)

January 19

Following a report prepared by Space Technology Laboratories, Mission Planning and Analysis Division recommended the inclusion of "properly located built-in holds in the [Gemini launch vehicle] GLV/Gemini countdown." The study of 325 missile countdowns, 205 missile launches, as well as all Titan scrubs and holds, indicated that GLV launching would be considerably improved and a great many scrubs precluded by the addition of such holds.

January 19

During the countdown for Gemini-Titan (GT) 2, the fuel cell hydrogen inlet valve failed to open. Efforts to correct the problem continued until it was determined that freeing the valve would delay the countdown. Work on the fuel cell ceased, and it was not activated for the flight. The fuel cell installed in spacecraft No. 2 was not a current flight design. When fuel cell design was changed in January 1964, several cells of earlier design were available. Although these cells were known to have some defects, flight testing with the reactant supply system was felt to be extremely desirable. Accordingly, it was decided to fly the entire system on GT-2, but only on a "non-interference with flight" basis. When it became clear that correcting the problem that emerged during the GT-2 countdown would cause delay, fuel cell activation for the flight was called off.

January 19

The second Gemini mission, an unmanned suborbital flight designated Gemini-Titan 2 (GT-2), was successfully launched from complex 19 at Cape Kennedy at 9:04 a.m., e.s.t. Major objectives of this mission were to demonstrate the adequacy of the spacecraft reentry module's heat protection during a maximum-heating-rate reentry, the structural integrity of the spacecraft from liftoff through reentry, and the satisfactory performance of spacecraft systems. Secondary objectives included obtaining test results on communications, cryogenics, fuel cell and reactant supply system, and further qualification of the launch vehicle. All objectives were achieved, with one exception: no fuel cell test results were obtained because the system malfunctioned before liftoff and was deactivated. GT-2 was a suborbital ballistic flight which reached a maximum altitude of 92.4 nautical miles. Retrorockets fired 6 minutes 54 seconds after launch, and the spacecraft landed in the Atlantic Ocean 11 minutes 22 seconds later - 1848 nautical miles southeast of the launch site. Full duration of the mission was 18 minutes 16 seconds. The primary recovery ship, the aircraft carrier Lake Champlain, picked up the spacecraft at 10:52 a.m., e.s.t.

Figure 90. The tracking network for the second Gemini mission. (Air Force Photo ETR64-287-007/9820-276, Oct. 12, 1964.)

January 20

Gemini Agena target vehicle 5001 underwent a successful hot-firing test at Lockheed's Santa Cruz Test Base. The test simulated a full 20,000-second mission, including multiple firings of both the primary and secondary propulsion systems and transmission of operational data in real time to two PCM (pulse-code-modulated) telemetry ground stations, one at the test site and one in Sunnyvale. Major test anomaly was a series of command programmer time-accumulator jumps, seven of which totaled 77,899 seconds. The vehicle was removed from the test stand on February 1 and returned to Sunnyvale.

January 22

Installation of pyrotechnics in Gemini spacecraft No. 3 began. Preparation of the spacecraft in the industrial area at Cape Kennedy, which began with the receiving inspection and ended when the spacecraft was transferred to complex 19, was generally limited to non-test activity with certain exceptions. These were the special requirements of the communications test of spacecraft No. 3 and the propulsion verification tests of spacecraft Nos. 2 and 3. Industrial area activity included cleaning up miscellaneous manufacturing shortages, updating spacecraft configuration, installing pyrotechnics and flight seats, building up the rendezvous and recovery section, and preparing the spacecraft for movement to the launch complex. These preparations for spacecraft No. 3 were completed February 4.

January 25

Gemini launch vehicle 3 was erected at complex 19. Power was applied January 29 and Subsystems Functional Verification Tests (SSFVT) commenced. SSFVT were finished February 12. The Combined Systems Test before spacecraft mating was conducted February 15-16.

January 28

The NASA-McDonnell incentive contract for the Gemini spacecraft was approved by NASA Headquarters Procurement Office and the Office of Manned Space Flight. The preliminary negotiations between Manned Spacecraft Center (MSC) and McDonnell had been completed on December 22, 1964. The contract was then sent to NASA Headquarters for approval of MSC's position in preliminary negotiations. This position was approved on January 5, 1965, at which time final negotiations began. The negotiations were completed on January 15. The contract was signed by MSC and McDonnell and submitted to NASA Headquarters on January 21 for final approval.

January 28

The High-Altitude Ejection Test (HAET) program resumed with HAET No. 2. This was the first ejection in flight to demonstrate the functional reliability of the Gemini personnel recovery system. The recovery system was ejected from an F-106 at an altitude of 15,000 feet and a speed of mach 0.72. Original plans had called for an ejection at 20,000 feet, but the altitude was lowered because of a change in the Gemini mission ground rules for mode 1 abort. Both seat and dummy were recovered without incident. The program ended on February 12 with HAET No. 3, although the dummy's parachute did not deploy. An aneroid device responsible for initiating chute deployment failed, as did an identical device on February 17 during qualification tests of the personnel parachute. These failures led to redesign of the aneroid, but since the failure could not be attributed to HAET conditions, Gemini Program Office did not consider repeating HAET necessary. All other systems functioned properly in the test, which was conducted from an altitude of 40,000 feet and at a speed of mach 1.7.

January 29

Qualification testing of the food, water, and waste management systems for the Gemini-Titan 3 mission was completed.

January 31

McDonnell completed major manufacturing activity, module tests, and equipment installation for Gemini spacecraft No. 4. Phase I modular testing had begun November 30, 1964. Mating of the spacecraft reentry and adapter assemblies was completed February 23. Systems Assurance Tests began February 24.

February 1

Manned Spacecraft Center (MSC) received on schedule the first qualification configuration extravehicular life-support system (ELSS) chest pack. Tests of this unit and the ELSS umbilical assembly were being conducted at MSC. Meanwhile, AiResearch was preparing for systems qualification tests. Zero-gravity flight tests of the ELSS had shown that egress and ingress while wearing a chest pack could readily be done by properly trained astronauts.

February 1

Gemini Agena target vehicle (GATV) 5001 was removed from the test stand at Santa Cruz Test Base and returned to Sunnyvale. After a brief stopover in systems test complex C-10, the vehicle was transferred to the anechoic chamber for elecromagnetic interference and radio-frequency-interference tests. Tests preparations began February 23. At this point, GATV 5001 was 37 calendar days behind schedule, 20 days of which were caused by the time-accumulator anomaly that had developed during hot-firing tests. A temporary fix for the time-accumulator jumps was installed, while Lockheed continued its efforts to diagnose the problem and find a permanent remedy.

February 4

Because of interest expressed by George M. Low, Deputy Director of Manned Spacecraft Center, in spacecraft weight-control vigilance at the previous Gemini Management Panel meeting, Gemini Program Manager Charles W. Mathews reported that weight had increased only 12 pounds in the past month, and a "leveling-off trend" had been discernible over the last two months. Low, however, was still concerned about the dangers of unforeseen growth as the program progressed from flight to flight. Walter F. Burke of McDonnell suggested that redundant systems be eliminated once the primary systems had been proved. Ernst R. Letsch of Aerospace warned that spacecraft weight was growing to over 8000 pounds, which should require some checking of the structural loads. Both Air Force Space Systems Division and the Gemini Program Office were charged by Low to pay close attention to weight factor.

February 5

Gemini spacecraft No. 3 was moved to complex 19 and hoisted into position atop Gemini launch vehicle 3. Test operations began February 9 with premate systems tests, which lasted until February 13. These were followed by a premate Simulated Flight Test, February 14-16. Data from this testing were compared with data from Spacecraft Systems Tests at McDonnell and predelivery acceptance tests at vendors' plants. The purpose of these tests was to integrate the spacecraft with the launch complex and take a last detailed look at the functioning of all spacecraft systems (especially those in the adapter) before the spacecraft was mechanically mated to the launch vehicle.

February 5

Modifications to Gemini launch vehicle 5 were completed and stage I was erected in the vertical test facility at Martin-Baltimore. Stage II was erected February 8. Power was applied to the vehicle for the first time on February 15, and Subsystems Functional Verification Tests were completed March 8. Another modification period followed.

GLV 5 in test facility
Figure 91. Second stage of Gemini launch vehicle 5 being hoisted to the top of the vertical test facility at Martin-Baltimore. (NASA Photo S-65-2867, Feb. 8, 1965.)

February 8

Manned Spacecraft Center announced the selection of L. Gordon Cooper, Jr., as command pilot and Charles Conrad, Jr., as pilot for the seven-day Gemini-Titan 5 mission. Backup crew would be Neil A. Armstrong and Elliot M. See, Jr.

February 11

Atlas standard launch vehicle 5301 completed testing on complex 14 with a flight-readiness demonstration. It was then deerected and transferred to Hanger J, where its sustainer engine was to be replaced. Replacement was finished April 19, and the new level sensor and vernier engine was installed on April 21. The vehicle was returned to complex 14 and erected again on June 18.

February 12

Director of Flight Operations Christopher C. Kraft, Jr., told the Manned Spacecraft Center senior staff that the Gemini-Titan (GT) 3 mission might be flown between March 22 and 25, although it was officially scheduled for the second quarter of 1965. In addition, the Houston control center was being considered for use in the GT-4 mission.

February 15

Goddard Space Flight Center selected Bendix Field Engineering Corporation, Owings Mills, Maryland, for a contract to operate, maintain, and support the stations of the Manned Space Flight Tracking Network. The cost-plus-award-fee contract was valued at approximately $36 million over two years.

