2. X-15 radios - There were a couple of times when NASA 1 would start to transmit and then cut out. And I guess the B-52 had the same problem. They mentioned it one time.

3. APUs - The APUs came right up, the No. 2 hydraulic didn't overshoot nearly as far as No. 1, it went above 4,000 pounds for probably 5, 6 seconds and then came back down. Might have been longer than that.

4. Damper system - The check worked real good; everything went just as it should, only problem we had were some gusts on the way out knocked the pitch damper out one time, and it reset real good, and that's the only one that dropped off during the whole flight.

5. Inertial platform system - As far as I could tell, it worked real good, it was indicating 5,000 feet after stopping on the lake bed.

6. Flow direction sensor - Looked good to me. "What did you see before launch?" One degree needle left. On b. "How about a?" Alpha was 2 or 3 degrees, I think, as I remember calling it.

7. Launch transients (q, f, y) - I couldn't tell you what happened at launch, other than it was all I could do to keep it right side up. When I hit that switch it felt like I was a tank on another airplane that I've seen, it just blew me off of there. I didn't expect that and it was probably a second before I could do anything. I remember the airplane rolling and I got it straightened away and had my hand on the throttle right from the launch switch, but I didn't move it until I got the airplane squared away and it kinda surprised me. "Did you apply any corrective controls before you launched or were they all zero?" I thought I had a little in, but obviously it wasn't enough; "Little what?" Left roll.

8. Launch space positioning - "Do you feel you were launched on track?" I didn't know whether I was launched off track or on track. "Well, before you dropped you probably looked at your heading." Yeah, I, "were you on heading then?" As far as I could tell, yeah. But I wasn't too concerned about that because I figured they were watching that and that was the least of my worries.

9. Engine start - Seemed to be real good. No problem with that at all and there was no surprises there at all.

10. Unforeseen incidents - The only thing that did surprise me was when we got up onto a and we were coming up on q. (I never looked out from the time we launched until burnout.) It felt like that we were coming right on up over on the back. I knew we weren't, from the gauges, but that's what it felt like and I finally figured it out that it was just an increase in g. After it burned for awhile you could feel the g increasing and you could understand this sensation. And that really wasn't unforeseen, I'd heard about that and I was pretty well prepared for it. "This was while you were on q?" Yeah, as you were on q and burning, climbing out to 74 seconds. It takes you a long time to get there, well from 28 seconds to 74 sec. where you start your pushover, so there's plenty of time there to see anything and you can kinda relax then for a little bit, but you can feel the g buildup, it's nothing, you have to notice it. "Did you become disoriented?" No. "This wouldn't be unforeseen because you'd been warned about it?" Yeah. But it is, when people talk to you about it, you don't think it'll be this much. And not looking out, you can't correct the sensation, so it didn't bother me, I just flew the gauges and let it go. "Did you have your head back against the bumper?" No, I don't think so, it might have been later on, but not through the major portion of the burning, I don't think so, and I don't remember it hitting or coming back and stopping.

2. Roll and/or yaw out of trim indication - I didn't see any.

3. Pitch and roll controllability - Were real good. "Did you notice any lateral limit cycling?" No. "Any small changes in roll attitude?" Not after we got it squared away, after the engine was fired up and we were coming up on q, no. There was a lot of lateral out of trim at launch, though. That's probably normal, controllability was real good, I liked it. The stick is a little bit different than it is in the simulator, there doesn't seem to be any centering or breakout force at all on the stick. Especially in roll. "Did you fly with the sidestick?" Yeah, flew the whole mission sidestick, and there is definite breakout forces in the simulator and I didn't notice any, or very little centering, in this stick in the airplane. "Do you think this will be an adverse problem?" I don't think so after flying it, I would have said yes, before, but after flying it, I don't think so. It may change with the higher accelerations, but I thought it was real nice. "Do you think this is partly the result of the glove and all the garbage around your wrist?" It might have been. You mean not being able to feel the breakout forces? "Yeah." Well, I played with it before without a glove and there isn't much there.

4. Altitude profile versus simulator - It looked like over at the 74 seconds and I think I indicated 75,000 ft. on the inertial.

5. Unforeseen incidents - There was nothing unforeseen in the boost portion. Even the engine shutdown, it was about like I'd expect, the sudden drop in g, caused no problems.

2. Roll and/or yaw out of trim indication - And flying from then on, I did .some rolls, I got the speed brakes in and there was nothing with the speed brakes coming in, in fact I couldn't tell much difference in the acceleration, I probably didn't notice it that close.

