STATUS REPORT AND EVALUATION OF OXCART CAMERA SYSTEMS AND ACCESSORIES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP67B00511R000100110051-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 10
• Document Creation Date: December 19, 2016
• Document Release Date: February 9, 2006
• Sequence Number: 51
• Content Type: MFR

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SUBJJCT : Status Report and valuation of OXCART Camera Systems
and Accessories
I. Perkin ylmer Type _I A
A. .design Philosophy
1. Given a known altitude and airspeed with estimated environments
of vibration, temperature, roll, pitch and yaw instabilities, to design
and build a photographic system that would produce the ultimate in
angular resolution, compatible with the installation space available, the
effective range of the carrying vehicle and tle lateral coverage require-
ments for stereoscopic photography.
2. Ideally, such a system would require:
a. An optically transparent homogeneous atmosphere between the
camera and the earth, free of dust, moisture, temperature variations,
and of uniform density.
b. A lens of a focal length equal to one half the altitude
having an entrance pupil that T,rould give horizon to horizon coverage
without distortion.
c. The camera platform should be oriented perpendicular to a
line passing through the center of the earth with the direction of
flight passing through the center of the format.
d. Since the taking vehicle is moving with respect to the object
being photographed, the effective shutter speed should be fast enough
to record the image before any measurable movement of image occurs.
e. The film should have a light sensitivity or speed sufficient
to record the image during the time that the shutter is open.
f. The light sensitive particles in the film should ideally be
no more than one wave length of light deep and one wave length in
diameter in order to ensure the ultimate in angular resolution.
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g. Other factors which contribute to the degradation of the
final image include:
(1) Boundary layer turbulence outside the aircraft
(densityvariation).
(2) Thermal gradients between the ground and the film
(atmosphere, windows in the aircraft, lens elements, mirror
surfaces and the space between the lens and the window as
well as the structure of the camera itself).
(3) Distortions caused by projecting a curved surface
(the earth) on to a plane surface (focal plane).
(4) Angular movements in the roll, pitch and yaw during
the time that the image on the film is being formed.
(5) Vibration of varying frequencies and amplitudes in the
x y and z axes as well as harmonics and vectors of each.
(6) Altitude and ground speed variations.
(7)
Atmospheric scatter.
(S) Atmospheric refraction.
(9)
Sun angle.
(10) Aberrations (chromatic, spherical, coma, and astig-
matism.
(11) Dispersion caused by the variation in wave length of
the constituent colors that make up white light.
3. Obviously., the laws of physics make the ideal system impossible
to achieve. The state of the art in physical optics, emulsion technology,
environmental control, and film transport systems limit the design of the
system.
4. Perkin-Elmer approached the problem by:
a. `mploring the effects over ifnich they had no control in
order to determine their quantitative effect.
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b. Exploring the performance characteristics required to
make the system of high enough quality that degradation caused
by controllable factors would contribute equally.
c. Selecting a focal length as a compromise between
resolution (300 lines/mom high contrast) speed required using a
film that is available and the weight space limitation in the
carrying vehicle.
d. Limiting the effect of motions between the film and the
photographic image through isolation of the camera from the
vibration in the carrying vehicle.
e. Compensation for image movement due to the foreward motion
of the vehicle.
f. Synchronizing the film, movement with the image movement
in the focal plane.
g. Compensating for the angular movement of the vehicle in
roll, pitch and yaw by use of a so called stable platform.
h. Avoiding or damping internal camera vibrations.
i. .ploying a film transport system that permits a motion
of the film in a direction perpendicular to its normal travel in
order to apply the proper V/I-I (velocity over altitude, the factor
that controls rate of film travel for correct overlap of successive
exposures). Since the film, must slide along the supporting roller
at the same time it rolls over it, a pneumatic support was
developed in which the film contacts nothing but itself as it
passes through the camera.
j. Developing a double plate i-rindow for the optical system to
look through that has a hard vacuum? between the two plates. The
purpose of the vacuum window is to Limit the degrading effects of
high temperatures from the outside of the aircraft on the optical
system and to reduce the effect of thermal turbulence between the
lens and the outside of the aircraft.
k. Using the field angle of their optical system only$ in one
direction and employing a slit at the focal plane for recording the
image giving a diffraction limited lens across the full aperture.
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5. Each of these approaches was examined in great detail with a
view of selecting the single method out of several possibilities that
would afford the greatest return in resolution, coverage, focal length
and range.