February 17

Gemini launch vehicle 3 and spacecraft No. 3 were mechanically mated on complex 19. The Electrical Interface Integrated Validation Test was completed February 19, the Joint Guidance and Control Test on February 22. Gemini-Titan 3 combined systems testing included the Joint Combined Systems Test on February 24 and the Flight Configuration Mode Test on March 3.

February 17

A series of live jumps from high altitude to qualify the Gemini personnel parachute began. The ballute failed to deploy because of a malfunction of the aneroid device responsible for initiating ballute deployment. The identical malfunction had occurred during the high-altitude ejection test on February 12. These two failures prompted a design review of the ballute deployment mechanism. The aneroid was modified, and the qualification test program for the personnel parachute was realigned. In place of the remaining 23 low-altitude live jump tests, 10 high-altitude dummy drops using the complete personnel parachute system (including the ballute), followed by five high-altitude live jumps, would complete the program. The 10 dummy drops were conducted March 2-5 at altitudes from 12,000 to 18,000 feet and at speeds from 130 to 140 knots indicated air speed (KIAS). All sequences functioned normally in all tests but one: in that one, the ballute failed to leave its deployment bag (corrected by eliminating the bag closure pin from the design) and the backboard and egress kit failed to separate (resolved by instituting a special inspection procedure). The five live jumps were conducted March 8-13 at altitudes from 15,000 to 31,000 feet and at a speed of 130 KIAS. Again all test were successful but one, in which the ballute failed to deploy. After a free fall to 9200 feet, the subject punched the manual override, actuating the personnel parachute. This series completed qualification of the personnel parachute and also of the overall Gemini escape system.

February 21

During the week, the Gemini-Titan 3 prime crew participated in egress training from static article No. 5 in the Gulf of Mexico. After half an hour of postlanding cockpit checks with the hatches closed, Astronauts Virgil I. Grissom and John W. Young practiced the emergency egress procedures developed by the flight crew training staff for Gemini. Both pilots then egressed through the left (command pilot's) hatch, after first heaving their survival kits into the water. Each astronaut then practiced boarding a Gemini one-man life raft. Swimmers were standing by in a larger raft.

February 25

Martin-Denver delivered propellant tanks for Gemini launch vehicle (GLV) 7 to Martin-Baltimore. Tank fabrication had begun in May 1964. Martin-Baltimore recleaned and purged the tanks with nitrogen by April 20, 1965. In the meantime, flight engines for GLV-7 arrived from Aerojet-General on April 17. Tank splicing was completed May 6 and engine installation May 20. All horizontal testing was completed June 14. A modification period followed.

February 26

A full-scale rehearsal of the flight crew countdown for Gemini-Titan 3 was conducted at the launch site. Procedures were carried out for moving the flight crew from their quarters in the Manned Spacecraft Center operations building at Merritt Island to the pilot's ready room at complex 16 at Cape Kennedy. Complete flight crew suiting operation in the ready room, the transfer to complex 19, and crew ingress into the spacecraft were practiced. Practice countdown proceeded smoothly and indicated that equipment and procedures were flight ready.

February (during the month)

Lockheed initiated a "Ten-point Plan for C&C Equipment." The Agena command and communication (C and C) system comprised the electronic systems for tracking the vehicle, for monitoring the performance of its various subsystems, and for verifying operating commands for orbital operations. Because of the unique requirements of the Gemini mission, in particular rendezvous and docking, Lockheed had had to design and develop a new C and C system for the Gemini target vehicle. Numerous failures and problems calling for rework during the initial manufacturing stages of the C and C system suggested the existence of mechanical and electronic design deficiencies. Aerospace, which had assumed technical surveillance functions for the Gemini Agena in the fall of 1964, was instrumental in bringing these problems to the attention of Air Force and Lockheed top management. Among the results of the 10-point plan were several redesigned programmer circuits and packaging changes, closer monitoring of vendor work, expedited failure analysis, and improved quality control.

GATV equipment
Figure 92. Location of command and communications system equipment on the Agena target vehicle. (Lockheed Photo NP-2-23, June 1, 1965.)

March 1-2

Office of Manned Space Flight held the Gemini manned space flight design certification review in Washington. Chief executives of all major Gemini contractors certified the readiness of their products for manned space flight. Gemini-Titan 3 was ready for launch as soon as the planned test and checkout procedures at Cape Kennedy were completed.

March 2

McDonnell completed Systems Assurance Tests of Gemini spacecraft No. 4. The Simulated Flight Test was conducted February 27-March 8. Preparations for altitude chamber testing lasted until March 19.

March 6

AiResearch completed dynamic qualification tests of the environmental control system.

March 8

The Wet Mock Simulated Launch of Gemini-Titan 3 was successfully conducted. Countdown exercises were concluded on March 18 with the Simulated Flight Test.

GT 3 on pad 19
Figure 93. Gemini-Titan 3 on pad 19 during final countdown exercises. (NASA Photo No. 65-H-406, released Mar. 19, 1965.)

March 9

Gemini Agena target vehicle 5001 completed electromagnetic compatibility tests in the anechoic chamber at Sunnyvale. It remained in the chamber, however, until March 17 while Lockheed verified the corrective action that had been taken to eliminate programmer time-accumulator jumps and telemetry synchronization problems. The vehicle was then transferred to systems test complex C-10 for final Vehicle Systems Tests on March 18.

March 10

The official roll-out inspection of Gemini launch vehicle (GLV) 4 was conducted at Martin-Baltimore. Air Force Space Systems Division formally accepted delivery of the vehicle March 21, and preparations to ship it to Cape Kennedy began at once. GLV-4 stage I arrived at the Cape March 22, followed the next day by stage II.

March 10

At a meeting of the Gemini Trajectory and Orbits Panel, Air Force Space Systems Division repeated its position that on Gemini-Titan 6 the nominal plan should not call for use in orbit of the Agena primary propulsion system, since it would not be qualified in actual flight before this mission. At the same meeting , Gemini Program Office announced that a decision had been made to provide only enough electrical power for 22 orbits on spacecraft No. 6. This spacecraft constraint, combined with reentry and recovery considerations, would restrict the nominal mission plan to approximately 15 orbits.

March 14

McDonnell finished manufacturing, module tests, and equipment installation for Gemini spacecraft No. 5. Spacecraft assembly was completed April 1 with the mating of the reentry and adapter assemblies. Systems Assurance Tests began April 30.

March 18

Gemini Agena target vehicle (GATV) 5001 was transferred from the anechoic chamber to systems test complex C-10. Six days were scheduled for vehicle modifications before beginning final systems tests. Unexpected difficulties in incorporating filters in the command controller, which required considerable redesign, and alignment problems with the forward auxiliary rack, which required extensive machining, imposed a lengthy delay. These problems added 29 days of slippage to the GATV 5001 schedule, leaving the vehicle 66 calendar days behind schedule by the end of March. Machining of the forward auxiliary rack was completed April 5, and vehicle systems testing finally began April 9.

March 20

Altitude Chamber Tests of Gemini spacecraft No. 4, involving five simulated flights, began at McDonnell. The first run was unmanned. In the second run, the prime crew flew a simulated mission, but the chamber was not evacuated. The third run repeated the second, with the backup crew replacing the prime crew. The fourth run put the prime crew through a flight at simulated altitude, and the fifth did the same for the backup crew. Altitude chamber testing ended March 25, and the spacecraft was prepared for shipment to Cape Kennedy.

Gemini spacecraft No. 4Ed White during training
Figure 94. Gemini spacecraft No. 4 entering the 14-foot altitude chamber at McDonnell before simulated high-altitude tests.
(NASA Photo S-65-3420, Mar. 16, 1965.) 		Figure 95. Astronaut Edward H. White II practices standup extravehicular activity at a simulated altitude of 150,000 feet in the McDonnell altitude chamber.
(NASA Photo S-65-4896, Mar. 24, 1965.)

March 23

Gemini-Titan 3 (GT-3), the first manned mission of the Gemini program, was launched from complex 19 at 9:24 a.m., e.s.t. The crew were command pilot Astronaut Virgil I. Grissom and pilot Astronaut John W. Young. Major objectives of the three-orbit mission were demonstrating manned orbital flight in the Gemini spacecraft, evaluating spacecraft and launch vehicle systems for future long-duration flights, demonstrating orbital maneuvers with the spacecraft orbit attitude and maneuver system (OAMS) and use of the OAMS in backing up retrorockets, and demonstrating controlled reentry flight path and landing point. Landing point accuracy was unexpectedly poor. The spacecraft landed at 2:16 p.m. about 60 nautical miles from its nominal landing point. The flight crew left the spacecraft shortly after 3:00 and was transported by helicopter to the prime recovery ship, the aircraft carrier Intrepid. Spacecraft recovery was completed at 5:03. During the flight, Grissom successfully performed three orbital maneuvers. Among the secondary objectives of the mission were the execution of three experiments. Two were successfully conducted, but the third - the effects of zero gravity on the growth of sea urchin eggs - was not, because of a mechanical failure of the experimental apparatus.

GT 3 crew at padRecovery of GT 3
Figure 96. Astronauts Young and Grissom walk up the ramp leading
to the elevator that will carry them to the spacecraft for the first manned Gemini mission. They wear Gemini G3C intravehicular suits. (NASA Photo No. 65-H-438, released Mar. 23, 1965.) 		Figure 97. Gemini spacecraft No. 3, wearing a flotation collar, being hoisted aboard the U.S.S. Intrepid after landing. (NASA Photo No. 65-H-462, released Mar. 23, 1965.)

