SAS 8-8-8.

2. Maintain 2g until q = 20°.

3. Pushover to zero g.

4. Roll to 80° right bank.

5. Increase a slowly to 10°.

6. Reduce to 40% T.

7. Modulate speed brakes as required to maintain constant conditions.

8. Burnout - extend speed brakes - turn as required to vector toward Edwards.

9. Disengage yaw damper - perform dv pulse at pilot's discretion.

10. Reengage yaw damper.

11. Disengage yaw damper - perform dv pulse at pilot's discretion.

12. Reengage yaw damper - pushover to zero g.

13. Peak altitude - increase a to » 5°.

14. Retract speed brakes - perform pushover-pullup maneuver.

P.C.: At launch the normal SAS failed and ASAS came on. After I reset normal SAS and ASAS, within two seconds the normal SAS had failed again. I did this two times during the initial climbout trying to establish a at 10° and I interrupted my climbout pattern.

B. Rate the pilot task to recover from launch and establish the climbout attitude. q 3 , f 2 , y 2 .

P.C.: The pilot task in this particular area doesn't mean very much because the climbout was affected by playing around with the SAS system. I'll just rate it as shown, as being affected by the SAS problem. I didn't get a good hold on a anywhere.

Realizing that I was low, and having to compensate to get back on the profile wasn't any problem. I felt I was on the profile by the time the first 20 seconds had gone by.

P.C.: The only differences I noticed in the climb profile was that the airplane indicated there was less thrust available than the simulator.

B. Estimate ^·q held, and rate the pilot task during the 20°q portion of the climb. q 2.5 , f 2 , y 2 .

I was about 22° to 23°q and I purposely let it go there because I felt that I was low at the time because I had such an erratic climb while I was playing with the SAS. At the pushover point I was still concerned with SAS and delayed that a little bit.

C. Compare timing of pushover point with simulator runs.

P.C.: I delayed some from what the simulator showed because I was low on the profile.

D. What were indicated An - a readings during time at zero g?

P.C.: I was holding zero g on the pushover and I didn't get a good check on a, but it probably varied between 0° to ±1°.

E. Estimate lateral control effectiveness and stability to perform bank maneuver. Rate pilot task q 3 , f 3 , y 2 .

P.C.: I didn't think that the lateral control effectiveness and stability matched the simulator, because I was on ASAS and not SAS. The airplane has a better effectiveness for lateral control at this point than the simulator, but I think because I was on ASAS it was a little less stable. It seems that the airplane rolls better than the simulator shows and yet I think the ASAS didn't hold it as well as normal SAS would have, although there wasn't any problem. I think the simulator just doesn't quite match the airplane. It is a little more difficult to fly the simulator with higher forces and there is not quite as good a response as there is in the airplane.

F. Describe in detail the pilot control task required to fly the heating run in a banked attitude. Rate the pilot task q 3 , f 2 , y 2 .

P.C.: It's hard to rate this because I don't know exactly what the peak g level was. I didn't think the task was too bad although the airplane seems to be just enough unstable to the pilot, and if you don't get it right or work up to it slow but you get up there quickly, it tends to bobble. I don't think the longitudinal stability is low but I think the inputs for stick deflection are pretty sharp.

G. Estimate ^·V or ^·M, ^·a, ^·q, and H-dot maintained during the heating run.

P.C.: The velocity came right on up to 4800-5000 ft/sec and I maintained a throttle position that held pretty close to that. Angle of attack probably varied between 9 and 12°. I didn't bother looking at q when I first started into the turn, because I wasn't much concerned about the turn, I was more interested in the speed, but before or at burnout I checked the q meter and it was 1100 psf. The vertical velocity was coming down through 300 fps, whereas the simulator was showing me as much as 500 and 600 fps at that time.

P.C.: I could see the landing area at burnout.

B. Describe airplane motion when yaw damping was disengaged. Did additional damper modes trip out as a result of the yaw switching?

P.C.: When I disengaged the yaw damper the first time, I was a little low on speed. I was planning to do it at 3800 ft/sec but it was more like 3600 ft/sec when I turned it off. After the first pulse, I had expected to see something like one cycle/sec and a half oscillation in yaw and I'd hoped to pulse it to ±2°b with the first pulse making a roll input. When I did pulse it I got at least ±l°. The directional oscillation was the same as the simulator, but it affected the rolling oscillation more than what I had expected. I would say that the rolling action that the airplane went through didn't match the simulator at all.

The next time I tripped the yaw damper off it pretty much matched the simulator and this was somewhere between 2800 and 2600 ft/sec.

C. Rate pilot task to perform dv pulses with yaw damper disengaged.

q 3 , f 4 , y 4 . - First

q 3 , f 3 , y 4 . - Second

D. Rate the pilot control task during the pushdown-pullup maneuver.

q 3 , f 2 , y 2 .

P.C.: Ground vectoring wasn't required.

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

P.C.: No comment.

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

P.C.: I could hear ground control very clearly all the way.

P.C.: Nothing non-routine during approach and landing.

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 spot landing attempted? If so, was it accomplished?

P.C.: A spot landing was attempted and accomplished. I landed as much as 400 feet short of my mark and put the nose wheel down maybe 100 feet short of the spot. It was the slowest landing that I have made and I got that impression from the nose coming down sharply after landing. I don't think that I got below the minimum speed for landing in my effort to stretch the glide on out to the selected landing point.
 
 

RR:dmo

Typed: 9-11-62