X-15 OPERATIONS FLIGHT REPORT

FLIGHT NO: 3-30-50 DATE OF REPORT: July 23, 1964

PILOT: Capt. Joe Engle DATE OF FLIGHT: July 8, 1964

CARRIER AIRCRAFT: B-52 #003 LAUNCH LAKE: Delamar #1

PURPOSE OF FLIGHT: Horizon Scanner Experiment and Pilot Checkout with MH-96

I. Discussion of Previous Operations

A. None II. Aircraft Configuration Changes A. Removed engine S/N 103 for bad S-8 pressure switch, installed engine S/N 104.

B. Replaced Cermet skids with standard skids.

C. Modified drag link bungee brackets, 240-317100-3, -4, -5, & -6, per NAA EO's to prevent bungee from striking bracket.

 III. Instrument Configuration Changes A. Moved canted rake on upper ventral forward. Outer probe was broken off just prior to flight.

B. Installed Langley scanner and Millikan camera in tailcone box.

C. Accomplished periodic transducer and cockpit indicator calibration.

D. Installed GE ablative material on F-3 panel, F-27 panel (patch), patch on lox tank, and coated lower ventral and lower speed brakes.

 IV. Preflight Events A. A thorough inspection of the main and nose landing gear and aircraft attach points was accomplished. The only damage found attributed to landing was bent bolts in the drag link structure at attach point to aircraft and to skid. The MLG shock struts were recycled for 100% inspection at the manufacturer and a new set installed. The nose strut cylinder was found to be scored and the upper bearing worn and was replaced.

B. The lox and NH3 restrictors were replaced on the basis of age for a lab check. A visual inspection of the lox restrictor revealed a screw head missing internally. The pneumatic system and lox regulator were checked but the screw head was not found. It had evidently been missing for some time and was removed from the system during a previous lox regulator change since the screw head is too large to pass through the regulator inlet.

C. The aircraft was used for display on June 2 and 3.

D. The lox tank regulator was changed because it failed during propellant functional checks.

E. Cabin leakage was checked at 66 cfm, 3 1/2 psi, after the rake installation.

F. Engine, APU, and BCS runs were accomplished on June 12, 1964. The engine catalyst bed was found to be defective. The engine was removed and the catalyst bed changed.

G. A satisfactory engine run was accomplished on June 13, 1964.

H. The Langley scanner alignment was checked on June 16, 1964.

I. The aircraft was displayed on June 18 and 19, 1964.

J. The aircraft was mated for flight on .July 1, 1964.

K. On July 2, flight 3-A-49 was aborted for the following difficulties:

(1) Elevators went to about 20 degrees nose up on APU start, evidently caused by a mis-trim condition. Corrective action is to delay engagement of trim circuit breaker until after pilot entry.

(2) MH-96 check unit was reset when part way through a second cycle. This caused elevator fluctuation as fixed gain should have been selected in place of adaptive for launch under these conditions.

(3) Due to leakage while outbound, number 1 & 2 engine source was 2000 psi after STOP PRIME. This was an insufficient quantity for another engine start attempt.

 L. Film and tape was reloaded on July 6, 1964. Leak in #l source was repaired.

M. Flight was canceled on July 7, due to failure of inertial azimuth as aircraft was lined up for takeoff. The 3 axis ball and stabilizer were changed. A number #1 source leak was found in the control gas fitting on the lox regulator which was repaired without demating.

 V. Flight Events A. Some difficulties with support aircraft were encountered, resulting in a late takeoff (11:59). A ten minute turn was required prior to APU start to allow support aircraft to get in position at launch area.

B. The MH-96 adaptive control system dropped out about 10 seconds after launch, apparently due to a power failure to the MH-96 system. This type failure does not turn the warning lights on. After burnout the circuit breakers were reset and the system engaged for reentry. Extensive post flight checks did not reveal any one malfunctioning item which could cause the failure, except the pulling of one AC breaker which did reproduce the flight condition. The bar across the 3 AC breakers was found capable of compromising the setting of the three breakers firmly, and has been removed.

C. During post flight inspection the F-13 panel was found to be cracked on the inside opposite to the relieved area. The panel was sent to NAA for analysis.

D. A slight nose wheel shimmy occurred on landing as evidenced by lakebed marks. This was not reported by the pilot. Nose wheels were subsequently found to be out of balance.
 
 
 
 
 
 

 Approved By: Prepared by:

Perry V. Row Vincent N. Capasso

X-15 Senior Project Engineer X-15 Project Engineer