That's the first time I've seen that map there but I could tell by Rushworth's comments that we had things pretty well in hand. Now that we got a good one off I feel more confident in stating that given an adequate presentation there's no problem to coming out with a late profile. After getting the speed brake out on time I scooted around in the seat and got my hand on that throttle. I wasn't going to miss that today for anything. But that is a job. I want a kill switch in there if nothing else on that engine because my pulse rate and my breathing rate were up about twice above what I would have needed to run since I was straining so hard to fly the airplane and keep my hand on that throttle. Well we still kept on going we kept right on the climb the man said we were low. We didn't have any trouble at all except for that loss in radio communications where I missed turning on precool and it wasn't picked up on the ground check. We had to throw one in there to make up for it. Everything else went fine. I didn't fly the theta as neatly as on the simulation because I was struggling with checking the throttle and keeping the sun out of my eyes and watching the performance but by watching the inertial read out and checking the ball I decided being low wasn't the right answer, we were right on and it turned out that we were. Cut off the engine at 5,000 feet a second indicated. As we were going by 160,000 or there abouts I had got the speed brakes in to 20° and checked the vertical velocity it was still more or less scale on the peg and then it started drifting down and it fitted what we had practiced very well. 211 I read at maximum altitude. Did the 30° bank input on roll hold and I neglected to mention that on launch the roll hold gave me about an extra cycle of flip flop back and forth laterally than I probably would have had doing it myself. How much I did myself besides I don't know. You will be able to tell from the records I think. When the hold took over to return to level flight after releasing the control stick we had almost twice as much roll rate going back as I had used going over there and I was just about wondering if I shouldn't do something about this when we hit zero and it clamped right down and homed back in. But the directional error of 2° sat for several seconds before it decided to correct it back in, perhaps it was just short of the trigger error and waited until it got over there and once it started brought it right back to heading and stayed in there within a degree from that point on. Judging if that 2° it was the heading and the calibration on vertical needle heading is the same as it is for side slip when I went out for 2° side slip before launch it was actually only one. The rest of the time everything was fine. I did notice that this time the deceleration attendant upon degree or two angular change as the q built up as I moved the control system to accomplish an angle of attack correction the only thing I could think of this is not the drag due to the lift this is a drag due to the hunk of board flattening itself out in the breeze. It went away as soon as I steadied out. I thought I was only using approximately 90° of bank angle during that turn which started at 4000 feet a second and about -700 feet per second vertical velocity. But it seemed kind of odd at the time that I could see Rogers Dry Lake where I was supposed to land out the right hand side of the airplane and Bob was telling me I'm still 2O miles north! So I apparently was greater than 90° of bank angle. Worked real fine and I pulled more normal acceleration in that turn than we used during the pull out from altitude phase, full speed brakes out. We closed them up and sailed on in. We apparently had about 10,000 feet or 8,000 feet discrepancy from radar altitude read out and pressure altitude read out because he said 45 when I was down about 37. And we got within about 5 or 6 shortly after that. The pattern came out nicely. I was just a little touchy about the landing gear so we sailed by the touchdown point in order to reduce the sink velocity which would have been required then to make contact at that location.

One physiological phenomenon I was checking there and I'm not real sure now what it was. Oh, I looked down and I decided that I would do the flap breakers and the cut out circuit breaker while I was in that turn. And when every time I looked down it felt like the airplane went in a vicious side slip I kept looking back at the needle ball and the vertical side slip the needle was always in the middle so I would do it a couple of more times. At 4 1/2 to 5 g's pivoting your head can make you feel as though the airplane's going like that. No further comment. I might even go further on that statement and say it appears that with a strong vector and any rotation of ones balance system through said vector will result in an indication to him as though the airplane were doing the opposite motion, that's right its predictable. The chamber pressure indicator isn't the one to watch on this engine you want to watch the igniter pressure needle that's the red one. It tells you the right number. Noticed the BCS operation during roll hold phase and also during the initial part of the reentry after I had turned it off and my impression is that BCS automatic function was working much better today than it was on my last operation and I was not impressed that we had any higher rates involved; however, they are kind of low any how so this is just a qualitative impression that I have.