EDWARDS TEST PROGRAM

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP63-00313A000600020016-7
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: December 15, 2016
• Document Release Date: December 1, 2003
• Sequence Number: 16
• Publication Date: September 23, 1958
• Content Type: MEMO

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CHAL 0334'
Cy / of $,
23 September 1958
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25X5
MEMORANDUM TO: SPECIAL ASSISTANT TO THE DIRECTOR
FOR PLANNING AND DEVELOPMENT
SUBJECT : Edwards Test Program
1. Attached hereto is a resume of the activity being conducted
by the CHALICE/Dunit at North Edwards Air Force Base.
2. The test program is, by its nature, subject to change as the
test progresses, so a comprehensive report will be rendered by the
Operations Directorate from time to time to keep you abreast of develop-
ments as they occur.
3. As the need for new test programs arises, this Directorate
will determine the desirability and feasibility of the test and
establish the desired perimeters. The recommendation will then be sent
to you for approval, disapproval, or further guidance.
4. In this regard it has become neces'sary to obtain a command
decision on the following recommendations:
b. Establish the minimum IRAN time for the U-2 as 500 hours.
c. Establish the maximum IRAN time for the U-2 as 1000 hours.
25X1
Colonel, USAF
Encl:
Resume
APPROVED:
R. M. BISSELL, JR.
DPS/DCI/RHC:aem
Director of Operations
1 & 2 - addressee 4 - Ops Chal file
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Ops chron
Dist.: L
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EDWARDS TEST PROGRAM
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1. Engine Tests (360)
a. oblem: Reliability of the P-31 engines is not consistent.
P & W representative has singled out specific engines for
quantitative flight tes? an possible rework. To date, the reworked
engines are not as good (reliability and performance) as either the proto-
type or the early production engines. Engine reliability and performance
is a continuing project and very time consuming.
b. Problem: High outside air temperature is a suspected cause
of flameouts. LAC Service Bulletin #317 requires the installation
of outside temperature gauges in all t1+.2 aircraft. This will enable
Edwards to use the data of all detachments to determine the degree
of correlation and make appropriate fixes. The gauges will also
assist in gathering weather information and assist in detection of
contrails.
c. Problem: The BGT (exhaust gas temperature) harness, on
occasion, has been found to be scorched and shorted out. EGT, at
the present time, is the prime indicator of power. Since the engine
is normally operated at full power, the EGT measurement must be
accurate and reliable. Fixes to obtain and provide the degree of
accuracy and reliability desired are required.
d. Problem: A minimum safe power indication is required. The
Pressure Ratio Gauge used for this purpose is not a reliable indica-
tion of available power. Two different exhaust gas total pressure
probes have been tried in an effort to eliminate this problem. It
is necessary to slowly reduce power while in cruise climb in order
to keep the 1 7GT within allowable limits. A reduction beyond certain
limits causes flame out. Since the Pressure Ratio Gauge is the only
instrument available, a more reliable fix is required. Replacement
of the pressure ratio gauge with a fuel flow gauge is one possible
solution since it is felt that it is a good indication of engine
power, simpler, and more reliable. A secondary benefit would be a
visual presentation of fuel flow for the pilot.
2. Cameras (343 )
a. All Project camera service tests are complete.
b. Acceptance/delivery tests on FOG "Be cameras are approxi-
mately completes
c. Two IIC't camera tests of the new series have been accomplished.
Results were good (12 to 15 11/mm) but this does not approach the
design specifications 35 U/mm. R & D, as well as acceptance flight
tests, will be required.
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d. A-2 and B cameras will require major overhaul due to wear
and tear. Overhauled cameras will require acceptance flight tests.
3. Film Tests (343)
a. Red dot flights, flown for EK, are an attempt to improve
overall quality. Tracker and A-2 tests are complete. "Be red dot
tests will begin week of 15 September. "0" red dot tests have been
proposed and the decision will rest with FOG. Assignment of a "C"
camera for this work may require more time than SAC 3 would care to
relinquish.
4. System IV Acceptance Tests (358)
a. Project System IV acceptance testing is complete. FOG
System IV, number 105, is at Edwards at the present time. System IV
improvements are evidenced on each new unit. Serial number 1.04 (FOG)
had only minor problems during acceptance tests.
b. Noise elimination
Hycon is working with R-W in an attempt to lower noise level
that is being fed from the tracker and other cameras into System IV and
System VI. Progress to date indicates that most, but not all, noise can
be eliminated.
c. Weight reductio - Product Improvement
(1) The need of a weight reduction program is evident in
that in a long flight, the U-2 will normally run out of elevator
trim at about the two-thirds point in a long flight.
