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[i]ARMSTRONG: As we approached the 1500-foot point, the program alarm seemed to be settling down and we committed ourselves to continue. We could see the landing area and the point at which the LPD was pointing, which was indicating we were landing just short of a large rocky crater surrounded with large boulder field with very large rocks covering a high percentage of the surface. I initially felt that that might be a good landing area if we could stop short of that crater, because it would have more scientific value to be close to a large crater. Continuing to monitor LPD, it became obvious that I could not stop short enough to find a safe landing area.
We then went into MANUAL and pitched the vehicle over to approximately zero pitch and continued. I was in the 20- to 30-ft/sec hoizontal-velocity region when crossing the top of the crater and the boulder field. I then proceeded to look for a satisfactory landing area and the one chosen was a relatively smooth area between some sizeable craters and a ray-type boulder field. I first noticed that we were, in fact, disturbing the dust on the surface when we were at something less than 100 feet; we were beginning to get a transparent sheet of moving dust that obscured visibility a little bit. As we got lower, the visibility continued to decrease. I don't think that the altitude determination was severely hurt by this blowing dust, but the thing that was confusing to me was that it was hard to pick out what your lateral and down-range velocities were, because you were seeing a lot of moving dust that you had to look through to pick up the stationary rocks and base your translational velocity decisions on that. I found that to be quite difficult. I spent more time trying to arrest translational velocities than I thought would be necessary. As we got below 30 feet or so, I had selected the final touchdown area. For some reason that I am not sure of, we started to pick up left translational velocity and a backward velocity. That's the thing that I certainly didn't want to do, because you don't like to be going backwards, unable to see where you're going. So I arrested the backward rate with some possibly spastic control motions, but I was unable to stop the left translational rate. As we approached the ground, I still had a left translational rate which made me reluctant to shut the engine off while I still had that rate. I was also reluctant to slow down my descent rate anymore than it was or stop because we were close to running out of fuel. We were hitting our abort limit.
We continued to touchdown with a slight left translation. I couldn't precisely determine touchdown. Buzz called lunar contact, but I never saw the lunar contact lights.
ALDRIN: I called contact light.
ARMSTRONG: I'm sure you did, but I didn't hear it, nor did I see it. I heard you say something about contact, and I was spring loaded to the stop engine position, but I really don't know whether we had actually touched prior to contact or whether the engine off signal was before contact. In any case, the engine shutdown was not very high above the surface. The touchdown itself was relatively smooth; there was no tendency toward tipping over that I could feel. It just settled down like a helicopter on the ground and landed.[/i] [/B][/QUOTE]
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