November 18, 1965

MEMORANDUM for Chief, Research Projects Office

Subject: Report of X-15 flight 1-62-103 flown on November 4, 1965.

Summary

Flight l-62-103 was flown for pilot checkout by William H. Dana on November 4, 1965. Pulses, steady sideslips and roll maneuvers were made to familiarize the pilot with lateral directional handling qualities. No unusual characteristics were noted. Flight duration was about 8 l/2 minutes; maximum velocity was about 4040 feet per second, and maximum altitude was about 78,500 feet. A delayed engine light resulted in some deviation from the planned profile (hmax = 74,000 feet, vmax = 4,000 fps), however, the flight objectives were achieved. Damage to the oscillographs precluded obtaining useful data.

Flight Profile

The profile and ground track, although not as planned, were good for this flight. The altitude and velocity cross-checks were quite different from those seen on the simulator because of engine difficulty. Six seconds after launch, the first engine start was attempted. The engine shut down almost immediately because of a malfunction of the pump metering valve. A successful engine start was accomplished about 26 seconds after launch. The engine was shut down on the velocity cue after 123 seconds of burning, as planned. The airplane dropped below 35,000 feet on the round out after launch and went 4500 feet above the profile planned at engine shutdown.

The ground track was within two nautical miles of the planned track at all times. The launch point was almost exactly as planned.

Stability and Control

Roll maneuvers were made immediately following engine shutdown at angles of attack between 3° and 7°, and again at about M = 2 for the same a range with speed brakes open 20°. Rudder pulses were made at a » 5°, and Mach number between 4 and 3 with speed brakes closed. Steady sideslips were made subsonically at low angles of attack. No unusual characteristics were noted, and the pilot rated the handling qualities satisfactory. The pilot did comment that he felt the directional stability was "worse" than the F-104.

Instrumentation and Operational Discrepancies

Little data were obtained from the two 36-channel oscillographs because these were damaged by a sudden change in temperature in the instrument compartment. The sudden change in temperature resulted from an abnormal increase in LN2 inflow when the auxiliary cockpit pressure system was used. The auxiliary cockpit pressure vent has been modified to correct this problem. The two oscillographs have been repaired and re-calibrated.
 
 

Elmor J. Adkins, Head

X-15 Research Project Office