1. This philosophy led the contractor into the position of
accepting unnecessary mechanical and electrical complexities in exchange
for minute performance improvements. The resulting camera requires
extremely critical mechanical, optical electrical and electronic
adjustments to achieve top per?.ox..ance. It requires careful environmental
control (helium atmosphere at one third sea level pressure). It will
require external vacuum. pumps or ion exchangers to maintain the vacuum
window. It takes about eight hours to thread the film through the trans-
port. The V/H is voltage and frequency sensitive. Dust and dirt
constitute a major hazard not only to the film but to the camera mechanism.
as well.
2. The initial test flight conducted in a C-123 aircraft at Norwalk,
Connecticut produced surprisingly good results, considering the circum-
stances under which it was accomplished.
The camera was loaded and ready then held on the ground by
rain for 54 hours before the test.
The aft lens was misaligned.
The scanner drive was not within specification.
The roll and pitch stabilizer had a bad bearing.
The slits were dirty.
The capping shutter had a phasing error.
The V/H sensor was inoperative.
The forward unit flash for the data chamber was inoperative.
3. 1A test flight conducted on 12 October gave satisfactory performance
of all subsystems through a five hour mission exposing 4000 feet of film.
4. The over-all system,, although quite complex, balances the con-
tributing degradations of film, lens, stabilization IIC, vibration and
windows to the extent the cumulative distortions will permit ground
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resolution of one foot at 80,000 feet altitude.
1. The Type I A system has completed its test flights in the
C-123 and will be moved to system l has
the week ending 20 October.
2. Vibration tests and system check out will be conducted in the
number two aircraft followed by flight tests at reduced altitude and
airspeed in the number three aircraft. Flight tests at rated
performance are scheduled through the third week in February.
3. Type I B is almost identical with Type I A. The primary optics
are not quite as good in the first unit but the mirrors are slightly
better. This system will be completely assembled and ready for in-
house test by 1 January. Flight tests are scheduled from 1 March through
June.
4. System I C"will incorporate improvements indicated by full
system area tests of Type I :A with particular reference to V/H sub-
system - automatic lock on, shuttle structure, optical bench and platform
isolators natural frequency. Flight tests of this system are scheduled
for August 1963. The contractor has been authorized to proceed with the
lens for the fourth system.
II. Eastman Kodak Type II A
A. Design Philosophy
1. To construct a camera having high reliability, wide angular
coverage, as long a focal length as possible within the restrictions of
weight, installation space and mechanical considerations. State of the
art techniques were employed throughout so that time consuming research
and development efforts did not interfere with the delivery schedule. A
balanced system was developed in which no one component was outstandingly
superior to other components. The simplest system concepts that would
produce the desired ground resolution of 1 1/4 feet were employed.
B. Evaluation
1. Since the principle effort on the initial unit was placed on
completing the system in a short time and getting flight tests accomplished
from which engineering data could be obtained for improving the second
package, it is not valid to assume that the results of these tests are
typical. However, the system did demonstrate good reliability in a series
of eighteen flight tests in which only 250 exposures were lost due to
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malfunction out of 102,470 taken. The ground resolution demonstrated
in these tests was on the order of 1 1/2 to 2 feet from an altitude
of 65 to 70,000 feet. These tests, conducted in the U-2 aircraft, at
a much slower speed and a different thermal environment, are not
necessarily representative of the kind of results that may be expected
from the OXCIiRT. As may be seen in Table I, the 21" f/4 lens provides
a slightly larger scale than the 18" f/3.8 of Perkin- lmer, although
it is somewhat less efficient at light gathering. The width of
coverage is about seven riles less than the Perkin-Elmer camera, but it
covers about 64,400 square miles more during a mission due to the
81400 feet of film employed as against Perkin xlmervs 5000 feet.
1. Flight tests of the flying breadboard model have been completed
in the U-2 and the package has been converted to Type II A for
installation in the A-12. Tests in the number three vehicle will be
conducted in October and IToveinber. Type II B is scheduled for shipment
for test January 31, 1963. Type II C is scheduled for shipment
Kay 31, 1963.
25X1 2. The 0 subcontract for a V/H system is due for delivery to
Eastman Kodak on 25 January 1963 and v,x-11 be going into field tests 1
February 1963. This backup system is the heart of the control mechanism
for both the Eastman and the Perkin Ulmer systems. It was ordered to
ensure a useable equipment in the event that the Perkin Elmer V/H was
not successful.
III. Dynametrics Type III A
A. Design Philosophy
1. To convert a 'B'' type camera to a configuration that could be
used in the OXCART vehicle at the altitudes, airspeeds and environmental
conditions required. Originally it was intended that two such con-
versions would be undertaken; however, the shortage of "Bt` cameras and
the apparent success of the Type I and Type II systems made this
unnecessary.
2. The modifications accomplished included onlye those necessary to
adapt the unit to the new vehicle thus preserving
reliability of the '"B'? camera. Thermal effects on film, focus and
windows were considered. 4I new prograr.-er was built and a change was made
in the II-ID to accommodate the 1 1/1;. second indexing time.
