2. X 15 radios - The radios were good all the way.

3. APUs - Were good all the way.

4. Damper system - The damper system worked good all the way.

5. Flow direction sensor - That seemed to be working normal. Every time I did a pulse everything was showing good although I felt that I had some sideslip that wasn't showing up on the sideslip indicator. If it doesn't show up on the data then it wouldn't have showed up on the needle and it was just my sensing.

6. Launch transients (q, f, y) Transients on launch were the usual rolloff.

7. Launch space positioning - Launch space positioning was good.

8. Engine start - The engine start was good.

9. Unforeseen incidents - None. Stable platform seemed real good all the way through the prelaunch. I didn't have any indications of bad heading or abnormal speed or altitude or anything. Downwind we had a 1,000 fps and upwind about 500 fps and no problems at all. At launch everything was good. All my indications were just what I expected from the simulator. The Mach 3 at 70,O00 ft. and Mach 4 at about 83,000 ft. and speed brakes out and peaking out. I shut down, took a quick look at the altimeter, and it was about 93,000 ft. and I had 300 fps and didn't really expect to go to 100,000 ft. I expected to peak out about 97-98,000 ft., so everything was normal there.
 
 

2. Roll and/or yaw out of trim indication - I couldn't detect any out of trim condition in roll. I did seem to get a sensation of constant or steady state sideslip although the needle didn't indicate that. I just sensed that.

3. Pitch and roll controllability - were normal.

4. Altitude profile versus simulator - The altitude profile on the simulator was right on.

5. Unforeseen incidents - No unforeseen incidents there, with the exception that I didn't have a good indication from the g-meter. The g-meter did not match the angle of attack so I ended up flying angle of attack. The g-meter seemed to stick right about zero.

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

3. Controllability following each pulse maneuver -

VELOCITY a q f y
 

The oscillation went through about 2 cycles, then the airplane flipped over to 75-90° in roll. I started with damper off and finished it up damper on, and controllability I'd rate 2 in roll at that point. (How about the other modes?) I wasn't much concerned about any of the other ones so I would probably rate it about 2 all the way across the board. By the time I got up level I had all the dampers back on again. It was just a hands-off condition. I let the airplane do one cycle in the yawing oscillation and then I let go of it and I don't know whether it was just enough out of trim to cause that roll or not. It kind of surprised me because the airplane seemed to be doing another good oscillation and then all of' a sudden it just stopped and went over. On the pullup to 10°, it took me a little while to get up to 10°, and I shut off the yaw damper and the roll damper again. I went through two good oscillations there and everything seemed normal. The airplane was a little slower in period then I had seen on the simulator and I think maybe we were about the same q as we expected to be. I was just about to drop the nose back down, the airplane was holding a good roll attitude for the oscillations that we were getting, and all of a sudden I got the bang. They weren't severe oscillations, but oscillations that I couldn't control without the dampers. While trying to hold some wings level and no roll oscillations, no yawing oscillation, and trying to get the dampers on at the same time, I felt that it was probably about a 2 in pitch and a 4 to a 5 in roll and yaw. I wasn't paying an extreme amount of attention to getting the airplane controlled as much as I was getting the dampers back on because I figured that was my best chance of getting it back under control. (The rating you are giving me is for dampers on.) It was dampers off rating at 4 to 5. If I had not had dampers I would have had a fairly difficult time keeping the oscillations down. I don't think I would have kept the oscillations down, I think I was just enough behind, the oscillation was fast enough that I couldn't catch it. It didn't seem to be unstable at all, it was just oscillations that were fast enough that I wasn't going to catch it, without spending a little bit of time. I think I'd have used both rudder and aileron to stop all the oscillations. It wasn't going to any large order of magnitude in roll or yaw, but with the bang and not knowing what it was right at the moment I wanted to try to get it under control to see how much problem I had then. Dampers on, the airplane didn't seem to be too bad. I didn't have any trouble controlling it in pitch. I'd rate that about 2, roll about 2-l/2. I was continually holding some roll in, and sideslip about 3. I could feel the sideslip and I wasn't much concerned about seeing it on b. b was off a little bit but I was trying to control it both in roll and with rudder pedals. I didn't do any more except bring the airplane home and didn't have any problem controlling it from there on. I got slowed down to about 210 knots indicated at one time at real high altitude. I can't remember if it was just supersonic or just subsonic but it was fairly close there. I got real slow speed and the airplane handled real good, no buffet anywhere. After I got up to 10° and 11°. I held that pretty much all the way around. This was starting somewhere around 3-1/2 Mach number. I had gotten it up to about 10-11° and I came all the way home that way. It was not full aft stick. That was the only way I was going to get it home. It was steady state sideslip, but fairly steady all the way home. The damper was doing a pretty good job. Only once did I ever get a transient and I think it was just before I went to jettison. If you see anything it's probably right around Mach 1. I think maybe I rolled into a turn to see where the lakebed was and I might have slid right across the effect of the nose gear being down and taken most of that sideslip out. It might have been as a result of rolling in bank angle. The airplane handled real well down to about 210 knots and back on up to 240 knots and all the way through the traffic pattern. I didn't have any trouble with it. I got up to about 320-330 knots with some speed brakes out, probably about 15°, to hold it and then speed brakes back in.

4. Glide energy management versus simulation - The glide energy management versus the simulation didn't come out very good.

5. Controllability during the approach and landing - Because of the steep attitude I had I'd rate the pitch about 2-1/2, roll and yaw 2.

6. Unforeseen incidents - The nose gear was down for too long a period of time.