Your reference confirms the parent's interpretation as well as yours:
> During the braking phase, up to the time the landing radar locked onto the surface, the duty-cycle margin was over 15%. After the radar acquired, the extra computations involved in converting the body-referenced radar data to the navigation coordinate system lowered the margin to perhaps 13%. When a monitor display such as Verb 16 Noun 68 was added, the margin shrank again, to 10% or less. Buzz Aldrin was perceptive when he said after the second 1202 alarm, "It appears to come up when we have a 1668 up"[16].
> With a 10% margin and a 13% drain, the LGC simply did not have enough CPU time to perform all the functions that were required. Thanks to the flexibility of the Executive design — and quite unlike what would have happened with a boxcar structure — there was no collapse.
[...]
> Having a relatively low priority because of its size, SERVICER got last crack at the available computation time. With a negative time margin it was SERVICER that had not yet reached its conclusion when the next READACCS, running punctually, scheduled SERVICER again. Because it had not reached its end, the earlier SERVICER had not released its core set and VAC area — so the next time READACCS called FINDVAC to schedule SERVICER the Executive assigned a new core set and VAC area. That SERVICER also did not finish. After a short span of such operation the Executive exhausted its supply of core sets and/or VAC areas. When the next request was made the Executive, unable to comply, called BAILOUT with a 1201 or 1202 alarm code.
[...]
> The interesting effect of this train of events, during P63, was that the problem fixed itself. The software restart reconstructed only the most recent incarnation of the SERVICER job, and flushed the uncompleted SERVICER "stubs" that had accumulated. In addition, it terminated functions that had not been restart protected because they were not deemed critical — including the DELTAH monitor Verb 16 Noun 68. This is why, following the two alarms in P63, the display returned from Noun 68 to Noun 63.
[...]
> During P64 the situation was different. Added to the regular guidance equations was new processing that provided the capability to redesignate the landing site. With this addition, the essential software by itself left a duty-cycle margin of less than 10%. The alarms kept coming. There were three 1201 and 1202 alarms within 40 seconds. Each time, the software restart flushed the Executive queue but could not shed load.
> At MET 102:43:08, forestalling the next alarm, Armstrong switched the autopilot from AUTO to ATT HOLD mode, easing the computational burden, and then entered semi-manual mode P66, where the burden was still lighter. After 2 minutes and 20 seconds spent maneuvering in P66 without alarms, the LM landed.
> During the braking phase, up to the time the landing radar locked onto the surface, the duty-cycle margin was over 15%. After the radar acquired, the extra computations involved in converting the body-referenced radar data to the navigation coordinate system lowered the margin to perhaps 13%. When a monitor display such as Verb 16 Noun 68 was added, the margin shrank again, to 10% or less. Buzz Aldrin was perceptive when he said after the second 1202 alarm, "It appears to come up when we have a 1668 up"[16].
> With a 10% margin and a 13% drain, the LGC simply did not have enough CPU time to perform all the functions that were required. Thanks to the flexibility of the Executive design — and quite unlike what would have happened with a boxcar structure — there was no collapse.
[...]
> Having a relatively low priority because of its size, SERVICER got last crack at the available computation time. With a negative time margin it was SERVICER that had not yet reached its conclusion when the next READACCS, running punctually, scheduled SERVICER again. Because it had not reached its end, the earlier SERVICER had not released its core set and VAC area — so the next time READACCS called FINDVAC to schedule SERVICER the Executive assigned a new core set and VAC area. That SERVICER also did not finish. After a short span of such operation the Executive exhausted its supply of core sets and/or VAC areas. When the next request was made the Executive, unable to comply, called BAILOUT with a 1201 or 1202 alarm code.
[...]
> The interesting effect of this train of events, during P63, was that the problem fixed itself. The software restart reconstructed only the most recent incarnation of the SERVICER job, and flushed the uncompleted SERVICER "stubs" that had accumulated. In addition, it terminated functions that had not been restart protected because they were not deemed critical — including the DELTAH monitor Verb 16 Noun 68. This is why, following the two alarms in P63, the display returned from Noun 68 to Noun 63.
[...]
> During P64 the situation was different. Added to the regular guidance equations was new processing that provided the capability to redesignate the landing site. With this addition, the essential software by itself left a duty-cycle margin of less than 10%. The alarms kept coming. There were three 1201 and 1202 alarms within 40 seconds. Each time, the software restart flushed the Executive queue but could not shed load.
> At MET 102:43:08, forestalling the next alarm, Armstrong switched the autopilot from AUTO to ATT HOLD mode, easing the computational burden, and then entered semi-manual mode P66, where the burden was still lighter. After 2 minutes and 20 seconds spent maneuvering in P66 without alarms, the LM landed.