P.C.: No problem.

B. Was the launch accomplished without incident?

P. C.: No problem.

C. Rate the piloting task to recover from the launch maneuver, and the rotation into climb attitude.

q 2.5 , f 2 , y 2.5 .

P.C.: On theta it took me a long time to finally get up to 10° a and I devoted more attention to that than anything else. The bank angle was no problem because looking out the window you have a real good hack on that from your peripheral vision. b-wise I didn't pay too much attention and I'd rate the controllability as shown above.

P.C.: As I indicated in the post flight, I was kind of slow getting up to 10~. I noticed right after I had lit the engine and completed that part of it that I was a little higher than 10°, so I was up probably to 12° a. I felt no buffet, no problem at all there, so I pushed over a little bit to get back to 10° a and almost immediately got into this trim roller problem and this, I think, occupied 90 per cent of my attention all the way through the burning phase.

I finally got it back up to about 10° and. then I was a little low again, but finally got up to 20° of theta. Apparently in here I passed through this tuck at Mach 1.5 because I noticed I had fallen off on theta so I picked it back up and a little later realized I had gone 4° higher, so I pushed back over again. In cross checking on the check points I realized I was a little behind so I ignored the 69-second time check and pushed over at 65,000 feet on the inertial altitude.

I didn't have any problem with the zero g. In fact once I pushed over it seemed to hold zero g real well, I peeked out at about 77,000 feet on the inertial indicator and noticed almost immediately I had picked up a slight rate of descent of about 50-100 fps. Between playing with this trim roller and trying to get the rate of descent back to zero I lost probably a couple of thousand feet of altitude. I was back down pretty close to 70 or 71,000 feet when I finally just looked down and trimmed to zero stabilizer and tried to fly it from then on without touching the trim knob. I think during this fairly level portion after that, up to shutdown, I flew mainly with the stick without trim.

The forces were fairly light. I was surprised that they were that light and had anticipated a little higher force than what is in effect on the airplane. I did get these high force buildups longitudinally because I had some trim cranked in. I finally had to look down and see where I was, crank it out, and everything was fairly normal.

I also noticed a tendency for the airplane to roll off and finally decided I was standing on a rudder, so I got off that and things. felt pretty good.

You do notice the longitudinal acceleration and it gets aggravating after awhile, It's not that it's hard to reach anything but it's just irritating to sit there under this g force all this time while you're accelerating. It helped that we went at 50 per cent thrust instead of 100 per cent because I'm sure it would have been a lot greater problem in trying to control the boost phase on this first flight.

B. Rate the piloting task during the following segments of the boost profile.

Controllability was quite good in roll and yaw.

I didn't notice any big change when I opened the speed brakes. It took a heck of a time to get them opened but I didn't feel that there was any trim change at the velocity at which I put them out so my ratings would remain the same.

P.C.: I didn't seem to deviate hardly any at all, and looking out the window the heading looked pretty good. Of course it's hard to tell, you've only got mountains out there in the distance as reference.

B. Describe any maneuvering performed in an attempt to change the ground track.

P.C.: When NASA-1 did call for a 3° change back to the left, I rolled over but I didn't pull into it so we just flew along for a ways in a banked attitude. I finally decided if I wanted to turn I'd better pull a little g.

C. Rate the pilot control task while maneuvering to the required ground track, and during the performance of deliberate aileron and rudder pulses.

P.C.: I think controllability is quite good except for this sidearm thing. This compromises it so much that you could rate it about 5, if you wanted to, just because of the trim knob. It's taking all your attention, but you realize that you've done this on your own, you're responsible for all the effort you're putting into it so you can't rate it that bad.

D. Compare the airplane motion excursions experienced during III-C on the preceding page with the simulator practice.

P.C.: The trim knob characteristics are the most noticeable thing, and I think the forces in the airplane are a little lower than they are on the simulator. I'm not denying being more motivated in flight but the impression is that both laterally and longitudinally, the forces are lower.

I think there is a favorable comparison in the airplane's motions compared with the simulator, but also had the impression that the airplane was more stable, with all SAS on, than it shows on the simulator. Of course the ball in the simulator is always jiggling around and is not realistic from that standpoint. In the airplane everything is real stable and solid and you know when you've disturbed the airplane plus the fact that in the airplane you get the motion cue which directs your attention.

A pilot rating for the simulator would be about 1/2 higher. It's not a big change. I feel that it's very definitely close enough and the simulator is so realistic, procedure wise, time wise, and everything else, the only big change is this trim. Also the simulator helped tremendously in all the preliminary procedures plus these dry runs we made down here in the hangar.

E. Was approach from high key and the landing accomplished without incident?

P.C.: At high key I went over to the center stick and switched the trim and I felt the trim was a little slow with the center stick. I trimmed and pushed for a little while and trimmed some more and pushed. Of course somewhere in this period I also went subsonic so this may have had something to do with it, but I tended to fly with more force than I'd like to or would with the F-104.

I think right after high key I noticed I was a little slow, I probably got down to about 270, 260 knots, so I dumped it on over in this area.

I believe right after leaving high key I opened the brakes. I knew I was awfully high, and I had the brakes probably at least 50 percent a good portion of this time. I closed them for awhile. I banked and then came out on them again. On downwind and half way around the base I realized I still had about 20-50° brakes out and I closed them just before I turned on final.

The flare was just no problem. I had about 340, maybe 350 knots, prior to the flare. You're just flying the airplane. At one time the airplane tended to want to fly into the ground, I'm not sure why, I can't remember what gave me this impression. I think it was before putting the flaps down because I noticed there was the trim change during the flap extension. It didn't bother me too much because I was in the flare, and I'm sure that if I had been level and put the flaps down, I would have noted it a lot more. I think it's good to put the flaps down during the flare, when your concerned about your attitude change and you notice the effect of the trim change due to the flaps, but you just fly through it without even having any detrimental effect on the flare.

After I came level I noticed the flaps were probably still extending during this period because I ballooned slightly. Then I thought I was getting a little far down the runway and so said "let's get it on the ground so I actually flew it down to the ground and felt the skids touch, just barely felt them touch, and dumped the stick forward and the rest was no problem.

P.C.: It's a much more solid feeling throughout the approach after 300 knots, and even at 270 there's just no impression of deterioration longitudinally that you get in the F-104. It feels comfortable all the way through this range, and through the approach you don't feel any loss at all in your capability for turning, or pulling "g" at any time.