FLIGHT NO: 1-36-57 DATE OF REPORT: 7/8/63
PILOT: J. A. Walker DATE OF FLIGHT: 6/25/63
CARRIER AIRCRAFT: B-52 #003 LAUNCH LAKE: Delamar
PURPOSE OF FLIGHT: 1. Induced Turbulence with KC-1
2. Development of Traversing Probe
I. Discussion of Previous Operations
(2) Distortion and melting of the wheel fender (added by ECP-15-155 to protect the KC-l window during landing rollout).
(3) Inspection door hinge, made of aluminum, was partially melted. Mating hinge points on main door were distorted by the force of airloads.
(4) The nose gear strut assembly was heat soaked as evidenced by blistered aluminum paint.
(5) The tire fragments recovered from the lake were charred (although the tires were still inflated on landing).
(6) Evidence of melted Cadmium plating on uplock mechanism and discolored zinc chromate paint on many aluminum parts.
B. The characteristic fuselage buckling encountered on the other X-15's during heating type profiles were noted following flight.
C. Hi-shear rivets at the station 91 frame have had a history of sporadic failure; the third rivet failure on X-15-1 was experienced during the previous flight. Repairs are made with the next size stainless cherry rivet milled down to skin contour.
D. On the previous flight, thermo paint was applied to the windshield frame and extended one-half inch onto the glass perimeter. Postflight conditions indicated no local heating on the rear glass edge, however, local heating on the radius of the canopy frame was indicated.
B. The nose gear inspection door configuration was modified per EO-870025 which stiffens the hinge attach points and differs from NASA Sketch #776 in that the original aluminum inner skin is retained instead of replacement with Inconel X.
B. The traversing probe on panel 69 was reworked to provide .020 clearance between the total pressure tube and panel in the retracted position. This modification is intended to prevent seizing due to high temperature distortions.
C. The telemetering Neff power supply was relocated from the elevator onto the forward middle elevator compartment shelf to eliminate system voltage drop.
D. Additional control box capacity was added to reinstate the SAS pitch servo and longitudinal trim CPT's.
B. APU S/N 16AN was removed for X-15-3; replacement APU S/N 25AN was installed in the #l position and qualified for flight.
C. The inertial system computer, S/N 1, which incorporates external DC source wiring was installed for flight evaluation. Post-mate checks revealed inadequate B-52 wiring, and unacceptable DC voltage levels were obtained. The computer was replaced with S/N 3, an unmodified configuration.
B. A cabin source drop greater than normal usage was noted prior to launch and indicated leakage. Launch was made with 2650 pounds per square inch pressure, and the flight was concluded with 1050 pounds per square inch pressure.
C. The nose gear performed satisfactorily in all respects.
Smoke in the cockpit was noted during the flight, and evidence after flight
indicated the rear edge of the nose gear door continues to deflect under
air loads, allowing air to impinge on the forward cockpit bulkhead heatshield
and circulate in the aft portion of the nose gear well.
Perry V. Row Ronald S. Waite
X-15 Senior Project Engineer X-15 Project Engineer