March 23-24

Representatives of Air Force Space Systems Division (SSD), Aerospace, Lockheed, and Gemini Program Office met at Sunnyvale for the monthly Gemini Agena Target Vehicle (GATV) Management-Technical Review. SSD recommended that the current configuration of the oxidizer gas generator solenoid valve be removed from GATV 5001 because of the recent failure of the valve during 38-day oxidizer star-system storage tests at Bell Aerosystems. Following the meeting, Lockheed formed a team to evaluate the design of the valve. A redesigned valve began qualification tests in July.

March 27

The orbit attitude and maneuver system (OAMS) 25-pound thrusters installed in spacecraft No. 4 were replaced with new long-life engines. Installation of the new engines had been planned for spacecraft No. 5, but they were ready earlier than had been anticipated. Early in February, Rocketdyne had completed the significant portion of the qualification test program on the OAMS and reentry control systems as configured for spacecraft Nos. 3, 4, and 5; however, some further testing extended final qualification until mid-April. OAMS component qualification for the spacecraft 6 (and up) configuration was achieved early in June. The total ground qualification of all Gemini spacecraft liquid propellant rocket systems was completed in August with the system qualification of the OAMS in the spacecraft 6 configuration.

March 29

The possibility of doing more than the previously planned stand-up form of extravehicular activity (EVA) was introduced at an informal meeting in the office of Director Robert R. Gilruth at Manned Spacecraft Center (MSC). Present at the meeting, in addition to Gilruth and Deputy Director George M. Low, were Richard S. Johnston of Crew Systems Division (CSD) and Warren J. North of Flight Crew Operations Division. Johnston presented a mock-up of an EVA chestpack, as well as a prototype hand-held maneuvering unit. North expressed his division's confidence that an umbilical EVA could be successfully achieved on the Gemini-Titan 4 mission. Receiving a go-ahead from Gilruth, CSD briefed George E. Mueller, Associate Administrator for Mannned Space Flight, on April 3 in Washington. He, in turn, briefed the Headquarters Directorates. The relevant MSC divisions were given tentative approval to continue the preparations and training required for the operation. Associate Administrator of NASA, Robert C. Seamans, Jr., visited MSC for further briefing on May 14. The enthusiasm he carried back to Washington regarding flight-readiness soon prompted final Headquarters approval.

March 29

Gemini launch vehicle 4 was erected at complex 19. After the vehicle had been inspected, umbilicals were connected March 31 and power applied April 2. Subsystems Functional Verification Tests began immediately and were completed April 15. The Prespacecraft Mate Combined Systems Test was conducted the next day (April 16).

April 4

McDonnell delivered Gemini spacecraft No. 4 to Cape Kennedy. Receiving inspection was completed April 6. Other industrial area activities, including pyrotechnic buildup, temporary installation of seats, and final preparation for pad testing were completed April 14. The spacecraft was then moved to complex 19.

April 5

Manned Spacecraft Center announced that Walter M. Schirra, Jr., and Thomas P. Stafford had been selected as command pilot and pilot for Gemini-Titan 6, the first Gemini rendezvous and docking mission. Virgil I. Grissom and John W. Young would be the backup crew.

April 13

Manned Spacecraft Center delivered the "Gemini Atlas Agena Target Vehicle Systems Management and Responsibilities Agreement" to Air Force Space Systems Division (SSD) with signatures of Director Robert R. Gilruth and Gemini Program Manager Charles W. Mathews (dated April 9). Major General Ben I. Funk, SSD Commander, and Colonel John B. Hudson, SSD Deputy for Launch Vehicles, had signed for SSD on March 31 and 29 respectively. The agreement, dated March 1965, followed months of negotiation and coordination on management relationships and fundamental responsibilities for the Gemini Agena target vehicle program. It clarified and supplemented the "Operational and Management Plan for the Gemini Program" (December 29, 1961) with respect to the target vehicle program.

April 14

Gemini spacecraft No. 4 was hoisted into position atop the launch vehicle. Cabling for test was completed April 19, and premate systems tests began. For the first time, Mission Control Center, Houston, supported Kennedy Space Center pad operations. Systems testing ended April 21. The Prespacecraft Mate Simulated Flight Test was conducted April 22-23.

April 14-15

Gemini launch vehicle (GLV) 6 was erected in the vertical test facility at Martin-Baltimore. GLV-6 was the first vehicle in the new west test cell, which Martin had finished installing and checking out in January. At this time, GLV-5 was still undergoing vertical tests in the other test cell. Because both cells used the same power sources and aerospace ground equipment connections, simultaneous testing was impossible; however, one vehicle could be inspected and prepared for test while the other was being tested. Power was applied to GLV-6 for the first time on May 13. Subsystems Functional Verification Tests continued until June 22.

April 15

Martin-Denver delivered the propellant tanks for Gemini launch vehicle 8 to Martin-Baltimore. Tank fabrication had begun September 25, 1964. Aerojet-General delivered the stage I engine on June 16 and the stage II on August 20. In the meantime, tank splicing was completed August 3. Engine installation was completed September 23, and all hoizontal testing ended September 27.

April 20

McDonnell completed Systems Assurance Tests of Gemini spacecraft No. 5. The environmental control system was validated April 24, and fuel cell reinstallation was completed April 26. The fuel cell had failed during reentry/adapter mating operations on April 16.

April 21

The Combined Systems Acceptance Test (CSAT) of Gemini launch vehicle (GLV) 5 was conducted in the vertical test facility at Martin-Baltimore. Four earlier CSAT attempts (April 15-20) were marred by numerous minor anomalies. The vehicle acceptance team inspection began April 26 and concluded April 30, with GLV-5 found acceptable. The vehicle was removed from the test cell May 7-8, formally accepted by the Air Force May 15, and shipped to Cape Kennedy. Stage I arrived at the Cape on May 17 and stage II on May 19.

April 22

The Abort Panel met to review abort criteria for Gemini-Titan (GT) 4 and decided that GT-3 rules would suffice. Alternate procedures for delayed mode 2 abort would be investigated when the Manned Spacecraft Center abort trainer became available to the GT-5 mission.

April 23

Gemini launch vehicle (GLV) 4 and spacecraft No. 4 were mechanically mated at complex 19. The Electrical Interface Integrated Validation and Joint Guidance and Control Test were completed April 26-29. These had been separate tests for earlier vehicles, but from Gemini-Titan 4 on, the tests were combined and performed as one. The spacecraft/GLV Joint Combined Systems Test followed on April 30. The Flight Configuration Mode Test finished systems testing May 7.

April 26

The Simulated Flight Test of Gemini spacecraft No. 5 began at McDonnell. During the test (April 28) the environmental control system (ECS) was inadvertently overpressurized. The test was halted while the ECS suit loop was investigated. Reinstallation was completed May 8, and the ECS and guidance and control systems were retested May 9-11. Simulated flight testing was resumed May 11 and completed May 19. Preparations for altitude chamber testing lasted until May 25.

May 4

McDonnell completed manufacturing, module tests, and equipment installation for Gemini spacecraft No. 6. Mating the reentry and adapter assemblies completed final assembly of the spacecraft on May 12. Cabling and test preparation lasted until June 4, when Systems Assurance Tests began.

May 5

Discussing the landing point error of Gemini 3, Charles W. Mathews told the Gemini Management Panel that the spacecraft had developed a smaller angle of attack than planned and that the lift capability had been less than wind tunnel tests had indicated.

May 6

Gemini Agena target vehicle (GATV) 5001 completed vehicle systems testing with a final simulated flight. The vehicle was disconnected from the test complex on May 14, and data analysis was completed May 19. Meanwhile, the First Article Configuration Inspection on GATV 5001 began on May 10.

May 10

A team of representatives from NASA, Air Force Space Systems Division, Aerospace, and Lockheed began the First Article Configuration Inspection (FACI) of Gemini Agena target vehicle (GATV) 5001 at Sunnyvale. A FACI acceptance team reviewed and evaluated all drawings, specifications, test procedures and reports, component and assembly log books, and qualification and certification documentation relating to GATV 5001. The resulting record of discrepancies then served as a basis for corrective action. FACI, a standard Air Force procedure established in June 1962, was essentially an audit performed by the Air Force with contractor support to reconcile engineering design, as originally released and subsequently modified, with the actual hardware produced. Its purpose was to establish the production configuration base line under which remaining contract end items (in this case, GATV 5002 and up) of the same configuration were to be manufactured and delivered to the Air Force. FACI on GATV 5001 was completed May 26.

May 13

The Wet Mock Simulated Launch (WMSL) of Gemini-Titan (GT) 4 was completed. The spacecraft was then demated from the launch vehicle in order to replace the batteries in the spacecraft adapter; flight seats were also installed and crew stowage evaluated. While this planned replacement was being carried out, the launch vehicle was the subject of a special tanking test (May 19) to determine the cause of the apparent loading inaccuracies that had turned up during WMSL. The problem was located in the stage II flowmeters, which were replaced (May 21) and checked out in a third tanking test (of stage II only) on May 27. In the meantime, launch vehicle and spacecraft were remated on May 22. The Simulated Flight Test of GT-4 on May 29 concluded prelaunch testing.

Astronaut McDivitt
Figure 98. Weight and balance test of Astronaut McDivitt during the Wet Mock Simulated Launch of Gemini-Titan 4. (NASA Photo No. 65-H-797, released May 21, 1965.)

May 15

Qualification of the G4C extravehicular suit was completed. This suit was basically the same as the G3C suit except for modifications which included a redundant zipper closure, two over-visors for visual and physical protection, automatic locking ventilation settings, and a heavier cover layer incorporating thermal and micrometeoroid protection. Six G4C suits would be at the launch site for the Gemini 4 flight crews by the end of May.

