X-15 OPERATIONS FLIGHT REPORT

FLIGHT NO: 3-50-74 DATE OF REPORT: 10-14-65

PILOT: Capt. W. Knight DATE OF FLIGHT: 10-12-65

CARRIER AIRCRAFT: B-52 #008 LAUNCH LAKE: Hidden Hills

ENGINE NO: S/N 109 APU #1 18 APU #2 23

PURPOSE OF FLIGHT: 1. Pilot Checkout
 

I. Discussion of Previous Operations

None II. Aircraft Configuration Changes A. The lightweight tailcone was installed.

B. The ablative was removed from the MLG struts.

C. The manual roll BCS valve was changed (right roll motor was sticking during BCS checks on flight 3-49-73).

D. The nose gear door snubber was changed.

E. Transients occurred in the MH-96 system during flight 3-49-73 which coincided with the cardinal timing lines. The NASA timer was changed and the problem was cured.

 III. Instrument Configuration Changes A. All BLN microphones were removed except for the lower RH panel.

B. The lower bugeye was removed.

C. Experiment 3A was removed from the tailcone.

D. The ablative F-3, F-4 panels were removed and standard ships panels were installed.

 IV. Preflight Events A. A good APU run was accomplished on October 4, 1965. The manual roll valve, number #l system, was leaking through a slight amount. As BCS was not required for flight 3-50-74, the valve was not replaced.

B. The aircraft was mated to B-52 #008 on October 6, 1965. Flight was not attempted on October 7 or 8 (on display and standby for X-15-1).

C. Flight was canceled on October 11, 1965, just after pilot entry due to a leak in the pilots O2 system. The leak was found at the O2 bottle shutoff valve under the seat.

 V. Flight Events A. Flight 3-50-74 was accomplished on October 12, 1965. Number 2 APU shutdown 1 1/2 seconds after launch during engine start. A slow decay in AC voltage at a rate of 3/4 volt per minute was noted until the pilot was able to shut off one blower and engine master after engine shutdown. The pitch-roll SAS servos locked up for about 5 seconds during hydraulic pressure decay until the SAS pump shuttle valve operated. Operation of dampers with the SAS pump operating was satisfactory. The APU was started about 1 1/2 minutes after launch and operated satisfactorily for the rest of the flight. Post flight checks showed some minor discrepancies in the controller overspeed detector and an intermittent short in the metering valve harness. The latter is felt to be the most likely cause at this time.
  Approved By: Prepared by:

Perry V. Row Vincent N. Capasso

X-15 Senior Project Engineer X-15 Project Engineer