B. Reduction of the length of the canopy forward locating pin by 1/8 inch eliminated the post landing canopy opening problem.

C, The lower ventral was recovered, however, the chute door was prematurely deployed prior to ventral jettison. The chase pilot reported the chute was partially exposed but remained in place until ventral jettison. Prior to flight the door latch was modified and rigged to provide maximum engagement, and the ventral off torque box cover was installed to maximize the ventral actuation pin compression (minimizes the effect of ventral shimming).

D. The RH windshield was inspected with a portable polarized light source; indication of aft edge area annealing was not noted. The glass was replaced with a new glass from stock because of a chip in the rear edge where a TC separated (Sauricin cement had been used to attach the TC). Further inspection of the glass in Los Angeles by NAA with a one-quarter wave polarized light source revealed extensive annealing.

E. A cockpit pressure loss occurred during the engine shutdown deceleration. The loss was not detected by the pilot.

F. The automatic LOX topoff system was inoperative due to a defective X-15 probe; no parts are available.

G. The flight was accomplished with 81.5 cfm cockpit leakage.

B. The modified side arm stick with the beep trim was installed again and incorporated an improved switch action. A more positive switch "feel" and reduced travel were obtained.

C. Ball nose. S/N 005 was replaced with S/N 004. The sensor cooling malfunction of the previous flight was traced to the temperature sensing switch.

B. The preflight ground run of engine S/N 106 was satisfactory. Post operation inspection revealed partial deterioration of the steam seal; a "foamy" leak was obtained with 30 psi helium. The leak was accepted for one flight only. A check of the physical condition following flight indicated no change.

C. The LOX safety valve leaked following propellant service sufficiently to effect precool of the engine lines and pump. The engine was placed in reset to operate the lube oil pump and prevent over-cooling of the pump bearings.

D. A 1.5 hour delay was declared following pilot entry because of C-130 range support. No problems were encountered during the hold; annulus chill was maintained.

B. The pilot reported low and erratic hydraulic pressure on the No. 1 APU during start and subsequent operation. The T/M monitor pressure was normal, and the launch was accomplished on the assumption of a faulty cockpit transmitter. Following landing, a serious hydraulic leak was noted and traced to a pin hole leak in the cockpit source transmitter line. Very little oil remained in the No. 1 reservoir at APU shutdown.

C. The platform was operated from taxi until landing in the inertial mode due to an inadvertent switch position error at the launch panel. System performance was expected to have been degraded.

D. The pilot selected full nose up trim during the flight and obtained a maximum of 15° stabilizer angle (25° is normal). Angle of attack correlated with the T/M indication for stabilizer position. Post flight checks produced full throw operation. The control system will be checked for binding and tension regulator action.

E. Cockpit smoke was reported by the pilot.

F. The X-15 breathing oxygen supply was reduced from 2700 to 900 psi during flight.

G. Post flight check loads were accomplished.