Af Bf Cf Total Watts

No. 1 Generator ground 23.0 21.6 23.5 7650

flight 17.0 15.6 17.5 5450

No. 2 Generator 12.5 11.7 14.1 4250

B. A complete functional check of the pitch flight-control system was accomplished after Flight 1-57-96 in which the pilot experienced difficulty in the recovery of a pitching rate during landing flare. All trim components and artificial-feel bungee component operated normally. The final conclusion indicated inadequate forward trim capability (1.5° nose down) as the major contributing factor. A stick force calibration was accomplished, however; the results were not satisfactory.

B. General Electric ablation spray was applied to the lower ventral stub and lower speed brakes.

C. The data system wiring configuration was altered to allow tape recording without the data switch ON to monitor the data ON electrical voltage transient on the No. 2 generator Af.

B. A satisfactory engine run was accomplished with S/N 108 on September 1, 1965. The APU load-check runs were normal, and acceptable No. 2 generator voltages were obtained during loaded operation.

C. The A and B phase power wires supplying the SAS circuit-breakers were found to be shorted against a rudder flight control system bell crank at full rudder throw. The shorting occurred during ground checks.

D. An intervalometer controlling the IR Scanner camera rate malfunctioned during preflight and was replaced.

E. Several broken wires in the IFDS computer to CEU harness were spliced because of breaks. The harness configuration utilized in the IFDS computer interface has proven unacceptable, and a redesign using potted-preformed harness is considered mandatory to prevent recurrence of serious IFDS malfunctions (fortunately occurring on the ground and found on preflight checks.)

F. The solenoid which actuates the IRATRAN window safety guillotine burned out during preflight checks and was replaced.

G. The service of the IR Scanner liquid neon dewar was accomplished during the evening prior to the flight date.

H. The aircraft was mated at 0400 on September 9, 1965.

B. The cockpit pressure regulator was operated closed-to-open by closing the sense line prior to taxi.

C. The data switch was turned ON at the 3 minute to launch point prior to change-over of the IFDS electrical power to avoid the computer memory problem described in part I-A.

D. The alpha indicator malfunctioned with an erratic sticky condition during the powered climbout, resulting in a profile deviation.

E. The pilot reported a periodic pitch motion in the aircraft described as an abrupt vertical drop of small magnitude.

F. The IFDS computed-b display system was checked in flight and operated with proper polarity and gave good results.

G. The cockpit panel camera failed to operate during flight.

H. The General Electric ablative spray on the lower ventral stub was blistered and showed a pock-mark hole pattern. The speed brake application appeared to survive much better.