(2) All project System IVts should be product improved to
the same degree as the latest one coming off the production
line. A program of further refinement in increase in its sensing
and D.F.ting capability should be investigated. Improvement
should be consistent and/or compatible with the characteristics 25X1
of any follow on vehicle.
6. Zoom Climb (349)
As soon as F-104 aircraft are available at Edwards, tests will
begin on the zoom climb program. In general, the problem is: What can
be done to a U-2 to lower the probability of intercept by high
performance
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fighters? This includes camouflage paint 25X1 5X1 D
evasive tactics, U-2 pilot monitoring
This program should be expedited, be comprehensive, as pertains to all
features mentioned above and is considered to be more important than
all of the others. Information obtained will be applicable to any
follow-on vehicle.
Initial tests complete. Informal (ARDC) information indicates
that flight tests involving product improvement and/or newer types of
equipments and techniques are being formalized.
25X1A 9.
25X1 D
Serial #16 is at Edwards at the present time. These are pro-
duction acceptance tests and will be complete in November 1958.
Current activity limited to theoretical and model aspects of
the program. Provisions should be made for the possibility that camou-
flage material might be available during the second half of FY 1959 and
would require a U-2 for pole and flight tests.
25X1
12. IRAN
a. Aircraft #343 received a 1000 hour inspection and no sig-
nificant deficiencies were found. A FOG U-2 was found to have
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considerable wear and required extensive work. It is recommended
that minimum IRAN time be 500 hours with a maximum IRAN time of
1000 hours. This would be dependent on type of flying accomplished,
location, and inspection reports. A minim= of three maintenance
flight tests are required for each aircraft coming out of IRAN
before it is unconditionally released for operational use.
b. Repairs due to minor accidents, replacement of skin, bulk-
heads, support membranes and other modifications requiring over 100
hours of work should be accomplished at Edwards.
13. Training and Proficiency (344)
25X1A
b. In the case of pilots already checked out, the degree and
type of proficiency that should be maintained depends on their
planned utilization.
25X1A
25X1A
(1) Operational utilization-four flights per month required.
(Two maximum range or endurance flights with primary mission
capabilities and two short flights to accomplish air work such
as instruments, landings, T. O.'s etc.)
(2) Ferry and flight test utilization-four flights per
month required averaging 4 - 6 hours.
14. EWP, Ferry and Tactical Situations (378-344-349)
Edwards will, maintain two U-2 aircraft in operational condition
at all times. These aircraft will be ferried to areas of interest as
designated by 0 by Edwards. The aircraft will supplement the 13 and C
detachments when these units are dispersed and/or deployed. Edwards
personnel will augment the operational units during these conditions.
These aircraft will also replace damaged or lost U-2'a, U-2's brought back
for IRAN or extensive modification in addition to being utilized?~;for
equipment testing and proficiency flying.
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16. Personnel Equipment and Safety of Flight (378-344-349)
In most cases, this aspect will be flown in conjunction with
other programs. Cases involving aerodynamic instrumentation, violent
maneuvers, new or modified oxygen systems will require flights that are
limited to the specific problem. This aspect will increase in importance
and significance when the decision for a follow-on-vehicle has been made.
Pressure suits, oxygen systems and escape systems will require extensive
flight testing.
17. New U-2 A/C
Five new aircraft are scheduled for EAFB production acceptance
test January thru March 1959.
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378 IN A & E Ready for deploy
376 OUT FOG A/C Stall checks
389 IN A & E } 25X1 A
AIRCRAFT AND PROJECT STATUS
343 IN Configs
344 -- Being assembled
349 IN Ready for ferry to "C"
358 OUT Strut leaks
360 IN Instrumentation 25X1 A
(Engine - Paint
DATE ASSIGNED
Sept '55
ESTIMATE DATE COMP. % COMP*
NA NA.
NA NA
15 Sept 100 %
NA 95
7 Dec 158 40
NA NA
Engine Jun '55
Paint 11 Jun '58
B
Jan '56
Sys 4 Oct f56
Sys 6
Mar 156
C 21 Dec '56
Red Dot Sept '56
Sys 1
Zoom Climb
Oct '55
Jun '58
Aug '58
NA NA
UKN 0
URN 0
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Each U-2 will be programmed for approximately 30 hours each
month. Average utilization of U-2 aircraft flown at EAFB for the
period February-July 58 was 20 hours.
Following is the schedule for each A/C assigned EAFB for the
present test effort:
A/C PM ram Est. Monthly Fly Hrs.
343 2 10
3 10
344 .EWP-STANDBY 14-10-16
13
349
6-
14-10-16
13
358
4-5
8-9
360
1
9
5
7
5
378
6-
14-10-16
13
Projects 12 & 17 require flight testing by
do not involve permanently assigned aircraft.
personnel but 25X1 A
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