May 18

Gemini Agena target vehicle (GATV) 5002 completed final assembly and was transferred to systems test complex C-10 at Sunnyvale to begin Vehicle Systems Tests. The transfer had been scheduled for May 5 but was delayed by parts shortages, engineering problems, and considerable work backlog. The major source of delay was correcting a gap between the forward auxiliary rack and the vehicle; machining and aligning the rack and refinishing the scraped surfaces proved time-consuming. GATV 5002 was still short several items of command equipment. Systems testing began May 21.

May 19

All extravehicular equipment planned for the Gemini 4 mission, including the ventilation control module, the extravehicular umbilical assembly, and the hand-held maneuvering unit, had been qualified. The flight hardware was at the launch site ready for flight at the end of May.

EVA maneuvering unit
Figure 99. The hand-held maneuvering unit. (NASA Photo S-65-27331, June 2, 1965.)

May 26

McDonnell began altitude chamber tests of Gemini spacecraft No. 5. Testing was interrupted by a fuel cell failure on June 1, and fuel sections were replaced. Modifications and preparations for retest concluded June 12, and an overall systems test with the fuel cell was conducted.

Gemini spacecraft No. 5
Figure 100. Gemini spacecraft No. 5 undergoing clean-up prior to being shipped to Cape Kennedy. (NASA Photo S-65-5781, June 2, 1965.)

May 27

Air Force Space Systems Division (SSD), following standard Air Force acceptance procedure using DD Form 250, found Gemini Agena target vehicle (GATV) 5001 not acceptable because First Article Configuration Inspection (completed May 26) showed the vehicle not to be flightworthy as required by the contract. SSD nevertheless conditionally accepted delivery of GATV 5001; Lockheed was to correct deficiencies by the dates noted on DD-250 attachments. Besides several items of equipment merely awaiting final documentation, major items yet to be qualified were the shroud, primary and secondary propulsion systems, the command system, and components of the electrical power system. After being conditionally accepted, GATV 5001 was shipped by air to Eastern Test Range on May 28, arriving May 29.

TDA assembly
Figure 101. Target Docking Adapter assembly. (McDonnell Report No. F169, Gemini Final Summary Report, Feb. 20, 1967, p. 548.)

May 29

Gemini Agena target vehicle 5001 arrived at Cape Kennedy following its conditional acceptance by the Air Force on May 27. It was moved to the Missile Assembly Building (Hanger E) for testing. The target vehicle was mated with target docking adapter No. 1 on June 18, and Combined Interface Tests began June 19. Testing was completed July 8 with secondary propulsion system (SPS) functional and static leak checks, SPS installation and postinstallation checks, and thermal control surface preparation. Target vehicle 5001 was then transferred to complex 14 to be mated to target launch vehicle 5301.

June 3

Gemini 4, the second manned and first long-duration mission in the Gemini program, was launched from complex 19 at 10:16 a.m., e.s.t. Command pilot Astronaut James A. McDivitt and pilot Astronaut Edward H. White II were the crew. Major objectives of the four-day mission were demonstrating and evaluating the performance of spacecraft systems in a long-duration flight and evaluating effects on the crew of prolonged exposure to the space environment. Secondary objectives included demonstrating extravehicular activity (EVA) in space, conducting stationkeeping and rendezvous maneuvers with the second stage of the launch vehicle, performing significant in-plane and out-of-plane maneuvers, demonstrating the ability of the orbit attitude and maneuver system (OAMS) to back up the retrorockets, and executing 11 experiments. The stationkeeping exercise was terminated at the end of the first revolution because most of the OAMS propellant allocated for the exercise had been used; further efforts would jeopardize primary mission objectives and could mean the cancellation of several secondary objectives. No rendezvous was attempted. The only other major problem to mar the mission was the inadvertent alteration of the computer memory during the 48th revolution in an attempt to correct an apparent malfunction. This made the planned computer-controlled reentry impossible and required an open-loop ballistic reentry. All other mission objectives were met. The flight crew began preparing for EVA immediately after terminating the stationkeeping exercise. Although preparations went smoothly, McDivitt decided to delay EVA for one revolution, both because of the high level of activity required and because deletion of the rendezvous attempt reduced the tightness of the schedule. Ground control approved the decision. The spacecraft hatch was opened at 4 hours 18 minutes into the flight and White exited 12 minutes later, using a hand-held maneuvering gun. White reentered the spacecraft 20 minutes after leaving it. The hatch was closed at 4 hours 54 minutes ground elapsed time. Drifting flight was maintained for the next two and one-half days to conserve propellant. The spacecraft landed in the Atlantic Ocean about 450 miles east of Cape Kennedy - some 40 miles from its nominal landing point - at 12:13 p.m., June 7. The crew boarded a helicopter 34 minutes after landing and was transported to the prime recovery ship, the aircraft carrier Wasp. Spacecraft recovery was completed at 2:28 p.m., a little more than 100 hours after Gemini 4 had been launched. Gemini 4 was the first mission to be controlled from the mission control center in Houston.

GT 4 countdownGT 4 launch
Figure 102A. Launch vehicle erector tower being
lowered just prior to launch of Gemini-Titan 4. Difficulty in lowering the erector delayed the launch from the scheduled time of 9:00a.m. to 10:16a.m., e.s.t. (NASA Photo No. 65-H-934, released June 3, 1965.) 		Figure 102B. Gemini-Titan liftoff. (NASA Photo No. 65-H-934, released June 3, 1965.)

GT 4 EVA
Figure 103. Astronaut Edward H. White II during extravehicular activity on the Gemini-Titan 4 mission. (NASA Photo No. 65-H-1019, released June 3, 1965.)

June 7

Gemini launch vehicle (GLV) 5 was erected at complex 19. The vehicle was inspected and umbilicals connected June 9. Power was applied June 10. Subsystems Reverification Tests (SSRT) began June 14. SSRT was a simplified test program which replaced Subsystems Functional Verification Test (SSFVT). SSFVT, performed on the first four GLVs, repeated tests that had already been performed at Martin-Baltimore. SSRT simplified subsystems checkout by requiring only that the factory findings be reverified, rather than duplicated, for GLV-5 and all later launch vehicles. SSRT was completed June 28. The launch vehicle Combined Systems Test to verify its readiness for mating was run June 29.

June 15

Systems assurance testing of Gemini spacecraft No. 6 was completed at McDonnell. Following validation of the environmental control system June 16-19, the spacecraft was prepared for Simulated Flight Test which began June 22.

June 18

Atlas standard launch vehicle 5301 was returned from Hanger J to complex 14 and once again erected. Booster Facility Acceptance Composite Test was completed July 9.

June 19

McDonnell delivered Gemini spacecraft No. 5 to Cape Kennedy. Industrial area activities were completed June 25. The spacecraft was moved to complex 19 and hoisted into position atop the launch vehicle June 26. Beginning with this spacecraft, the Premate Systems Tests and Premate Simulated Flight Test were combined to form the Premate Verification Test, which was performed on all subsequent spacecraft. The Premate Verification Test of spacecraft No. 5 was conducted June 30-July 2.

June 25

The Simulated Flight Test of Gemini spacecraft No. 6 was completed at McDonnell. The spacecraft was cleaned up and moved to the altitude chamber, where it underwent phasing checks and was prepared for chamber testing. These activities were completed July 15, and altitude chamber tests were conducted July 16-21. The spacecraft was deserviced, realigned, and prepared for shipment to Cape Kennedy.

June 25

The Combined Systems Acceptance Test of Gemini launch vehicle (GLV) 6 was completed at Martin-Baltimore. The vehicle acceptance team convened July 6 to review GLV-6 and accepted it July 10. The vehicle was demated on July 19 and formally accepted by the Air Force July 31. Stage II was delivered to Cape Kennedy the same day, and stage I on August 2. Both stages were then placed in storage pending the launch of Gemini-Titan 5.

June 25

Stage I of Gemini launch vehicle (GLV) 7 was erected in the east cell of the vertical test facility at Martin-Baltimore. Stage II was erected June 28. GLV-7 was inspected and prepared for testing while GLV-6 was undergoing vertical tests in the west cell. Power was applied to GLV-7 for the first time July 26. Subsystems Functional Verification Tests were completed August 25. Systems modification and retesting followed.

June 29

McDonnell concluded manufacturing, module tests, and equipment installation for Gemini spacecraft No. 7. The reentry and adapter assemblies were mated July 26 to complete final assembly fo the spacecraft. Preparing the spacecraft for test lasted until August 4, when systems assurance testing began.

June 30

Gemini Agena target vehicle 5002 completed Vehicle Systems Tests at Sunnyvale, and the final acceptance test was conducted. The vehicle was disconnected from the test complex on July 13, after NASA, Air Force Space Systems Division, Aerospace, and Lockheed representatives agreed that all data discrepancies from the final systems tests had been resolved.

July 1

George E. Mueller, NASA Associate Administrator for Manned Space Flight, established an "Operations Executive Group" composed of senior executives of government and contractor organizations participating in mannned space flight operations. The group would review Gemini and Apollo program status, resource requirements, management, and flight operations to provide executive management with background needed for effective policy decisions. A second purpose was ensuring that the executives knew each other well enough to work directly in solving time-critical problems rapidly. One-day meetings were to be held at intervals of two to four months.

July 1

NASA announced that Frank Borman and James A. Lovell, Jr., had been selected as the prime flight crew for Gemini VII. The backup crew for the flight, which would last up to 14 days, would be Edward H. White II and Michael Collins.

July 7

Gemini launch vehicle (GLV) 5 and spacecraft No. 5 were mechanically mated at complex 19. The Electrical Interface Integrated Validation and Joint Guidance and Control Test began immediately and was completed July 9. The spacecraft/GLV Joint Combined Systems Test followed on July 12. The Flight Configuration Mode Test completed systems testing on July 16.

