2. Maintain 10°a until q = 20°.

3. Pushover to zero g.

4. Increase a to 3°.

5. Reduce to minimum thrust.

6. Modulate speed brakes to maintain slow longitudinal acceleration.

7. Burnout - retract speed brakes.

8. Pushover to zero g.

9. Pullup to 5°a.

10. Pullup to 10°a. Perform 60° right and left rolls.

11. Pushover to zero g.

12. Vector to high key for landing.

P.C.: As far as I am concerned here, I think one thing that we ought to change is the SAS check out. Let's simplify the check out in some way. It seems to take a full two minutes. There are too many events right before drop. I elected at the last minute to eliminate the SAS check and completely forgot about it.

To simplify the check I'd like to see one switch that all you have to do is make a little switchover, to make sure that the alternate SAS is working, and switch it back and that's it.

B. Note non-routine items which occurred at launch or during the initial climbout rotation.

P.C.: Nothing unusual at launch except I purposely pulled up during the time I was trying to hit the throttle and again I went past the 75% thrust.

When I got stabilized with throttle on I looked at the meter and it appeared to me that I was climbing about 2,000 feet per second. I tried to make a correction on heading without getting any input from NASA 1. My launch heading was about 225°.

C. Rate the pilot task to recover from launch and establish the climbout attitude. q 2 , f 2 , y 2 .

P.C.: I made an effort to pull back and get 12°a but from then on a indication seemed bad.

P.C.: Trying to hold actual climb profile took a lot more effort than the simulator, and when the needle came to zero I maintained the same back pressure on the stick. I figured a was right and I couldn't hurt anything by going just a little above climb profile, but then dropped down to about 6° and with a lot of stick force I finally brought it back to 7°. I think the flight was harder than the simulator.

I knew that I was over profile, from the fact that I had climbed to 20°a, I pushed over at the 40-second point. I knew I was going to come out high, but this was okay because I could still get my q. I began to get calls from NASA 1 to decrease thrust at about 1150 q and the second call was about 1300 q. Inertial speed indicated about 4400 fps.

The q meter in the flight is the thing that really helps you. When I saw about 1440 q or 1500 q I came back on the throttle because of the calls from NASA 1. At this time, I was reading about 50,600 feet. I throttled back and then opened speed brakes a little and seemed to hesitate at about 1500. Then I throttled all the way back, and the acceleration slowed a little and q stabilized out at about 1550

B. Was the headrest used?

P.C.: Yes it was, but it wasn't any good.

C. Was the sensation of an overturning rotation noted?

P.C.: I felt that I had to rotate a little beyond zero g to get back on profile. I was reading about 3/4g and this pulled me up against the top.

D. Estimate ^·q held, and rate the pilot task during the 20°q portion of the climb. q 2.5 , f 2.5 , y 2.5 .

P.C.: I held q close, but it varied about 2° on the high side. The airplane responded exactly as I thought it would. I didn't have any particular trouble in roll and yaw except for a 2 left roll, but this did not complicate the task any.

Once you got on profile it was easier than the simulator. We were having limit cycles on the simulator and we had to trim way down and it still sits there oscillating back and forth. I didn't have this in flight. I would rate the simulator at least 1 point higher than the flight.

E. Describe the engine operation upon slowing to minimum thrust. Were any airplane transient motions noted at this time?

P.C.: There was no vibration, actually I could throttle back to minimum thrust and I didn't experience any vibration.

F. Estimate ^·Vl 1580-1550, ^·a 2°, ^·H ? maintained during the constant q heating run.

P.C.: As I said before, I think on these heat flights the most important instrument is your vertical velocity. You can eliminate everything else on the ball nose and if you had vertical velocity you could still fly it. I got to 12°a I think, and from then on there was an oscillation between 10° and 12°a.

The rate of climb meter, at descent, is too slow in response to be of any help, but as the vertical velocity comes down you can pull up and see an instant response. You just automatically put faith in this.

The change in q came when I throttled back to minimum thrust. I stabilized out at about 1500 q and then went a little high, but with a little dive brakes to stop the buildup I peaked out at about 1550 q. I have no idea how long I held this, probably about 20 seconds.

The last velocity I saw was about 4400 fps and I don't have any idea what my final velocity was.

G. Comment on the efficiency of this instrument presentation as a q indication.

P.C.: I think the q meter is very satisfactory. In fact, this is the instrument that I flew by along with the vertical velocity and the pressure altitude.

H. Rate the pilot task to fly the constant q heating run.

q 2.5 , f 2.5 , y 2.5 .

P.C.: I would rate the simulator, compared to today's flight, about 1 point worse.

P.C.: I still held the same back pressure on the stick, but a drooped to about 5 or 6°.
 
 

P.C.: Ground vectoring was not required. The field was in sight.

B. Discuss adequacy of the ground control for performance of this flight mission.

P.C.: Ground control is required for the climb task but not for terminal guidance.

C. Estimate the clarity of ground to air communications throughout the flight.

P.C.: Communications were sad, about 2 x 2.

P.C.: The approach and landing maneuvers were normal.

B. Rate the pilot task on the approach and landing.

Approach q 2 , f 2 , y 2 .

Landing q 2 , f 2 , y 2 .

C. Was a spot landing accomplished?

P.C.: I was a little high on energy over the base, and could have used 50 or 75 more miles of range. I had to strain some to make it, about a 4g turn.

I shot for the two-mile marker and breezed by doing about 230 KIAS. I could have slammed it down where the smoke screen was, but I elected not to.
 
 

JM:dmo

Typed: 9-14-62