2. X-15 radios - The radios actually worked better this time while on the intercom, or through the B-52 radio, than they did on X-15 radio. I noticed a marked reduction in volume when I went to X-15 radio. In fact, this contributed to the engine shutdown just before launch.

3. APUs - The APUs worked real great once I got them in the proper sequence.

4. Damper System - The damper system stayed on all the way.

5. Flow direction sensor - The flow direction sensor seemed to be working real good. I didn't notice any excessive angles of attack subsonically. I don't know if I checked it quick enough to catch this or not. (What was the maximum you saw?) I'd say about 11°.

6. Launch space positioning - fine, I guess.

7. Launch transients - didn't seem to be anything abnormal. It rolled off a little bit and I can't even tell for sure which direction. I think I turned right intentionally after launch to come back on heading so it was probably a left rolloff.

8. Engine start - real good.

9. Unforeseen incidents - None.

2. q control - Well, I never did get the q needle down. I think I was actually a little slow coming up and the needle never came off very much until right at the end. It looked like it was going to work. I checked it against the ball, but about that time I was getting pretty close to pushover so I forgot about it and concentrated on pushing over. I pushed over on altitude at 49,000 ft; this checked real well with the time. It was 28 seconds, I believe. I had already pushed over when NASA-l said something about it. (Did you measure q on the TM?) (Yes, he did briefly hit 20°.) (It looked like, to me, that he had about 3 seconds of constant q.) Well, I'm pretty sure the needle wasn't down at the null. I think it came off the stop but I don't think it came down to the null. I checked on the ball nose pretty close to 20 and, like I say, it was coming up on pushover so I didn't worry about it.

3. Controllability during roll maneuvers

4. Rate roll control task q , f , y .

5. Altitude profile versus simulator - (You didn't get to roll mode) No, but like I say, I did turn a little bit after launch and no problem there.

6. Unforeseen incidents - The unforeseen incident in the boost phase was a premature shutdown on throttle retardation. At this time, as far as I could see in the cockpit, everything was perfect as far as velocity, altitude, and q. I held pretty constant after the engine shutdown on altitude, and I think if I had got a relight on the first attempt we would not have missed anything. We would have been in real good shape. (What is the maximum velocity that you recall?) 2800 seems to be what I saw. I remember glancing at everything and it looked real good. Of course, as soon as that happened I don't know. I don't know if I glanced down the instant the engine quit but I had checked just before that, when I came back on the throttle, and it looked real good. Then when we got nothing on the restart attempt I think I started uphill before I got the 2nd restart underway and got nothing again. This time, after a call from NASA-l, I got started uphill for real. I pretty much played q against H-dot to decide where to start easing off on the climb and it came out real well. I think I ended up about 300 knots indicated airspeed up on top. From there on I held 300 knots for 2 or 3 minutes and then got the call from NASA-l to go to maximum L/D, slowed down and during this first slow down is where I noticed this first yawing tendency. (Do you know what your speed was?) I'd guess it was about 280 indicated. (How did this appear to you?) As a yaw, and I think it was the same direction, left. I hesitated a little bit there and started slowing down again. When it got to 240 it felt pretty comfortable so we held that on into Cuddeback. (Do you know what your a was?) I'm pretty sure it was right around 7°. (This is what you were flying, a?) No, I was flying indicated airspeed as a primary. (For L/D maximum?) Right. There were some discrepancies in inertial and pressure altimeters. At one time, when NASA-l requested an altitude, I think probably over Three Sisters, I gave him 60,000 ft inertial altitude. The pressure altimeter was about 53,000 ft, I believe. (That's a lot closer to what we saw, 52.)

2. Glide energy management versus simulation - None

3. Approach and landing - Arriving over Cuddeback I had about 32,000 ft on the pressure altimeter and I dumped over to pick up the 300 knots and the pattern looked pretty good. I ended up using speed brakes during the last portion, just preflare, and closed them shortly after NASA-l called to tell me that they were out. I knew they were out but, again, I brought them in, made the flare, and, as I indicated, the airplane then wanted to float and/or start back up. I'm not sure if I had trim cranked in and I don't think I bothered to look down because I was getting the flaps down and getting ready for gear. Finally, I actually pushed forward to get the nose down. I got into about a 2 cycle pitch oscillation, got that stopped, and then the nose started going out to the left. Just prior to touchdown, I had about 1/2 rudder in to keep the nose headed straight down the runway. From there on in it felt real comfortable. I had real good control over the rate of descent and the touchdown was probably 190-180 knots. The heading at touchdown was slightly off to the right of the runway center line, so immediately after touchdown I cranked in some roll and it straightened right out. The slideout was real straight.

4. Unforeseen incidents - None.