CURRENT AGENDA, SP1914, 1-2-57

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Document Number (FOIA) /ESDN (CREST): 
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Document Creation Date: 
November 17, 2016
Document Release Date: 
November 9, 1998
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Publication Date: 
January 2, 1957
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PDF icon CIA-RDP33-02415A000200190027-9.pdf550.68 KB
Approved For R gIase 2000/08/21 CIA-RDP33-0 435A000200190027-9 SUBJECT: CURRENT AGENDA, SP1914, 1-2-57 DELIVERY Since the first ranch delivery of FOG aircraft 361 on August 22nd, the following deliveries and flight hours have accumulated: AIRCRAFT ACCEPTED BY FOG TOTAL FLIGHT HOURS 361 25X1A6a x x 206:17 362 x x 18:19 363 x x 30:27 364 x 3:11 365 x 366 367 x :44 TOTAL 268:58 The attached aircraft delivery schedule has been modified to take into account the prototype programs which will be necessarily conducted by our flight test before aircraft delivery to FOG. AIRCRAFT STATUS At this time there are no known serious problems with the basic airplane and its components. The only exception to this seems to be the never ending oil consumption problem with the -37 engines. The autopilot is still a very sensitive piece of equipment and we are in process of going to a new mach sensor which has shown improved performance. Aircraft 363 was weighed in order ,to establish a base for the FOG aircraft. This aircraft as weighed was 11,025 lbs. This actual weight corrected to the weight empty conditions given in the spec is 9910 lbs. The spec weight empty is 9897 lbs., indicating a growth of 13 lbs. because of modifications. The actual weight empty of 9910'lbs. is now reflected in all Chart C pages of Weight and Balance Data books. The actual C.G. position was also determined and is now reflected in all Chart C pages. Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9 IVAR APR MAY _, . 9 IJ#._611 zt.4.U,I82$ I RJ52Z 96 IS2It1. GoiT';2 L1Y,~I$ 5.t2l. a (1 #363}, #3"6? BEN O JIG NUMBER. # ARTICLE NUMBER' TIME IN. JIG PROD. 'SERVICE JUL 53 5o Y nC COMPLETION OUT OF 4IVG, FINAL ASSEMBLY r 368. (1) r, l'- Rpro #367 (Z) 2t RADAR PROro # 369 X370 (3) 371 (4) 1 25X1' PwIb REASON rOR REV1310N : To SHo'- MAIN FUSE LAG 4 FI14AL A55EM~LY COMPLETIOha AT BUR8ANY, FOR ARTICLES 3 r ,3 6 9 37a 4 37E AND TO SHOW SPECIAL FLIGHT TESt SPANS FOR THESE -ARTICLES.. NOV (z) DEC # 373 (-) -1 T #314 (3) 375 SYStEM 14 RANI t+VO$E FIFO JAN 11_ i2i2-1- p_ 3 FEB 379 ($' 1 379 (b) NAR 30 3--2 APR (4) it. JUL A1111 VEP 6.4; 77, 6-14 40 7-19 27= 16 9-16 l0 8 7-31 (3) S 2 16 8-12 26 9-4 16 7-19 8-12 e-z 27 9-16 ( 956 ---- ; AL/CISEP, CT S?28 822 9ti2I Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9 MAr * 385 '(Ij 386 Approved For Release 2000/08/21 CIA-RDP33-02415A000200190027-9 (a) /?t t 'c?99 NOY rY~ Pa e 2 Approved For,RRelease 2000/08/21 : CIA-RDP33 415A000200190027-9 FLIGHT TEST PROGRAM Enclosed is the flight test program as now anticipated for FOG aircraft. Each test subject is briefly discussed on the follow- ing pages: 1. C CAMERA The first test of C Camera on December 21st, resulted in no pictures as the shutter was jammed closed by a loose pin. The stabilizing system was not working although the film transport operated for the whole flight. We are undertaking the problem of putting a nitrogen bag around the configuration to include the windows. Because of the engine oil vapor problem this is the only way we believe to be practical to obtain the degree of cleanliness required for the C Camera. This nitrogen bag is being fitted into aircraft 367 at the present time. 2. DRIFT SIGHT MKI This is installed in 367 to give flight data to the C Camera. MKII drift sight does not have this capability. Current work in progress on the MKI drift sight to make it operational includes eliminating gear back lash, cable degreasing and similar minor mechanical fixes. These modifications should make this drift sight operational although there is nothing as yet to prevent the optical power changer from jamming. 3. DRTFT FIGHT MKII The first test of the MKTI drift sight on December 21st, indicated that most of its troubles were the same old problems in- herent In the MKI for the last year. Such as drift knob not movable, track knob function completely reversed or loose, prism lines are Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9 Approved For Release 2000/08/21: CIA-RDP33-02415A000200190027-9 Curar?.SK.)