B. During the period of SAS alignment following the SAS rewiring, a hard-over condition on a servo valve was experienced requiring lowering of the hydraulic pressure to recenter. The cause is assumed to be the jamming or stickiness of a flow-directing flapper valve which requires close tolerance and extremely clean conditions. Hard-over conditions have occurred infrequently during past ground checks.

C. Galling of the MLG flange and mating bell-crank surfaces has been arrested by application of DGV graphite spray.

D. Pilot comments of the recent flights following wing pod installation have indicated concern over the severity of horizontal stabilizer buffet at transonic and subsonic high angle of attack. Structural working in the wing A-frame areas has also increased as evidenced by rivet head condition in A-frame panels and failure of one HS91 rivet at the junction of wing skin, and A-frame panel (ahead of the RH flap cutout). The rivet was replaced with a Jo-bolt F-200A. Close inspection will be continued.

B. The SAS circuit was revised by Sketch #1558 to include electrical isolation of the yaw malfunction light circuit to prevent ASAS engagement with yaw channel malfunction. This condition was introduced with the addition of a requirement for ASAS engagement when the pitch channel malfunctioned.

C. The cockpit pressure-regulator sense-line was revised to eliminate all water traps and to increase the sense-line size to 1/2 diameter on the LN2 bay side.

D. All external base-drag pressure plumbing was removed from the upper vertical.

E. Additional wiring and a control switch were installed in preparation for the Autonetics scanner in the RH wing pod rear.

F. The ball nose was replaced because of a shortage requiring a unit for X-15-2. The new installation included a hard connection for the pitot-static disconnect.

B. An acceptable APU run using APU S/N 16 in the #1 position and APU S/N 20 in the #2 position was accomplished on 7/15/65.

C. Electrical system checks with IFDS and SAS operating were made to verify compatibility after the SAS rewiring.

D. A preflight cockpit pressure check was made at 83 CFM.

E. The aircraft was mated to B-52 #003 at 0300 on 7/21/65. Problems were encountered during service of the IR Scanner LN2 dewar. An apparent plugging of the LN2 transfer line as service progressed required complete disassembly of the system, and the flight was canceled. The LN2 was suspected of contamination; the LN2 system was purged and reassembled.

F. The flight attempt on 7/22/65 was canceled for weather after a hold at lox service.

G. Flight l-A-9O was completed on 7/23/65 with M. Thompson as pilot and B-52 #003. The pilots pressure suit exhibited an unusual pipe organ sound with a low helmet-to-suit differential pressure. Analysis later indicated high suit-vent pressure can reproduce the conditions experienced. All checks of the aircraft systems indicated acceptable operation. Approximately 7 CFM vent flow is obtained with 8 turns of the suit-vent-valve.

H. Flight l-A-91 was completed on 7/27/65 with M. Thompson as pilot with B-52 #003. Cancellation was made because of low X-15 radio operating range. Inspection after flight revealed a separated coax cable connection on the floor of the elevator bay (foot damage). The radio T/R and power-supply were replaced as a precautionary measure.

I. Flight l-A-92 was completed on 7/28/65 with M. Thompson as pilot with B-52 #003. The ball nose b mechanization was reversed by an improper component wiring polarity. Attempts to preflight a replacement ball nose were not successful because of a combination of ball nose and GSE problems which could not be resolved in the time available.

J. The aircraft was demated on 7/29/65 to accomplish aircraft preflights.

K. An APU load check run was accomplished on 8/2/65.

L. The LH SAS servo was replaced during preflight because of a slow lock up characteristic.

M. The No. 1 Heat and Vent system blower failed due to over-heat because of a blown Af circuit breaker. The elevator lid seal was found to be punctured during final checks and replaced.

N. The aircraft was mated at 0300 on 8/6/65.

B. The engine cockpit timer failed to operate after the engine start.

C. The SAS performed well during all prelaunch and flight operations.