Rendezvous evaluation pod
Figure 104. Rendezvous evaluation pod installed in the equipment section of Gemini spacecraft No. 5 before launch vehicle mating. (NASA Photo S-65-41884, July 6, 1965.)

July 8

Gemini Agena target vehicle 5001 completed systems tests in Hanger E and was transferred to complex 14, where it was mated to Atlas standard launch vehicle 5301. Tests began in preparation for a Simultaneous Launch Demonstration on July 22.

July 12

NASA Headquarters Gemini Program Office informed Manned Spacecraft Center that it had decided to delete extravehicular activity from Gemini missions 5, 6, and 7.

July 22

A Simultaneous Launch Demonstration (SLD) was conducted between the Gemini Atlas-Agena target vehicle on complex 14 and Gemini-Titan (GT) 5 on complex 19, in conjunction with the Wet Mock Simulated Launch (WMSL) of GT-5. The Gemini launch vehicle tanking exercise, normally a part of WMSL, was conducted separately for convenience on July 17. SLD was a dress rehearsal to demonstrate the coordination required to conduct a single countdown on two vehicles and was subsequently performed on all rendezvous missions. The mission control centers at Houston and the Cape, as well as Eastern Test Range support facilities, were integral parts of the combined countdown. A failure in the Houston computer system caused several spurious commands to be transmitted to the target vehicle. Although some of these commands were accepted, results were not serious because they were mostly stored program command loads. Following SLD, the Atlas and Agena were demated on July 26.

July 23

Air Force Space Systems Division formally accepted delivery of Gemini Agena target vehicle (GATV) 5002 after the vehicle acceptance team inspection had been completed. The vehicle was then shipped by air to Eastern Test Range on July 24, arriving July 25. Although GATV 5002 was accepted, several items of equipment remained in "not qualified" status, including the shroud, secondary and primary propulsion systems, and components of both the electrical power and command systems.

July 23

Gemini-Titan (GT) 5 was demated following completion of the Wet Mock Simulated Launch to allow the spacecraft fuel cells to be replaced and the coolant bypass to be modified. Spacecraft and launch vehicle were remated August 5. Modified Electrical Interface Integrated Validation and the Joint Guidance and Control Tests were run on August 6. Spacecraft Final Systems Test on August 9-10 and the Simulated Flight Test on August 13 completed prelaunch testing of GT-5, scheduled for launch August 19.

GT 5 simulation
Figure 105. Astronauts Charles Conrad, Jr., and L. Gordon Cooper, Jr., practice procedures for getting into their spacecraft in the Gemini 5 Wet Mock Simulated Launch. (NASA Photo S-65-41895, July 22, 1965.)

July 23

Standard Agena D (AD-108), which had been completed in June and held in storage, was transferred to Building 104 at Sunnyvale for modifications and final assembly as Gemini Agena target vehicle 5003. While in storage, several pieces of AD-108 equipment had been removed for modification to the Gemini configuration. Final assembly began August 8.

Agena D 108
Figure 106. Standard Agena D 108 being delivered to final assembly area. (NASA Photo S-65-8066, July 23, 1965.)

July 26

Atlas standard launch vehicle 5301 and Gemini Agena target vehicle (GATV) 5001 were demated at complex 14, following the Simultaneous Launch Demonstration of July 22. GATV 5001 was returned to Hanger E, where it was stored as the backup vehicle for GATV 5002. On August 18, GATV 5002 was officially designated as the target vehicle for Gemini VI, the first rendezvous mission, while GATV 5001 was to be maintained in flight-ready condition as backup. Atlas 5301, which had been returned to Hanger J after demating, was moved back to complex 14 on August 16 to serve as the target launch vehicle for GATV 5002.

July 27

Gemini Program Manager Charles W. Mathews initiated a spacecraft manager program by assigning one engineer to Gemini spacecraft No. 5 and another to spacecraft No. 6. Assignments to other spacecraft would come later. Following the precedent established in Mercury and then in Gemini by Martin, McDonnell, and Aerojet-General, one man would follow the spacecraft from manufacturing through testing to launch, serving as a source of up-to-date information on his spacecraft and calling attention to particular problem areas.

August 4

McDonnell delivered Gemini spacecraft No. 6 to Cape Kennedy. Industrial area activities during the next three weeks included pyrotechnics buildup and spacecraft modifications. The spacecraft was moved to Merritt Island Launch Area for Plan X integrated tests with the target vehicle during the last week of August.

August 5

Atlas standard launch vehicle 5302 was shipped from San Diego by truck, arriving at Cape Kennedy August 11. The vehicle had come off the production line and been delivered to the Gemini program on April 2. Final assembly had been completed May 25, installation of flight equipment and Gemini-peculiar kit June 3, and factory testing July 22. Air Force Space Systems Division had formally accepted the vehicle on July 29.

August 12

McDonnell finished systems assurance testing of Gemini spacecraft No. 7. Validation of the environmental control system concluded August 19, and preparations were started for the Simulated Flight Test which began August 26.

August 12

Gemini Program Office informed the NASA-McDonnell Management Panel of the decision to fly the new, lightweight G5C space suit on Gemini VII. Tested by Crew Systems Division, the suit displayed a major improvement in comfort and normal mobility without sacrificing basic pressure integrity or crew safety. The suit weighed about nine pounds and was similar to the G4C suit except for the elimination of the restraint layer and the substitution of a soft helmet design with an integral visor and no neckring. Under study was the possibility of allowing one or both astronauts to remove their suits during the mission. NASA Headquarters, on July 2, had directed that the flight crew not use full pressure suits during the Gemini VII mission.

August 16

Martin-Baltimore received propellant tanks for Gemini launch vehicle (GLV) 9 from Martin-Denver, which had begun fabricating them February 25. These were the first GLV tanks to be carried by rail from Denver to Baltimore. All previous tanks had traveled by air, but shortage of suitable aircraft made the change necessary. The tanks were shipped August 9. Aerojet-General delivered the stage I engine for GLV-9 August 20 and the stage II engine September 22. Tank splicing was completed October 21, engine installation November 10. Horizontal testing concluded November 23.

August 19

A spacecraft computer malfunction caused a hold of the countdown 10 minutes before the scheduled launch of Gemini-Titan 5. While the problem was being investigated, thunderstorms approached the Cape Kennedy area. With the computer problem unresolved and the weather deteriorating rapidly, the mission was scrubbed and rescheduled for August 21. Recycling began with unloading propellants.

August 19-24

Lockheed conducted shroud separation tests at its Rye Canyon Research Center. Tests comprised four separations at simulated altitudes, all sucessful. After test data had been analyzed, the shroud was judged to be flightworthy.

August 21

Gemini 5 was launched from complex 19 at 9:00 a.m., e.s.t. The crew comprised command pilot Astronaut L. Gordon Cooper, Jr., and pilot Astronaut Charles Conrad, Jr. Major objectives of the eight-day mission were evaluating the performance of the rendezvous guidance and navigation system, using a rendezvous evaluation pod (REP), and evaluating the effects of prolonged exposure to the space environment on the flight crew. Secondary objectives included demonstrating controlled reentry guidance, evaluating fuel cell performance, demonstrating all phases of guidance and control system operation needed for a rendezvous mission, evaluating the capability of either pilot to maneuver the spacecraft in orbit to rendezvous, evaluating the performance of rendezvous radar, and executing 17 experiments. The mission proceeded without incident through the first two orbits and the ejection of the REP. About 36 minutes after beginning evaluation of the rendezvous guidance and navigation system, the crew noted that the pressure in the oxygen supply tank of the fuel cell system was falling. Pressure dropped from 850 pounds per square inch absolute (psia) at 26 minutes into the flight until it stabilized at 70 psia at 4 hours 22 minutes, and gradually increased through the remainder of the mission. The spacecraft was powered down and the REP exercise was abandoned. By the seventh revolution, experts on the ground had analyzed the problem and a powering-up procedure was started. During the remainder of the mission the flight plan was continuously scheduled in real time. Four rendezvous radar tests were conducted during the mission, the first in revolution 14 on the second day; the spacecraft rendezvous radar successfully tracked a transponder on the ground at Cape Kennedy. During the third day, a simulated Agena rendezvous was conducted at full electrical load. The simulation comprised four maneuvers - apogee adjust, phase adjust, plane change, and coelliptical maneuver - using the orbit attitude and maneuver system (OAMS). Main activities through the fourth day of the mission concerned operations and experiments. During the fifth day, OAMS operation became sluggish and thruster No. 7 inoperative. Thruster No. 8 went out the next day, and the rest of the system was gradually becoming more erratic. Limited experimental and operational activities continued through the remainder of the mission. Retrofire was initiated in the 121st revolution during the eighth day of the mission, one revolution early because of threatening weather in the planned recovery area. Reentry and landing were satisfactory, but the landing point was 89 miles short, the result of incorrect navigation coordinates transmitted to the spacecraft computer from the ground network. Landing occurred at 7:56 a.m., August 29, 190 hours 55 minutes after the mission had begun. The astronauts arrived on board the prime recovery ship, the aircraft carrier Lake Champlain, at 9:25. The spacecraft was recovered at 11:51 a.m.

Mission Control CenterCape Kennedy from orbit
Figure 107. Christopher C. Kraft, Jr., Robert R. Gilruth, and George M. Low in the Houston Mission Control Center when falling pressure in the oxygen supply tank of the fuel cell threatened the Gemini V mission. (NASA Photo S-65-28691, Aug. 22, 1965.) Figure 108. Photograph of the Florida peninsula taken from the Gemini 5 spacecraft, looking south along the east coast, with Cape Kennedy in the foreground projecting into the Atlantic Ocean. (NASA Photo S-65-45388, Aug. 21-29, 1965.)

