Circuit breaker pusher inner. Seated that thing and bumped it while putting the DC breaker in. The thing popped out so I reset it. The lights came on and went back out. I wasn't touching a thing. I reset it again, the lights came on and stayed on. I poked around there and all of a sudden it popped back out. It seemed like if you touch the right hand end of that thing the phase one breaker is so loose it ought to be changed. Phase one and three both are so loose in the seat that the thing would rise up and pull at least two so we decided to take that off there, as that held things up and we kind of lost a nut (had another nut loose down inside there) and you couldn't find it. So once we picked up the checklist for B-52 engine start we didn't have any more problems until after launch. And from that point on all I can say is we got some APU time. No excuse. The pitch vernier, I discovered, wasn't about to come down after I got the .......... it cleared up to 30° of theta, I shoved it back down to 20, here I was going through 50,000, Mach two, but on that account thought it must not have been up there very long, so away we went. Pretty soon it became rather obvious that for the height we had we were low on velocity. But the q meter was up at 800 in the right place at 70,000 even though the velocity gadget wasn't doing right so I made the second error and we pulled on up the 2°. Then rapidly concluded that this was not getting us anywhere so I chased the q awhile at -3 or 4° angle of attack. Handled very nicely though. Burned out under that condition. Charged on over the top, did a pulse and a side slip, I began to detect a note of urgency in McKay's voice like when he said I don't see any speed brakes, Joe, he had some cause for that so I looked out and sure enough that was Edwards I was looking at down there. We transplanted the steady high q portion of the flight in to a downhill run at about 1450 pounds per square foot for quite a while. And then executed a hard right full brakes out turn followed by a roll back over to the left and turn and hit 45,000, just like hitting the barrier and it slowed down. I had to pull in the brakes and kept economizing on altitude and speed from that point on. However, I was at the right place in the pattern and when folks again began to get worried about being low in the pattern it was all right. I concurred with Rushworth's gig there. I did land faster than I intended. Mostly because I was playing this down next to the ground and coasting up to the touchdown point and I found myself putting the skids on when lifting the nose to carry it on up the last few thousand feet so the airplane landed, not I. And I detected a tendency to pull back on the stick so I pushed forward some. Didn't seem like it was anything other than a normal touchdown. Expected some yawing which it did and I went in with the rudder and with aileron and corrected back to straighten out with the runway but it seemed like the hind end was further east than the front end. When finally we slowed down I just curved off, it's a good point to remember - keep the vehicles on the same side of the landing direction as the wind is coming from because its going to turn the other way. Noticed the residual oscillation more while in the midst of a side slip than when faired straight ahead. Couldn't put any trust in the side slip indicator anyway because either it or I was crazy and we keep reading 2° to the left on the B-52 and at 1450 q when I put in some right rudder I built up right smart of force and felt some lateral acceleration and still hadn't got that thing past zero on the indicator so it must be running off to the left. Didn't have any trouble with the panel arrangement. The decor actually improved the situation in there. It is easier to pick out the gages.