FLIGHT NO: 1-55-89 DATE OF REPORT: 7/8/65
PILOT: M. O. Thompson DATE OF FLIGHT: 6/17/65
CARRIER AIRCRAFT: B-52 #008 LAUNCH LAKE: Delamar
ENGINE SERIAL: 108 APU #1 16 APU #2 20
PURPOSE OF FLIGHT: 1. I. R. Scanner
2. Honeywell Inertial System Checkout
3. Cross Track Vernier
I. Discussion of Previous Operations
A configuration change was made to the IR Scanner assembly to attach reflection shielding (polyurethane foam painted flat black) to the window frame and guillotine and to install an enclosure surrounding the scanner lens (covered by EO898939).
B. The ASAS engagement circuit was altered to provide for a pitch SAS channel failure signal in addition to the roll channel signal. Because of the circuit configuration, the change resulted in a yaw malfunction induced ASAS engagement. It was necessary to change the inflight-test procedure to properly check the normal SAS trip-out.
C. General Electric ablation material spray and low density type were applied to the F-3 and F-4 BCS panels.
D. The IFDS electrical power circuitry was changed to eliminate a 28 VDC relay powered by X-15 bus power. This relay caused loss of platform precision power during the period of ground to B-52 alternator power transfer. The altitude-loop updating manual selector was replaced with a continuous pressure altitude transducer to automatically update the IFDS. The transducer is plumbed in parallel with the pilots display static-pressure system.
B. The cockpit pressure regulator was replaced because of the 38,000 foot cockpit altitude of the previous flight.
C. The PDM components were removed from the aircraft and operated in the laboratory to check environmental effects. The T/M transmitter was found to be temperature sensitive.
D. The pilots breathing pressure regulator was replaced because of high lockout pressure creep to 105 psig. The pilots low O2 pressure switch was replaced because of an unexplained previous warning indication in flight.
E. The No. 1 APU H202 tank was replaced because of a leak in the Vicone bladder.
F. Inspection of the MLG as part of the 5 landing x-ray requirement indicated significant galling in the MLG flange and mating bellcrank bearing shoulder faces. The patterns of the galled areas indicate drag loads during extension rotation are the cause. No action was taken; however, the surfaces were treated with DGV graphite spray.
G. The MLG bell crank were found to be interchanged left to right and vice versa. The parts were symmetrical except for grease fitting locations affecting ease of access to the fittings.
H. A satisfactory engine run was accomplished with S/N 108 on 6/3/65. A stop-prime shutdown was necessary on the first start because of failure of idle-cooling cutoff caused by an improper harness connection (pushed pin in a plug). The second start resulted in a vibration shutdown caused by a slow bleed-off of idle-cooling gas and a premature call for "throttle on"; the idle-cooling dump valve was not armed. Satisfactory APU runs were accomplished with APU #1 S/N 16 and APU #2 S/N 20.
I. The engine purge gas regulators were replaced because one regulator lockout pressure was above relief pressure.
J. Rescheduling of the flight was required because of delays in X-15-2 efforts on 6/10/65 and the pilot's schedule on 6/15/65.
K. The aircraft was mated to B-52 #008 on 6/16/65.
B. The tape data switch was not selected until after launch,
however, the tape data configuration was negligible (engine vibration only).
Perry V. Row Ronald S. Waite
X-15 Senior Project Engineer X-15 Project Engineer