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3. A five window hatch was built employing vacuum windows. The
camera bay is pressurized at 5 psi.
1. The 36" f/10 lens delivers 55 lines/min on axis at 25% contrast.
It is expected that 50;' of the photos will have better than 30 lines/rim
or a ground resolution of 3 to 4 feet. This system has the advantage
of a longer focal length but the slow speed lens f/10 makes it incapable
of using the higher resolution film S0-132 which has an exposure index
of only 1.6 compared to 64 of the faster but ;rainier 0-11-8402
currently being used..
2. This limitation is serious in view of the higher speed aircraft.
3. The necessity for rapidly moving the camera from one window position
to the next and indexing it requires particular attention to smoothness
of operation and vibration damping.
4. The physical limitation imposed by the new environment indicate
that ground resolution ?:x.11 be on the order of 20;' less than the standard
t;3s2 camera in the U-2.
1. Plight tests of the T ;rpe III camera are currently being undertaken
25X1 at I During the early 'light test phase it was learned that the
lens contained radial and tangential distortion. A substitute lens was
provided for the flight test program and the bad lens returned to Perkin-
:imer for rework.
IV. Accessory Equipment for OXCART
1. Astro Compass and i=ap Projector
A mock-up of the map projector and astro compass has been con leted
and was examined for design approval by the writer and on
17 October at Cambridge, 1,assachusetts. Essentially this unit consists of
a periscope that permits either viol.-Ting of the ground or viewing a
projected map of the flight path.
2. 1-iap Destruct System
a. 11a''er soluble paper in 1;.21. x 58" sheets, quantity 500, has been
ordered and delivered to ACIC for map production.
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b. A map case has been built by Lockheed and delivered here for
suitability tests using the crater soluble paper. The system employs
a valved water inlet from a. tank in back of the driver, that upon
command will fill the map case with water and destroy the maps.
3? Tape Recorder
TSD has
provided one terminal set of an experimental pocket tape
recorder that includes two units. One will be sent to Lockheed or
Edwards AFD for field evaluation and one will be sent to CBS for rework.
The rework involves a destruct system, a G switch and a remote
momentary "On:" switch.
4. Airborne Iiission Data Recorder
All interfaces between ierkin-.llmer, >astman Kodak and Minneapolis-
Honeyrell have been resolved. 1-4H is building the engineering model.
NPIC is satisfied that the data the, Trill receive will meet their
programming needs. Unresolved is whether or not 1.1-H is producing the
punched paper tape reproducer and verifier.
V. Other Areas Of Interest
A. Non-silver ~'hoto'ahic i ateri als
1? I I are producing under a ti1ADC
contract, c printing speed material for use in the
angstrom range and a ro ection y hrom to 4000
p j printing material with panchromatic
sensitivity in the 3500 to 7000 angstrom range, both materials have
resolution capabilities of 500 to 1000 lines,,. The image is visible
immediately and is fixed by passing it through a 100?C environment.
Several advantages are evident in this type of photopolymerization process:
(a) Higher resolution in taking material; (b) higher resolution in re-
production of negatives, positives or prints; (c) dry processing (no
chemical solutions or at most a single monobath); (d) color positives for
photographic interpretation. The sin? le apparent drawback is lack of
speed although is confident that speeds of ASA 2 or 3 can be
achieved.
B. Lasers (Light amplification by stimulated emission of radiation)
1. A recent presentations byl on this subject indicated
a level of capability in several areas that are of interest to our space
and airborne reconnaissance efforts.
2. Indications are that with present demonstrable equipment a V/H
sensor and a vertical reference sensor can be produced gLving better
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performance than equipment that is currently being employed.
3. In a discussion irithl program coordinator of
on 5 October, I asked him to specifically inquire of his
eloper s what accuracies they could guarantee for shaft angle measurement
in roll, pitch and yaw as well as real time accuracies for navigation
use. A recent call from informs us that they have worked
on the problem and brill be ready to talk after 1 IIovember.
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C. Mirror Optics
25X1 1. I
New York, has
two systems o interest.
25X1 a. Al
oncentric mirror meniscus system zrith a cone lens
that gives a large field, high resolution, long focal length, and
light weight. I asked about a 100'" focal length, 50 lines/mm
resolution, 9 x 9 format, 20? angle at 31 or less length and 40
pounds of weight. They will corn back rrith their approach.
25
Development Divisio
OSA-DD/R
Distribution :
l-JD/OSA
2-J/OSA
3-OD/OSA
4-SB/oSA
5-CD/OSA
6-C/DD/OSA
7-RB/OSA
8-DD (Chrono)
DD/OSA/LLT:rel
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