August 23

Gemini Agena target vehicle 5002 completed preliminary systems testing at Hanger E and was transferred to Merritt Island Launch Area, where it was joined by spacecraft No. 6 for Plan X testing. After ground equipment checks, Plan X tests proceeded on August 25. No significant interference problems were found, and testing ended on August 31.

August 30

Stage I of Gemini launch vehicle (GLV) 6 was erected at complex 19. Stage II was erected the following day. Umbilicals were connected and inspected September 1, and Subsystems Reverification Tests began September 2. These tests were completed September 15. The Prespacecraft Mate Verification Test of GLV-6 was run September 16.

August 30

The Simulated Flight Test of Gemini spacecraft No. 7 ended at McDonnell. The spacecraft was cleaned up and moved to the altitude chamber September 9. Phasing checks were conducted September 10-11, and the spacecraft was prepared for altitude chamber tests, which began September 13. Chamber tests concluded September 17. The spacecraft was deserviced, updated, retested, and prepared for shipment to Cape Kennedy.

Gemini spacecraft No. 7
Figure 109. Gemini spacecraft No. 7 in final shakedown in the cleanroom at McDonnell. (NASA Photo S-65-54127, Sept. 29, 1965.)

August 31

Gemini Program Office reported that during the missions of Gemini 4 and 5, skin-tracking procedures had been successfully developed. On these missions, the C-band radars were able to track the spacecraft in both the beacon and skin-track mode. It was, therfore, possible to obtain tracking data when the spacecraft was powered down and had no tracking beacons operating. As a result, the skin-tracking procedures were integrated into the network support for all remaining Gemini missions.

September 1

Final troubleshooting on Gemini Agena target vehicle (GATV) 5002 after Plan X testing at Merritt Island Launch Area (MILA) was completed. The next day GATV 5002 was returned to Hanger E from MILA, where it began a series of tests to verify the operational readiness of all vehicle systems prior to erection and mating with the launch vehicle.

September 8

Representatives of Air Force Space Systems Division, Aerospace, and Lockheed attended a technical review of the flight verification test program for the oxidizer gas generator solenoid valve. This was the last remaining component of the Agena primary propulsion system needing test qualification. Testing had been completed August 26; disassembly, inspection, and evaluation were concluded September 3. The consensus of those attending was that the successful test program had demonstrated flightworthiness of this configuration. This concluded qualification of all propulsion system components.

September 9

Gemini spacecraft No. 6 was moved to complex 19 and hoisted to the top of the launch vehicle. The move had been scheduled for September 2 but was delayed by the presence of Hurricane Betsy in the vicinity of the Cape September 3-8. The Prespacecraft Mate Verification Test was conducted September 13-16. Preparations then began for mating the spacecraft to the launch vehicle.

September 16

Martin-Denver shipped the propellant tanks for Gemini launch vehicle (GLV) 10 to Martin-Baltimore. During the rail trip, leaking battery acid corroded the dome of the stage II fuel tank. The tanks arrived at Martin-Baltimore September 21. The stage II fuel tank was rejected and returned to Denver. It was replaced by the stage II fuel tank from GLV-11, which completed final assembly September 25 and arrived in Baltimore November 3 after being inspected and certified. Fabrication of GLV-10 tanks had begun in April.

September 17

Gemini launch vehicle (GLV) 6 and spacecraft No. 6 were mechanically mated at complex 19. The Electrical Interface Integrated Validation and Joint Guidance and Control Test was completed September 21. The spacecraft/GLV Joint Combined Systems Test was run September 23. GLV tanking test was performed September 29 and the Flight Configuration Mode Test October 1, completing systems testing for Gemini-Titan 6.

September 20

McDonnell completed mating the reentry and adapter assemblies of spacecraft No. 8. The complete spacecraft was aligned and adjusted. Systems Assurance Tests began September 30.

Gemini spacecraft No. 8
Figure 110. Gemini spacecraft No. 8 in cleanroom at McDonnell for systems validation testing. (NASA Photo S-65-54125, Sept. 29, 1965.)

September 20

The Combined Systems Acceptance Test of Gemini launch vehicle (GLV) 7 was completed in the vertical test facility at Martin-Baltimore. Inspection of GLV-7 by the vehicle acceptance team began September 27 and ended October 1, with the vehicle found acceptable. GLV-7 was deerected October 5 and formally accepted by the Air Force October 15. Stage I was airlifted to Cape Kennedy October 16, followed by stage II October 18. Both stages were placed in storage pending the launch of the Gemini VI mission.

September 20

Manned Spacecraft Center announced that Neil A. Armstrong would be command pilot and David R. Scott would be pilot for Gemini VIII. Backup crew would be Charles Conrad, Jr., and Richard F. Gordon, Jr. Gemini VIII would include practice on rendezvous and docking maneuvers and a space walk that could last as long as one Earth orbit, about 95 minutes.

September 28

Gemini launch vehicle (GLV) 8 was erected in the west cell of the vertical test facility at Martin-Baltimore. Power was applied to the vehicle October 13, following the deerection of GLV-7. Subsystems Functional Verification Tests of GLV-8 were completed November 4.

October 1

Gemini Agena target vehicle 5002 was transported to complex 14 and mated to target launch vehicle 5301. Preliminary checks were followed, on October 4, by the Joint Flight Acceptance Composite Test (J-FACT). J-FACT was a combined check of all contractors, the range, the vehicles, and aerospace ground equipment in a simulated countdown and flight; propellants and high pressure gases were not loaded, nor was the gantry removed. Simultaneous Launch Demonstration was successfully completed October 7.

October 6

The final design review for the Gemini Atlas-Agena target vehicle ascent guidance equations was held. The equations, using target launch vehicle pitch and yaw steering and Gemini Agena target vehicle nodal steering, were found to have been adequately tested and well within required accuracy limits. The equations were approved as ready for flight.

October 7

The Wet Mock Simulated Launch (WMSL) of Gemini-Titan (GT) 6 and the Simultaneous Launch Demonstration with GT-6 and the Gemini Atlas-Agena target vehicle were conducted. Following WMSL, the spacecraft and launch vehicle were demated to allow the spacecraft battery to be replaced. They were remated October 8-13. Spacecraft Systems Test was completed October 15. Prelaunch testing concluded October 20 with the Simulated Flight Test.

October 9

McDonnell delivered Gemini spacecraft No. 7 to Cape Kennedy. Industrial area activities, including pyrotechnics buildup, fuel cell installation, and modification of the water management system, were completed October 29. The spacecraft was moved to complex 19 and hoisted atop the launch vehicle. The Prespacecraft Mate Verification Test, including activation and deactivation of the fuel cell, was conducted November 1-5.

October 14

Gemini Agena target vehicle 5003 was transferred to Vehicle Systems Test after completing final assembly on October 9. Testing began October 18.

October 20

Systems testing at complex 14 of the Gemini Atlas-Agena target vehicle for Gemini VI was completed with a launch readiness demonstration. Final vehicle closeout and launch preparations began October 21 and continued until final countdown on October 25.

October 22

McDonnell completed Systems Assurance Tests of spacecraft No. 8 and validation of the spacecraft environmental control system. The spacecraft simulated flight was conducted October 26-November 4.

October 25

The Gemini VI mission was canceled when Gemini Agena target vehicle (GATV) 5002 suffered what appeared to be a catastrophic failure shortly after separating from the Atlas launch vehicle. The Gemini Atlas-Agena target vehicle was launched from complex 14 at 10:00 a.m., e.s.t. When the two vehicles separated at 10:05, all signals were normal. But approximately 375 seconds after liftoff, vehicle telemetry was lost and attempts to reestablish contact failed. The Gemini VI countdown was held and then canceled at 10:54 a.m., because the target vehicle had failed to achieve orbit. In accordance with Air Force Space Systems Division (SSD) procedures and NASA management instructions - both of which specified investigation in the event of such a failure - Major General Ben I. Funk, SSD Commander, reconvened the Agena Flight Safety Review Board, and NASA established a GATV Review Board.

October 27

NASA Associate Administrator Robert C. Seamans, Jr., informed George E. Mueller, Associate Administrator for Manned Space Flight, that the catastrophic anomaly of Gemini Agena target vehicle (GATV) 5002 on October 25 had been defined as a mission failure. Accordingly, Seamans asked Mueller to establish a GATV Review Board to investigate all aspects of the Agena failure, managerial as well as technical. Manned Spacecraft Center Director Robert R. Gilruth and Major General O. J. Ritland, Deputy Commander for Space, Air Force Systems Command, were designated cochairmen of the review board. Primary responsibility for determining the cause of failure lay with Air Force Space Systems Division, which would make its findings available to the board.

October 28

The White House announced that NASA would attempt to launch Gemini VI while Gemini VII was in orbit. The original Gemini VI mission had been canceled when its target vehicle failed catastrophically on October 25. In a memorandum to the President, NASA Administrator James E. Webb indicated the possibility that Gemini VI spacecraft and launch vehicle could be reerected shortly after the launch of Gemini VII. Since much of the prelaunch checkout of Gemini VI would not need repeating, it could be launched in time to rendezvous with Gemini VII (a mission scheduled for 14 days) if launching Gemini VII did not excessively damage the launch pad. NASA officials, spurred by suggestions from Walter F. Burke and John F. Yardley of McDonnell, began discussing the possibility of a dual mission immediately after the failure October 25, drawing on some six months of discussion and preliminary planning by NASA, Air Force, Martin, and McDonnell personnel for a rapid manned flight launch demonstration.

