P.C.: There were many little incidents with the stable platform system, but no large incidents.

B. Compare the prelaunch X-15, B-52 heading checks and the resulting ground track.

P.C.: All heading checks kind of fell by the wayside until we got lined up on track again at the 5 minute point and then things began to come in real good.

C. Was the launch accomplished without incident?

P.C.: The launch went without incident except the throttle hit the 75 per cent stop and I went through the override position to find out whether I had gotten 75 or 100 per cent thrust. I did get to 100 per cent.

P.C.: We made all procedures as planned on the simulator and pushed over after going by 35 seconds. Cross checks I made at that point were good. The last time I looked at the altitude it was still in a very slight climb going through 98,000 feet and I guess 100,000 feet is about the maximum we would have gotten. I shut down as we passed 98,000 feet.

B. Describe any maneuvering performed in an attempt to change the ground track including operation of the "cross range" indicator.

P C.: Heading at launch was 214° and immediately after launch I got an indication from ^·y to steer left. Five to ten seconds after that I got a call from NASA 1 to steer 2° right and the "cross range" indicator showed I was off course to the left. So that was a good call and ^·y apparently shifted at launch.

C. Rate the pilot task to maneuver onto the required track.

q 1.5 , f 1.5 , y 1.5 .

P.C.: The pilot task for these maneuvers is about as shown above. The amount of heading change you get for a 30° bank angle was very, very slight at that particular point, by virtue of my drooping on angle of attack. I don't think I turned more then 1° and it seemed like I held the bank angle in there quite a long time.

D. Note any additional pertinent observations during the boost phase of this flight.

P.C.: The only other pertinent thing I have is a drooped a little bit in the rotation. In order to hold 10° angle of attack at that particular time I had run out of back trim and I thought that was going to be too much as we pulled on up through so I trimmed forward a bit. I've done this before on this airplane. If you get a little bit of acceleration before you get the nose pulled up, then you run out of back trim at 10-12° a.

P.C.: With power on and off I was at the most 3/4 of a mile off track from the "cross range" indicator. It seemed to be working very good and was very effective.

B. Describe corrective control inputs applied to change the heading.

P.C.: I think I made a couple of small bank angle corrections, 30° or thereabouts, but by the time we got power off we were pretty close to the track and didn't require any further correction.

C. Estimate length of time the airplane was controlled within planned limits in pitch and roll attitude.

P.C.: I would guess 3/4 of the time we were within pitch and roll limits or I might say that except for making the corrections we were in all the time.

The airplane at 100,000 feet and with that "q" on it is kind of sensitive in roll. If I were playing with it to keep the wings level, or Jack had told me to go wings level and I was a little bit off, l could induce very quick inputs by just touching the stick and damping wasn't quite as I had expected it. In fact, I'd just nudge it and then let go of it and it flew better than if I tried to damp it down. The response was very good, the damping wasn't quite as good but this was for bank angle changes of something like ±2°.

Somewhere in the neighborhood of Mach 4.5 I made a sharp pitch input, I pulled and trimmed at the same time and noticed pitch was a little more sensitive than I expected also.

D. Rate pilot task to perform the tracking mission.

q 2 , f 2 , y 1.5 .

P.C.: I'll rate these as shown above. I got a little more authority out of the stabilizer than I expected in both pitch and roll. It wasn't so bad when I was making rolls of higher magnitude bank angle, but it just seemed sensitive when trying to make a small roll input and get it to stop where I wanted it. The best way I could do it was to just jab the aileron and let go of it, because if I tried to stop it I induced a roll in the opposite direction. It was just kind of lightly damped there with wings level, or near wings level.

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

P.C.: There were no incidents from high key on down to landing.