B. The angle of attack indicator bias-error of 3-4° noted on the previous flight was traced to a loose adjustment screw in the alpha differential syncro which is between the ball nose alpha syncro transmitter and the cockpit indicator. A revised adjustment locking scheme has been initiated to prevent inadvertent adjustment changes.

B. A SAS frequency response test was conducted as part of the inflight pitch oscillation investigation. A SAS preflight was also accomplished without note of SAS performance degradation.

C. The LH hydraulic actuator used on the previous flight was placed on the X-15 simulator for evaluation. A series of actuator changes was made because of surface drift, high metering valve breakout force (damming), and leakage. An acceptable actuator was finally obtained from X-15-2.

D. Improved response of the pitch trim system was obtained by replacement of the pitch trim feel bungee and load limiting bungee to eliminate system free play. The breakout force of the feel bungee was increased to .5# to improve the horizontal hydraulic actuator metering valve centering force.

E. The canopy was sent to NAA at LAX to replace the RH inner windshield. The bracket attached to the inner windshield retainer for the split vision mirror altitude reference was not reinstalled. Pin holes were found in the canopy seal during testing, and a seal replacement was accomplished.

F. Successful APU, BCS, RAS operations were accomplished on May 7, 1964. Engine S/N 109 was qualified for flight without an engine ground run.

G. The combination of a pessimistic weather forecast and conflicts with the Air Force Armed Forces Day flight demonstration resulted in reschedule of the flight from 5/14/64 to 5/19/64.

H. During final flight control system checkouts the pitch trim electric actuator failed with an intermittent clutch, causing a trim hunting action. A replacement unit from stock failed to operate after 4 bench test cycles. An acceptable trim electric actuator was obtained from X-15-2.

I. The aircraft was placed on static display for Armed Forces Day activities.

J. An installed recharge cycle was accomplished on the ships emergency battery to correct a low voltage encountered during load check. The load voltage was raised from 22 volts to 24 volts after recharge.

B. Engine pump oscillations were noted in igniter idle prior to launch. Engine governing was on the metering valve fixed slot. Engine shutdown would occur automatically if oscillation exceeded the fuel high pressure manifold pressure setting, therefore the condition was accepted. The manifold and igniter chamber pressures steadied out after chamber light as expected. Restart after launch, if it would have been required, would utilize the automatic start sequence and the effect of pump oscillations during the rapid igniter idle transient would be minimized.