`T Ft C, 7 -~43 26XI X4 31'Z T CCU l Q,Z I-f Approved For,Iease 2000/08/21 : CIA-RDP33415A000200190027-9 Page 3 25X1A5a wide and fuzzy and power changer jammed. The addition of the servo system made the hand control free and easy to move but the field of view motion lagged the hand control and seemed to move in a cir- cular rather than a straight path. At this time it seems that if the MKI mechanical difficulties are cleaned up and it is made operational as it must be, then there is really no need to continue with the added complications of a servo driven system such as the MKII. 4. AN/APQ-56 and APQ-56 RADAN This system is now operational having completed several complete fli?hts. Further reliability tests in aircraft 351 are to be flown primarily by detachment personnel. This system will be checked and test flown in FOG 369 when available. Note that 369 will be flight tested and waiting for the first set of the FOG APQ gear which is scheduled for March lst. The first APQ-56 Radan is scheduled for the 1st of February and thus can be test flown prior to receipt of APQ. 5. AUTOPILOT No production 1420H mach sensors have yet been received from First unit is expected shortly and will be installed in 367 to complement the C Camera tests. Tests of prototype 1420 mach sensor indicate big improvement but slow delivery has hampered the retrofit program. Present 5X1A5a2 4chedule is five a week, starting January 11th. According to this, if present committments are satisfied, FOG would not receive 1420H mach sensors until March 1st, 1957. This program needs watch- ing. pprove 25X1X4 A Approved For Release 2000/08/21 : CIA-RDP33 415AQ00200190027-9 25X1X4 o roes 8. JP-1 FUEL As a result of flight tests with twenty thousand gallons of the high and low cuts of JP-l fuel, there does not appear to be any k difference operationally with JP-1 or LP-lA. It has been checked for range, air starts, climbs and fuel tank pressures with no significant difference between the two fuels. The engine operation and full control schedules are not affected. Air starts have been made just as with LF-lA. The engine nozzle coking is the same as with LF-lA and the airplane range is unaffected. These tests, made in both -31 and -37 engines, are now considered to be finished. The only question that can be raised here is whether or not JP-1 is any more of a fire hazard than LF-1A. v e have had very good results in the past with the LF-lA from this standpoint. 9. WEATHER RESEARCH Special weather equipment hatch and racks are being built for 368,. It looks desirable to let first RAdan delivery go into this aircraft and let the second go Into 369 for the APQ-56 tests. Schedule and actual test results of this aircraft depend on the availability of Information and equipment to get the necessary installations accomplished In time. Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9 Page 5 Approved For release 2000/08/21 : CIA-RDP334415A000200190027-9 10. SYSTEM IV Hatch is ready and waiting. No delivery date for FOG System IV has been established as yet. Should meet flight test date shown for 376. 11. AN/ASN-6 and ASN-6 RADAN This system will be incorporated Into four aircraft which makes them very different internally to other FOG aircraft. Have not seen delivery schedule as yet. Need onef ASN-6 set immediately for functional mock up purposes. 12. SYSTEM III A new program is required again for System III because its antenna has been displaced by the ASid-6 Radan. This will be done on 376 while flight testing ASid-6. MOD KITS AND SERVICE BULLETINS We are now following service bulletin distribution requested by FOG. Copies of bulletins which affect FOG aircraft are attached. Following table indicates status of FOG aircraft with respect to these. The blocks indicate service bulletins outstanding and not accomplished on aircraft to date. Blanks indicate service bulletins which are incorporated by factory or field. rework. New modifications which are about to be incorporated and retrofitted by service bulletins are: S.B. 147 Emergency Canopy Seal Pressure Release S.B. 148 Speed Warning F-500 DRAWING An up to date copy of our control drawing F-500 is enclosed which indicates our disposition of special installations to different aircraft serials. Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9