October 28

Gemini spacecraft No. 6 and the second stage of Gemini launch vehicle (GLV) 6 were deerected and removed from complex 19. GLV-6 stage I was deerected the next day. The GLV was placed in storage at the Satellite Checkout Building under guard, in an environment controlled for temperature and humidity. Bonded storage maintained the integrity of previously conducted tests to reduce testing that would have to be repeated. Spacecraft No. 6 was stored in the Pyrotechnics Installation Building at the Merritt Island Launch Area.

October 28

The major portion of 819 discrepancies remaining from the First Article Configuration Inspection (FACI) of Gemini Agena target vehicle 5001 in June were cleared; 128 that had not been applied against the acceptance document (DD-250) remained. All subsystem FACI discrepancies were also closed out during October.

October 29-30

Gemini launch vehicle (GLV) 7 was erected at complex 19, following the deerection of GLV-6. Power was applied to GLV-7 on October 31, and Subsystems Reverification Tests (SSRT) began immediately. SSRT ended November 9, and the Prespacecraft Mate Verification Test was performed November 10. This test now included dropping all umbilicals, eliminating the need for a Flight Configuration Mode Test (FCMT). No FCMT was performed on GLV-7 or any subsequent vehicle.

November 1

The subpanel for Gemini VI of the Agena Flight Safety Review Board met at Lockheed. The subpanel, chaired by Colonel John B. Hudson, Deputy Commander for Launch Vehicles, Air Force Space Systems Division, reviewed Lockheed's flight safety analysis of the failure of Gemini Agena target vehicle (GATV) 5002 on October 25. The subpanel approved the conclusions reached by Lockheed's analysts, that the catastrophic anomaly was apparently caused by a "hard start" of the Agena's main engine, most probably resulting from a fuel rather than oxidizer lead into the thrust chamber before ignition. Unlike all previous standard Agenas, the GATV had been intentionally sequenced for a fuel lead to conserve oxidizer for the many programmed restarts. The subpanel reported its findings to the parent board on November 3.

November 3

Martin-Baltimore received the propellant tanks for Gemini launch vehicle (GLV) 11 from Martin-Denver, which had began fabricating them June 28. They were shipped by rail October 27. The GLV-11 stage II fuel tank was used in GLV-10, and the stage II fuel tank from GLV-12 was reassigned to GLV-11, arriving by air from Martin-Denver January 16, 1966. Aerojet-General delivered the engines for GLV-11 on December 14, 1965. Stage I tank splicing and engine installation was complete by March 31, stage II by April 5. Stage I horizontal tests ended April 12 and stage II, April 25.

November 3

The Agena Flight Safety Review Board met at Lockheed to continue its investigation of the failure of Gemini Agena target vehicle 5002 on October 25. The board, chaired by George E. Mueller, NASA Associate Administrator of Manned Space Flight, reviewed the findings of the subpanel for Gemini VI and reached the same conclusion: the failure resulted from a hard start probably caused by the fuel lead. The next day the board presented its recommendation to Air Force Space Systems Division for a contractural change covering a program to modify the design of the Model 8247 main rocket engine to revert to oxidizer lead. Design verification testing would follow. Existing engines would be recycled through Bell Aerosystems to allow the incorporation of the design modifications. Since two existing engines would be used for design verification testing, two new engines were to be procured as replacements.

November 8

The Combined Systems Acceptance Test of Gemini launch vehicle (GLV) 8 was conducted at Martin-Baltimore. The vehicle acceptance team convened November 16 and completed its inspection November 19, deeming the vehicle excellent. GLV-8 was deerected December 13-14 and was formally accepted by the Air Force on December 23. Stage I was airlifted to Cape Kennedy on January 4, 1966, followed by stage II on January 6. Both stages were placed in storage.

November 8

Manned Spacecraft Center announced that Elliot M. See, Jr., had been selected as command pilot and Charles A. Bassett II as pilot for the Gemini IX mission. The backup crew would be Thomas P. Stafford, command pilot, and Eugene A. Cernan, pilot. The mission, scheduled for the third quarter of 1966, would last from two to three days and would include rendezvous and docking and extravehicular activity. Bassett would remain outside the spacecraft for at least one revolution and would wear the manned maneuvering unit backpack, a self-propelled hydrogen-peroxide system with gyro stabilization designed by the Air Force.

November 11

Gemini launch vehicle (GLV) 7 and spacecraft No. 7 were electrically mated at complex 19. An electrical interface jumper cable connected the spacecraft, suspended about six feet above stage II, to the GLV. No Wet Mock Simulated Launch (WMSL) was performed on Gemini VII or any subsequent vehicle. WMSL was replaced by the Simultaneous Launch Demonstration (SLD) and a separate tanking test. For Gemini VII, the SLD was also eliminated because no simultaneous Atlas-Agena launch was planned. The elimination of the erector lowering associated with WMSL made it possible to postpone mechanical mating until later in the test sequence. This had the advantage of allowing access to the spacecraft adapter without demating and remating the spacecraft and launch vehicle, while at the same time permitting integrated testing to continue and shortening the test schedule. The Electrical Interface Integrated Validation and Joint Guidance and Control Test was completed November 13. The Joint Combined Systems Test was run November 15. The only countdown exercise performed for Gemini VII was the GLV tanking test on November 16. The spacecraft Final Systems Test was completed November 20. Spacecraft and launch vehicle were mechanically mated November 22, and the Simulated Flight Test was finished November 27.

November 12-13

A symposium on hypergolic rocket ignition at altitude was held at Lockheed. Because too little diagnostic information had been obtained from the flight of Gemini Agena target vehicle (GATV) 5002 to determine the exact nature of the probable hard start, it was not certain that the proposed modification - a return to oxidizer lead - would definitely prevent a recurrence of the malfunctions. Sixteen propulsion specialists (brought together from Government, industrial, and university organizations) assembled for the symposium and concentrated on clarifying the hard-start phenomenon, isolating possible hard-start mechanisms of the Agena engine, and determining meaningful supporting test programs. They agreed with earlier conclusions on the probable cause of the failure. Their recommendations, with Lockheed's analysis of the GATV 5002 failure, were combined into a proposed GATV engine modification and test program that was presented to Air Force Space Systems Division on November 15.

November 15

Lockheed presented its proposed Gemini Agena target vehicle (GATV) engine modification and test program to Colonel A. J. Gardner, Gemini Target Vehicle Program Director, Air Force Space Systems Division (SSD). The proposal was immediately turned over to a three-man team comprising B. A. Hohmann (Aerospace), Colonel J. B. Hudson (Deputy Commander for Launch Vehicles, SSD), and L. E. Root (Lockheed) for consideration. On November 18, the group decided on a final version of the proposal that called for: (1) modifying the Agena engine to provide oxidizer lead during the start sequence, (2) demonstrating sea-level engine flightworthiness in tests at Bell Aerosystems, and (3) conducting an altitude test program at Arnold Engineering Development Center. The final proposal was presented to the GATV Review Board at Manned Spacecraft Center on November 20.

November 19

Aerojet-General delivered the stage II engine for Gemini launch vehicle (GLV) 10 to Martin-Baltimore. The stage I engine had been delivered August 23. Martin-Baltimore completed splicing stage I January 12, 1966; stage II splicing, using the fuel tank reassigned from GLV-11, was finished February 2. Engine installation was completed February 7, and stage I horizontal tests February 11. Stage II horizontal testing ended March 2.

November 19

Air Force Space Systems Division (SSD) directed Lockheed to return Gemini Agena target vehicle (GATV) 5001 to Sunnyvale. The GATV was still being stored in Hanger E, Eastern Test Range, minus its main engine which SSD had directed Lockheed to ship to Bell Aerosystems on November 9 for modification. Although SSD and NASA had considered using GATV 5001 as the second flight vehicle, it needed to be refurbished, repaired, and updated - work which could be done only at the Lockheed plant. A dummy engine was installed to simulate weight and center of gravity, and the vehicle left the Cape by commercial van on November 20, arriving at Sunnyvale November 24.

November 24

Lockheed submitted an engineering change proposal to Air Force Space Systems Division (SSD) for Project Surefire, code name for the Gemini Agena Target Vehicle (GATV) Modification and Test Program designed to correct the malfunction which had caused the failure of GATV 5002 on October 25. SSD gave Lockheed a tentative go-ahead for Project Surefire on November 27 and established an emergency priority for completing the program. On the same day, Lockheed announced the formation of a Project Surefire Engine Development Task Force to carry out the program. Work was geared to meet the scheduled launch of GATV 5003 for Gemini VIII. GATV 5003 systems testing was halted. The main engine was removed November 23 and shipped to Bell Aerosystems for modification. Work on GATV 5004 was reprogrammed to allow it to complete final assembly with a modified engine.

November 26

McDonnell proposed building a backup target vehicle for Gemini rendezvous missions. The augmented target docking adapter (ATDA) would serve as an alternative to the Gemini Agena target vehicle (GATV) if efforts to remedy the GATV problem responsible for the October 25 mission abort did not meet the date scheduled for launching Gemini VIII. Using Gemini-qualified equipment, the ATDA (as its name implied) was essentially a target docking adapter (TDA) with such additions as were needed to stabilize it and allow the spacecraft to acquire and dock with it. In addition to the shroud and TDA, these included a communications system (comprising tracking, telemetry transmission, and command subsystems), instrumentation, a guidance and control system (made up of a target stabilization system and rendezvous radar transponder), electrical system, and a reaction control system identical to the Gemini spacecraft's. Robert C. Seamans, Jr., NASA Associate Administrator, approved the procurement of the ATDA on December 9, and McDonnell began assembling it December 14.

Figure 111. (A) General arrangement of sections in the augmented target docking adapter; (B)Augmented target docking adapter equipment installation. (McDonnell Report No. F169, Gemini Final Summary Report, Feb. 20, 1967, pp. 556, 544.)

