B. The following EOs were incorporated:

00621 00622 00623 00624 00629

Drop-tank relief valve system installation.

901342 Hadley valve warning light signal to B-52

904107 904108 904109

Helium flow transducer installation

901348 901350 904109

Drop-tank flow indicators ("paddle switches")

00059 000639 Lanyard rework, drop tank Q/D's

900673 00027 Window shade (LH side only)

C. Installed accelerometer in RH wing tip.

D. Added 240-48545 orifice to NH3 jettison valve control gas inlet to increase opening time of valve and reduce pressure drop across NH3 tank bulkheads.

B. The flight scheduled for Friday, October 7, 1966, was aborted (2-A-87) at approximately 1 minute to launch, due to failure of the T/M multicoder. Approximately 1/3 of all T/M channels failed. The multicoder was replaced.

C. In preparing for another attempt, one engine functional was performed during which the S-9 pressure switch failed. The control-box was replaced necessitating another engine ground run. The ground run was successful but the preflight inspection revealed a failure of S-22 pressure switch. The control-box was replaced a second time. The engine was successfully ground run on Friday, October 14, 1966.

D. The X-15 was mated on Monday, October 17 and scheduled for flight on Tuesday, October 18. The flight was canceled due to lack of logistics support aircraft and rescheduled for Wednesday, October 19, 1966.

E. The flight attempt on Wednesday, October 19 was aborted (2-A-88) when the NH3 tank pressure regulator failed to open. The regulator was replaced and the flight rescheduled for Thursday, October 20, 1966.

F. Overcast sky forced cancellation of the flight on Thursday, October 20 and Friday, October 21, 1966.

G. The flight was rescheduled for Tuesday, October 25. During the interim period the Lox vent relief valve (which had stuck closed during the Lox jettison cycle following the cancellation on Friday) was replaced.

H. The flight attempt was canceled on Tuesday, October 25 after servicing, when the inertial platform failed to erect properly in heading. The X-15 was demated and a broken wire was found in the X-15 umbilical connector. System functionals were re-run and the X-15 remated on Monday, October 31. Flight was rescheduled for Wednesday, November 2, 1966.

I. Weather uprange forced cancellation of the flight on Wednesday, November 2, 1966.

J. A B-70 priority flight forced cancellation of the X-15 flight on Thursday, November 3, and Friday, November 4, 1966.

K. A rain storm left standing water on Edwards Dry Lake during most of the following week (November 7 through 11) and the flight was rescheduled for Tuesday, November 15, 1966.

L. Overcast weather forced cancellation on Tuesday, November 15, 1966.

M. The flight was rescheduled for Friday, November 18, to follow X-15-3 scheduled for early the same day.

B. Servicing was generally normal except for a leaking helium high pressure relief valve, which was replaced during servicing (external Fox source).

C. All systems functioned properly except the helium flow indication system for the NH3 drop tanks. (Actual helium flow, propellant feed and internal/external transfer functioned normally).

D. Tank separation was normal, and the tank recovery systems operated properly. The tanks descended on their main parachutes to impact in the Cactus Range, a ridge of volcanic rock approximately 3 miles northeast of the intended impact area. The drop tank "manhole cover" drain valves failed to open (not necessary to successful recovery of empty tanks). It is believed that a design change of its squibs is required to increase reliability under exposed environment of the "man hole" covers.

E. The relatively late hour of this flight caused severe sun glare through the RH windshield. A sunshade will be installed prior to the next flight.