Rushworth: I don't have anything to say about prelaunch, everything seemed to go pretty normal until we had a problem with the cooling. I knew something was wrong but it didn't dawn on me to look at the mixing chamber temperatures. I could feel the suit going up and I didn't really concern myself at that time. It hadn't gone up that far but when I did check everything from call out on the ground I had 40,000 foot cabin altitude and I went through that. Cabin altitude went to 45,000 when I opened the ram air door, suit blew real good.

On the launch I couldn't find the throttle thus I was a little late getting the throttle on and it seemed like the engine took longer starting than normal. Even after I got the throttle on it seemed like a good second before the thing lit off. At the same time I got the throttle up I noticed that the roll damper had failed and had gone to ASAS so I fiddled around with that. I reset roll continually all through the flight. Every time I turned ASAS off and back on to roll I got a pretty sharp roll rate to the left (roll damper failure again) so the airplane was out of trim in that sense, finally I gave up on that. I was also getting roll SAS to drop off with pitch changes, so I gave up on all of that condition.

Once I had gotten to altitude, Jack called me for pushover and I seemed to be on schedule, on time, and conditions then although I really couldn't get a good check. Shortly after I had gotten pushed over to zero g or just slightly negative on a couple of instances while going through 3-1/2 Mach number and then on to 4, I indicated high on the profile. Jack kept calling me that I was pretty much on profile but I got indications that I was going high, so cross-checking speed with the clock and even though Jack called that the thrust level was low, I decided that I probably had a little lag in airspeed so I shutdown after the clock went by 76 seconds. Mine showed 77-1/2 and I read 5350 fps on airspeed when I shutdown. Somewhere along in there again I reset roll and started out.

I pulled upper speed brakes out and got about a 2° steady state sideslip, and when I pulled the nose up to 10° the sideslip just went on out, it didn't go out very far, but I just didn't get the impression that I wanted to pull it up any further, because the more I pulled up the more sideslip started away from me, so I just held it at 10. At that particular time I realized that ASAS was on and I shut that off, the stability looked pretty good with ASAS on and it didn't change when I shut ASAS off which was different from what I expected, because the simulator showed a noticeable change in directional stability with roll damper off. I put the speed brakes back in and the airplane came right back to trim condition. It looked like either one speed brake was either going out first and further than the other one. After Jack's call I flipped all dampers back on again took a look around. and held 8° and 10° when he said I was going back onto the profile, then I started all over again and I went back to 10° and I got the same condition all over again. Later in the flight with the yaw damper on, I pulled both speed brakes out to see if I could get any condition like that and I couldn't see anything using both speed brakes. So I don't really know what was wrong with the upper speed brakes or why they would cause that problem.

On landing I got. a good balloon when the flaps came down because I was fast. I dropped the gear out at 240 and started feeling for the runway and just as I had found it, I yanked back on the stick so there should be loads on it. It veered very slightly off to the right as we came down the runway. The smoke was blowing right across the runway and I went right through it. Then I had to start looking for the runway again.

One thing I forgot to mention; when I did BCS check I went IFR and I was IFR until we got into the turn when the sun got on the left windshield, so I was fogged up on part of the left and pretty near a11 of the right glass. There must have been an awful lot of moisture in the system. It finally came off though somewhere through the flight.

The altitude drifted every time Jack Russell set in an altitude. By the time we got to the next altitude. it drifted up 2,000 feet and I'm sure that I saw 120,000 feet over the top. It may have been 110 but I'm pretty sure it was 120, and I just figured that system wasn't worth even carrying along.

Later on Jack gave me a call somewhere around 80,0Q0 feet and it was then some 3,000 or 4,000 feet off, maybe 5,000, I don't think it was keeping up. Airspeed checks were good, when he called Mach 4 I had 3950, something like that.