ATDA mockup
Figure 112. Mockup of the augmented target docking adapter at McDonnell, along with a spacecraft mockup. (NASA Photo S-65-62180, Dec. 12, 1965.)

November 29

Director Robert R. Gilruth, Manned Spacecraft Center, requested the concurrence of NASA Headquarters in plans for doffing the G5C pressure suits during orbital flight in Gemini VII. Both astronauts wanted to remove their suits after the second sleep period and don them only for transient dynamic conditions, specifically rendezvous and reentry. Primary concern was preventing the degradation of crew performance by maintaining crew comfort during the long-duration mission. Gemini Program Office had participated in the G5C suit program and certified the suit for intravehicular manned flight in the Gemini spacecraft on November 19. When Gemini VII was launched on December 4, the mission plan required one astronaut to be suited at all times, but on December 12 NASA Headquarters authorized both crew members to have their suits off at the same time.

December 3

McDonnell began altitude chamber and extravehicular support package tests of spacecraft No. 8. These tests were completed December 13. During the remainder of the month, the spacecraft was updated and retested before being shipped to Cape Kennedy on January 8, 1966.

December 4

Gemini VII, the fourth manned mission of the Gemini program, was launched from complex 19 at 20:30 p.m., e.s.t. Primary objectives of the mission, flown by command pilot Astronaut Frank Borman and pilot Astronaut James A. Lovell, Jr., were demonstrating manned orbital flight for approximately 14 days and evaluating the physiological effects of a long-duration flight on the crew. Among the secondary objectives were providing a rendezvous target for the Gemini VI-A spacecraft, stationkeeping with the second stage of the launch vehicle and with spacecraft No. 6, conducting 20 experiments, using lightweight pressure suits, and evaluating the spacecraft reentry guidance capability. All objectives were successfully achieved with the exception of two experiments lost because of equipment failure. Shortly after separation from the launch vehicle, the crew maneuvered the spacecraft to within 60 feet of the second stage and stationkept for about 15 minutes. The exercise was terminated by a separation maneuver, and the spacecraft was powered down in preparation for the 14-day mission. The crew performed five maneuvers during the course of the mission to increase orbital lifetime and place the spacecraft in proper orbit for rendezvous with spacecraft No. 6. Rendezvous was successfully accomplished during the 11th day in orbit, with spacecraft No. 7 serving as a passive target for spacecraft No. 6. About 45 hours into the mission, Lovell removed his pressure suit. He again donned his suit at 148 hours, while Borman removed his. Some 20 hours later Lovell again removed his suit, and both crewmen flew the remainder of the mission without suits, except for the rendezvous and reentry phases. With three exceptions, the spacecraft and its systems performed nominally throughout the entire mission. The delayed-time telemetry playback tape recorder malfunctioned about 201hours after liftoff, resulting in the loss of all delayed-time telemetry data for the remainder of the mission. Two fuel cell stacks showed excessive degradation late in the flight and were taken off the line; the remaining four stacks furnished adequate electrical power until reentry. Two attitude thrusters performed poorly after 283 hours in the mission. Retrofire occurred exactly on time, and reentry and landing were nominal. The spacecraft missed the planned landing point by only 6.4 miles, touching down at 9:05 a.m., December 18. The crew arrived at the prime recovery ship, the aircraft carrier Wasp, half an hour later. The spacecraft was recovered half an hour after the crew.

GT VII crew at pad 19GT VII crew on recovery ship
Figure 113. Astronauts Frank Borman and James A. Lovell, Jr., walking up the ramp to the elevator at pad 19 prior to their Gemini VII flight. They are wearing the new lightweight G5C suits. (NASA Photo
S-65-44290, Dec. 4, 1965.) 		Figure 114. Astronauts Borman (right) and Lovell on the deck
of the U.S.S. Wasp after completing their 14-day mission. (NASA Photo No. 65-H-2323, released Dec. 18, 1965.)

December 4

Both stages of Gemini launch vehicle (GLV) 6 were removed from storage and arrived at complex 19 two hours after the launch of Gemini VII. Spacecraft No. 6 was returned to complex 19 on December 5. Within 24 hours after the launch of Gemini VII, both stages of GLV-6 were erected, spacecraft and launch vehicle were mated, and power was applied. Subsystems Reverification Tests were completed December 8. The only major problem was a malfunction of the spacecraft computer memory. The computer was replaced and checked out December 7-8. The Simulated Flight Test, December 8-9, completed prelaunch tests. The launch, initially scheduled for December 13, was rescheduled for December 12.

Gemini spacecraft No. 6 at pad 19
Figure 115. Gemini spacecraft No. 6 after removal from storage, being hoisted to the top of the launch pad at complex 19. (NASA Photo No. 65-H-1906, released Dec. 5, 1965.)

December 8-10

Gemini launch vehicle 9 was erected in the east cell of the vertical test facility at Martin-Baltimore. Power was applied to the launch vehicle for the first time on December 22, and Subsystems Functional Verification Tests were completed January 20, 1966.

December 12

The scheduled launch of Gemini VI-A was aborted when the Master Operations Control Set automatically shut down the Gemini launch vehicle a second after engine ignition because an electrical umbilical connector separated prematurely. The launch was canceled at 9:54 a.m., e.s.t. Emergency procedures delayed raising the erector until 11:28, so the crew was not removed until 11:33 a.m. Launch was rescheduled for December 15. Routine analysis of the engine data, begun immediately after shutdown, revealed decaying thrust in one first stage engine subassembly before shutdown had been commanded. The problem was diagnosed as a restriction in the gas generator circuit of the subassembly, which would have caused shutdown about 1 second later than it actually occurred as a result of the umbilical disconnect. Source of the restriction proved to be a protective dust cap inadvertently left in place in the gas generator oxidizer injector inlet port. The anomalies were corrected and recycling, based on long-prepared contingency plans, proceeded without incident through launch on December 15.

GT VI-A launch attempt
Figure 116. Attempted launch and the shutdown of Gemini VI-A. (NASA Photo No. 65-H-1944, released Dec. 12, 1965.)

December 14

Air Force Space Systems Division authorized Lockheed to begin the disassembly and inspection of Gemini Agena target vehicle 5001 to determine the extent of refurbishment needed. The vehicle was stripped down to its major structural components to expose all areas of possible contamination.

December 15

Gemini VI-A, the fifth manned and first rendezvous mission in the Gemini program, was launched from complex 19 at 8:37 a.m., e.s.t. The primary objective of the mission, crewed by command pilot Astronaut Walter M. Schirra, Jr., and pilot Astronaut Thomas P. Stafford, was to rendezvous with spacecraft No. 7. Among the secondary objectives were stationkeeping with spacecraft No. 7, evaluating spacecraft reentry guidance capability, testing the visibility of spacecraft No. 7 as a rendezvous target, and conducting three experiments. After the launch vehicle inserted the spacecraft into an 87 by 140 nautical mile orbit, the crew prepared for the maneuvers necessary to achieve rendezvous. Four maneuvers preceded the first radar contact between the two spacecraft. The first maneuver, a height adjustment, came an hour and a half after insertion, at first perigee; a phase adjustment at second apogee, a plane change, and another height adjustment at second perigee followed. The onboard radar was turned on 3 hours into the mission. The first radar lock-on indicated 246 miles between the two spacecraft. The coelliptic maneuver was performed at third apogee, 3 hours 47 minutes after launch. The terminal phase initiation maneuver was performed an hour and a half later. Two midcourse corrections preceded final braking maneuvers at 5 hours 50 minutes into the flight. Rendezvous was technically accomplished and stationkeeping began some 6 minutes later when the two spacecraft were about 120 feet apart and their relative motion had stopped. Stationkeeping maneuvers continued for three and a half orbits at distances from 1 to 300 feet. Spacecraft No. 6 then initiated a separation maneuver and withdrew to a range of about 30 miles. The only major malfunction in spacecraft No. 6 during the mission was the failure of the delayed-time telemetry tape recorder at 20 hours 55 minutes ground elapsed time, which resulted in the loss of all delayed-time telemetry data for the remainder of the mission, some 4 hours and 20 minutes. The flight ended with a nominal reentry and landing in the West Atlantic, just 7 miles from the planned landing point, at 10:29 a.m., December 16. The crew remained in the spacecraft, which was recovered an hour later by the prime recovery ship, the aircraft carrier Wasp.

Mission Control CenterRecovery of GT VI-A
Figure 117. The Mission Control Center at Houston just after the announcement from the orbiting spacecraft that Gemini VI-A and VII had achieved rendezvous. (NASA Photo No. S-65-62720, Dec. 15, 1965.) Figure 118. U.S. Navy swimmers attaching the cable to the Gemini VI-A spacecraft, containing the astronauts, to haul it aboard the U.S.S. Wasp. The crew remained in the spacecraft during recovery. (NASA Photo No. 65-H-2294, released Dec. 16, 1965.)

December 17

The Air Force accepted the main rocket engine for Gemini Agena target vehicle (GATV) 5003 after Bell Aerosystems had completed Project Surefire modifications. The engine was shipped immediately and arrived at Lockheed December 18. Lockheed completed reinstalling the engine on December 20. GATV 5003 systems retesting began December 27 after other equipment modifications had been installed.

December 27

The acceptance meeting for Atlas 5303, target launch vehicle for Gemini IX, was held at San Diego. An unresolved problem with a liquid oxygen tank pressurization duct delayed formal acceptance until investigation revealed that the ducts were satisfactory. The vehicle left San Diego by truck on February 4 and arrived at Cape Kennedy February 13, 1966.

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