Engle: I didn't know what was going to happen when the chopper pilot called the flight off. I'd have given anything to have been down in the Control Room then. On the way out the radio checks were real bad from Edwards but they were good from the Cuddeback area, I guess the up-range stations began to come in stronger and your transmissions were coming in good. However, right from about North Base on out to Cuddeback or a little farther out, Bob, I couldn't hardly make out what you were saying a couple of times on all your transmissions I'd have to really strain to hear. The optical attitude indicator check really didn't show up too well on the B-52. The horizon, was too far up and there was a pretty thick haze today all the way up to about 40-45,000 ft. There wasn't a good sharp horizon to look at. I think maybe we could use some more sun shade on that optical viewer, also, to make it a little darker in the display window. The rest of the way outbound things went pretty good. It sounded like we were going to have to recruit some aircraft from Desert Strike to get some chase airplanes. APU start up went normally. Launch went off O.K. I was concentrating on roll quite a bit during the launch and I came inboard on the speed brakes and didn't get a light so went to the throttle and it worked OK. Overshot a a little bit on rotation and got back on a and the a and q control were both real good. In pitch, the flight control system was so much better on this flight than it was on the previous flight. It's just hard to compare, there wasn't any pitch or roll oscillations. Both roll and pitch were a lot easier to control this time during the burn portion particularly. Inertial platform was right on the altitude callouts that Bob was giving all the way up and the altitudes and velocity checks were coming right out on the money from what we had seen on the simulator. I shutdown again on the inertial altitude rather than on the clock. Checks were running about a second behind the clock and so I went to the inertial platform to shut down. I shutdown a little before 5200 and got a tail-off to about 5220 fps. I induced a pitch oscillation just at shutdown, I reached for the throttle and dropped q off slightly, pulled it back and got about a 2 cycle oscillation which went I think maybe 2 or 3 degrees, I'm not sure. It stabilized out again after shutdown. Right after shutdown I looked over at the experiment, I didn't see the light and I looked back at pitch to make sure I was getting stabilized out on pitch, looked back again I didn't see the light come on right away. Then and I saw several blinks and so I don't know whether it was working then and I just missed it or whether it was not operating up to that time. I think it was operating from then all the way over the peak and down the other side and I didn't notice when it stopped working and when the film did run out. During stabilizing for reentry I used the ballistic controls all the way. I trimmed back to about 22° slab position, (there was a dead band that I came across yesterday in the hanger on the airplane with hydraulics on, I didn't want to get into that so I went to about 22° of slab and this came about 17 1/2 to 18° a for reentry and rather than try and jiggle and flight and get into this I let it stabilize on this a for the reentry. Reentry was very normal just exactly like what we had seen in the simulator stability wise. There was a little oscillation in yaw of about a 3 second amplitude, about a 1 1/.2 to 2° of yaw I'd guess, during the high q portion of the reentry or during the roundout portion of the reentry. It wasn't building up any and here again I didn't even attempt to damp it out because it looked just like a hunting and I figured I would probably aggravate it if I tried to do anything with it. The rest of the route back home was real normal, I got a little lower on velocity over Cuddeback than what I had worked out in the simulator but it didn't foul things up in the pattern. I got back to the pattern around 30,000 ft and I could see the chase out in front of me and I knew just how he felt. The pattern was normal on 23, I think we hit about 300 ft short. I saw 185 just before we touched down and got forward stick in on touchdown so I don't think we got too high of loads on the gear. There was no tendency to roll off right or left and it seemed like I could start a roll to the right or to the left by putting in ailerons down to less than 100 knots indicated on the indicator.

Questions: How long after burnout did you notice the light, did the light, you didn't notice the light was working?

Engle: Right after burnout I looked over at the light and I didn't see it and then I looked back to monitor pitch angle and looked back again and didn't see it again, but I might have caught it in between blinks both times, so it may have been working before then.

Question: You didn't concentrate on the light?

Engle: Not at that time, no

Question: Was there any hesitation on the outbound test?

Engle: No, not at all, it worked good on the outbound.

Question: How about the radios?

Engle: Real good, after launch you mean? All the way back I could hear Bob real good. The altitude callouts like I say were right on the money with that platform. It seemed to work real good all the way down, in fact even after we got in the pattern it was real close to the pressure altimeter. No, I didn't look at the altimeter after 120,000. I went back to velocity and just watched it for shutdown and then looked up at the optical horizon indicator and then checked altitude again to see what altitude we were at and it was 130, a little over 130,000 by then so I don't know what, exactly what, altitude was at shut down, I would guess around 123, 124.

Question: Were you able to glance at the optical attitude in the climb, Joe?

Engle: No, not during the burn portion. It's a little too far out of the normal scan pattern right now and it sits close enough, enough closer to you that you have to sit there for a second and re-focus on the thing and then get back to the panel, but after burnout I think it could be used, I don't think you could fly any closer than maybe a couple of degrees on it today because the horizon had such a thick haze layer today, it was hard to define the actual horizon. Of course by 130,000 when there was a fairly sharp line there you're past the critical portion anyway so, I would say that on a day like today it wouldn't be too good because as I say on the B-52 the horizon is just real hard to pick up.

Question: Joe, you went from delta psi back to standby pretty solid or did you notice it jumping at all?

Engle: There was a little jump but not more than about 1° or 1 1/2° I guess.

Question: When did you go back to standby?

Engle: You called it didn't you, coming down the other side I think at that time. I didn't go until you called.

Comment: That is probably what induced the little yawing oscillation.