3. Compare X-15 controllability during roll and rudder pulse maneuvers with the F-104 airplane.

Pilot rating, X-15 q 1 1/2 , f 2 , y 1 1/2 .

Pilot rating, F-104 q 2 , f 2 1/2 , y 2 .

I think it flies a lot nicer than the F-104 as far as ease of flying. I think it's as easy if not easier than the F-104. There didn't seem to be the trim changes at all in the decrease in speed coming down in the pattern that I've noticed in the F-104. It flew real nice.

4. From your experience, are there other high performance aircraft which more nearly match the X-15 controllability during the glide? (Disregard Mach number difference.) -

I thought that the X-15 flew pretty much like the F-101 with the sidestick. It was a pretty good comparison I think, not necessarily in the landing pattern, but just flying the F-101 around on the sidestick, I think that's a pretty good comparison. "Is this an attitude command system?" No, it's a rate command on the sidestick. "Is it possibly because they're both sidesticks?" It's possible, they are pretty comparable. But I wasn't about to go to the center stick after I'd flown the whole thing on the sidestick.

5(a) Was the side-arm controller used exclusively during this flight? - I flew the side arm the whole flight.

(b) Considering the side-arm controller, Please comment on the following features:

1. Pitch, roll sensitivity -

2. Pitch, roll coupling -

3. Nonlinear gearing -

It seemed to be my first impression in roll at launch was, it's pretty sensitive in roll. But, I think I was probably fighting it pretty hard to keep it straight and after that, I thought it was real nice and I didn't get any pitch or roll coupling. "With the low breakout forces, it's possible to make coupled stick inputs." I didn't notice any. "You didn't have any problem of one mode against the other?" No. And the nonlinear gearing I didn't get into any part of it, I didn't use that much control to get into that nonlinearity part of the stick.

(c) Does the airplane exhibit pronounced adverse or proverse yaw? Compare with other high performance aircraft. - can't comment on the adverse or proverse yaw.

6. Glide energy versus simulation - It looked pretty good. There seemed to be a big discrepancy between my pressure altimeter and everybody else's. Even at the time of launch on the B-52, he was calling 45,000 feet and I was only reading 43,500 or 43,800 at the last, was as high as I ever got on the pressure altimeter. The inertial altimeter was up 45,000 feet real good. Even in the pattern they were calling about 5,000 feet difference in the early portion of the pattern and then it caught up at about 27,000 feet. I called 27,000 feet and Joe verified it. But I didn't expect it to be 5,000 feet off at 45,000 feet and down.

7. Controllability during the approach and landing:

q 2 , f 1 1/2 , y 1 1/2 .

Controllability during the approach and landing I thought was excellent. I was really working at it because I didn't want to go to the center stick, and I knew what the sidestick landing would be. I flared and got down to 300 knots, Joe called flaps at about 310 or so, and I waited and told him I'd get them in a minute. Then when I hit 300 knots I got the flaps down and it just started to come up and I hit it with the trim, one time, and caught it and it leveled off and I got the gear and flew it from there right on down, and I could have probably made one more correction before we touched down but it didn't seem to be coming down that fast, so I just let it go. I thought it landed very nicely. "Did you try for spot landing?" Yeah, I was shooting for the smoke and I think if I'd a made that last correction I'd have pretty well hit the smoke. I was just short of the smoke, I remember going through it, but I think I could have probably hit it. But I didn't want to hold it off at the last and start any corrections down low and slow. "What speed did you touch down?" I'd say 200 knots or a little over, I haven't heard what it was yet. "How about giving us a low-speed pilot rating, gear and flaps down. I'd say 2 in pitch, and 1 1/2 in roll, and 1 1/2 in yaw. "Were you on the rudders at all?" No. Well, I had my feet on them. "Did you fly mostly with the lateral control?" Yeah. 'What did you think of the lateral trim during the sideslip?" I took it out to about 1 1/2 deg. beta, and there was no problem getting it out there and there was no lateral task involved, it didn't seem like it. I didn't have to hold aileron one way or the other as far as I can remember. "Did you use speed brakes in the pattern?" A little bit. Joe called and asked me to start the turn on to the base. I said no, I'll wait a little, I thought we were too close, too high, and so we went out and coming around final it got up to about 320 knots and I was headed right for the end of the lake. I thought well, I'll use just a little and so I did come out on a little speed brake coming around to final, and then put them right in. I probably didn't get them out 10 to 15 degrees.