Rushworth: On the preflight everything went along fine including the callout to the lox pump bearing. When I did my suit check I couldn't remember whether the helium shutoff valve switch came back on , and after we discussed it, it was right the next thing on the check list. I got a good indication on all the BCS, chase said he didn't. see one of the rolls but I heard it going off and down to APUs coming on were real good normal and everything went good up to that. The SAS check was real good. I got a real good SAS check all the way and down to the 2 minute point I guess somewhere about 4 minutes, White decided he would tell me what they were going to do but I already figured out what was going to happen. I know they were going to change the one minute callout at least to. get the pump going and then hold igniter until that came on up. So I wasn't surprised although might just as well. told me at the 8 minute point and I could have been thinking about it more. At about the 8 minute point I was beginning to think that was the way we were going to go. I must have been listening to your comment. At launch I think I was just a little late getting throttle on and White's first call at 22 seconds I was behind on profile about 8° and they let it go and it came on out and pushed over to zero g and things began looking more normal I get to the callout 60,000, 60 seconds and he called 65 seconds I wasn't quite to 65,000 feet I let it go to 65,000 feet and pushed over and everything came normal I leveled off and had a H dot of zero and the airplane started down hill as I started to get the speed brakes out at and they call out 3,200 I believe 1 don't know at the time. Speed brakes coming out I think that's when I started losing altitude. However, my inertial altimeter didn't give me an indication I was going down He was calling I was going downhill and it was still holding 73,000 feet I crossed checked with the H dot and I was down to the last 200 feet per second. T pulled that back up and thought I was level again took a look out the window to find out where Edwards was and I couldn't see it. So I thought I had gone by Cuddeback when he called me one camera point I mistook that for Cuddeback and started down hill on my own and realized that I hadn't gotten to Cuddeback yet. I turned, oh! back up to launch. At launch I lost the roll channel and SAS and immediately reset it. ASAS came on I reset roll and shut ASAS off and armed it again and it was on normal. After I had gone by Cuddeback I armed the RAS and the RAS light RAS out light stayed on so I don't know whether the system worked or not. I did pulses and rolls and pitch ups to see if it was going to work and I couldn't hear anything either so I don't think it worked. Shut that off and about 50,000 feet I selected land on the camera came on around got on the final and what looked like a good speed and condition to aim point for touchdown and got in there at the touchdown I was still off the ground and still a little bit fast I checked the trim. I was at 0° on the trim and just let the airplane fly from that point right on down to the runway and I was hands off at touchdown with my hands on over to center stick and after watching a couple of stakes go by I forgot to put the speed brakes out so we got a fast touchdown in a long rollout. I guess at least. somewhere in the neighborhood of 220 knots and probably 7 or 8000 feet of roll out. The airplane veered off to the left and I went through a very rough area on the lakebed around to a stop, way down into the smooth area. Everything went real good inside the airplane the only thing I got one bang from the heat just before Mach 4. The only unusual thing that I saw through the flight other than this lox pump bearing at 38,000 feet, just as we got there I got a bang on the rudder pedals and it wasn't sharp the only thing. I could think of was something in the back end let go I couldn't tell whether it was from the rudder or from the floor board. One of two things, the rudder or it felt like a big piece of glass cracking, it might have been on the camera.

Question: You called out a plus 10 on the #2 mixing chamber do you know whether it was that way for any length of time or just got that way at the end? It looked all right on TM.

Rushworth: After I was on ground?

Question: When you called out your final reading when you shutdown on the ground. Called a -25 or 21 +10 on the other one

Rushworth: I think the number 1 was higher than number 2. Number 1 was pretty much unstable all through the flight.

Question: Number 2 was all right,

Rushworth: Number 2 was, I don't think number 2 was plus 10. I think number 1 was plus 10 number 2 was I guess it was down to -20 or 25.

Question: We are going to check the gage because the TM looked stable all the way home.

Rushworth: Well the number 1 system was reading warmer than number 2 all the way I think that was the one that was plus 10. I got a call and didn't I say -30. I didn't check it after that. At one time I thought that the suit had blown up a little bit and checked the cabin pressure it was still 36,000. I had a little bit but I thought it was a little more at one time and the only check that I have was 36,000 feet. The altimeter in the cockpit seemed to be steady so there shouldn't have been any change in suit.

Question: That's comfortable because the suit is just inflated enough to get it away from you for better ventilation.

Question: Everything went pretty good I guess they had a rough ride on takeoff. I think we had a stable platform to the turn we had about .......... to launch ..........

Rushworth: Every time you squeezed your button. I could hear people yelling in the background.

Question: Somebody said they counted heads and it seemed like the right number of people at the controls but it appeared to me like there were a lot more there, this time.

Vensel: Speaking of communications we had difficulty on HF. I would like to make certain that the C-130 and the Chopper is guard the HF frequency, we don't know whether or not the trouble was local or in the airplane. Any chase comments?

Question: No it was 1, 2, 3, by the numbers. Bob is up to his old tricks again doesn't lose much altitude.

Question: We didn't hear you go bang in the airplane like you did one time.