Document Type: 
Document Number (FOIA) /ESDN (CREST): 
Release Decision: 
Original Classification: 
Document Page Count: 
Document Creation Date: 
December 15, 2016
Document Release Date: 
December 1, 2003
Sequence Number: 
Case Number: 
Publication Date: 
December 31, 1966
Content Type: 
PDF icon CIA-RDP71B00263R000200140012-0.pdf578.86 KB
25X1 25X1 25X1 pd-For Relepgp 2Q; 18 : CIA-RDP71 RF A- A- 0012-0 Tab Section 1 25X1 NRO DECLASSIFICATION/RELEASE OXCART INSTRUCTIONS ON FILE DEVELOPMENT SUN~'IMARY AND PROGRESS (1 October 1966 - 31 December 1966) I , AIRFRAME A. Aircraft 127 made its first flight on 11 October after service bulletin modifications were completed. On 18 October, aircraft 127 flew a seven hour, forty minute mission which represented the longest A-12 flight to date. The old record was held by aircraft 129 which had flown a seven hour, thirty-five minute flight on 12 October 1966. B. A meeting was held at Project Headquarters' of the Headquarters' members of the OXCART Aircraft Configuration and Flight Test Control Board. The purpose of this meeting was to review completed staff ac ns resulting from the CCB meeting held on 22 September 1966 C, On 21 December 1966, aircraft 121 flew a six hour and nine minute mission of which three hours and thirty minutes were spent at or above Mach 3.2. The flight consisted of two in-flight refuelings and preliminary reduction of data indicates one leg of the mission covered a distance of 3067 nautical miles. 25X1A6A 25X1A6A B. Detachment airc measure for approximately ten days in November due to an un- defined contaminant being discovered in the fuel tanks of several aircraft. The contaminant was later attributed to be a chemical derivative of improperly cured fuel tank sealant material, Laboratory tests determined that the contaminant was insoluble in the fuel over the temperature range that the fuel c:ncouiotors during; operations, As a result, the foreign partic;le;, when they occurred in the tank, would be screened out of ttti4~ system by the aircraft and engine fuel filtering II. PROPULSION i is Curren : sed (523-E) fuel specification A, FL,cl conforming to the rev '.. ~ ly being received The new fuel should eliminate the contamination problem, w ich in the past has affected certain engine fuel system components. By flushing aircraft fuel systems and through a program of monitoring newly installed fuel system components recently received from over- haul verification, it was established that the fuel contaminant accumulation problem had been eliminated. raft were grounded as a precautionary system I TOP 6EUKE1 Approved For Release 2003/12/18 : CIA-RDP71 B00 25X1 25X1. Approved Fq r-Release /13 A-RDP71 B00263R000200140012-0 Tab A Section 1 Page 2 C. On 25 October, following the sixth failure of a Hamilton Standard, Engine Main Fuel Control TT2 Sensor (compressor inlet temperature), all articles were grounded until the problem could be resolved. As an interim solution the sensor of the design, which had been failing, was re- placed by an earlier design which is currently used as the Afterburner Fuel Control TT2 Sensor. The older sensor has a more rugged design than the later model but a slower response rate. It is expected that the Afterburner Fuel Control TT2 Sensor will provide adequate main fuel control with the possible exception that the pilot will have to perform more hand trimming of the EGT (exhaust gas temperature). D. Procurement was initiated during October for two new TT2 Sensor designs for the main fuel control from Hamilton Standard, Sensors reflecting these changes were being received at the end of November. In the interim, fourteen spare after- burner control type sensors were available and installed on engines, In addition, there were a total of nine YJ engines on hand equipped with Bendix Main fuel controls which utilize 25X1A6Aa different style TT2 sensor. Seven of these engines were broue?ht u to BLACKSHIELD configuration on an expedited basis E. As a result of the recent failures, a flight test program was conducted during November, using aircraft 127, to evaluate the various designs of Main Engine Fuel Control. TT2 (compressor inlet temperature) sensors. Test sensors were strain gaged in an attempt to determine if any particular condition of flight produced stresses which might affect their structural integrity. Flight data included EGT, engine RPM and TT2 in order to determine the response rate and accuracy of EGT and RPM scheduling of main fuel controls in combination with the various TT2 sensors, At this writing the test data has not been completely analyzed. Evaluated results still appear to be in agreement with an earlier analysis, i.e., the center strut, three loop sensor design appears to represent the most favorable combination of temperature response rate 25X1A6A and structural inte rity. Ten units of this design had been received at the end of November with further deliveries scheduled at a rate of three to four units per week. F. Several range extension test flights were conducted during November using flight test aircraft 121. The major propulsion system modification incorporated on these flights involved an improved seal system for the "basket" assembly, which constitutes the forward bypass bleed door system. 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 25X1 Approved Fo --Release 2Dm-V112nj 1-RDP71 B00263R000200140012-0 F7 Tab A Section 1 Page 3 Carefully fitted U-shaped stainless steel seals were utilized in lieu of the standard Viton seals in this area. Preliminary results of these tests indicate that inlet leakage air has been reduced from 8`/0 to 3`Jo of the air entering the inlet. The early re?iilts indicated an inlet recovery of approximately 76.5'1,', which was reduced somewhat due to the inlet forward bypass doors being open an average of .3 inches. A planned revision of the forward door position/pressure schedule, to insure that the forward doors are closed at Cruise Mach numbers, with the improved seals could potentially raise the inlet recovery to approximate the design matched inlet recovery value of 80%, G. Some complaints have been registered by pilots as a result of the two engines having different afterburner fuel flow schedules. 1. The effect is it right to loft engine thrust mismaicli over the acceleration speed range when the engine bypass bleed doors open to Cruise Mach number, This condition results when one engine incorporates a so called "Y" or reset schedule of WF/PB versus TT2 (ratio of afterburner fuel flow to main burner pressure versus compressor inlet temperature) in the afterburner fuel control and the other engine incorporates a "J" or non-reset schedule. This discrepancy results from a difference in design concept of required afterburner fuel flow schedules at the time the Y and J afterburner fuel controls were designed. The maximum resulting left to right hand fuel flow and thrust differences during acceieration.,appear to be 5800 pounds per hour and 750 pounds respectively. Y and J afterburner fuel flow schedules are identical at cruise. 2, A cam change is required to change an afterburner control from a Y to a J schedule and at least seventeen afterburner fuel controls have been so modified to date. A conversion rate of 4 to 5 controls per;month will keep the Hamilton Standard facility at full capacity. Hence- forth insofar as is possible, engines will be installed 25X1A6A at with matched left and right hand afterburner fuel flow schedules. 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 elease qa3 1?S/~~ J) -RDP71B00263R000200140012-0 I I Tab A Section 1 Page 4 H. Engine Management Report 1, During the period 1 October thru 31 December 1966: Average No. of engines installed 15 Average No. of engines in field maintenance 23 Average No. of engines in overhaul (East Hartford) 7 Average No, of ready spares 8 Engines sent to overhaul (East Hartford) 8 Engines received from overhaul 6 Engines installed 16 Engines in field maintenance 19 Engines in overhaul (East Hartford) 8 Spares 10 Projections from 1 January thru 31 March 1966: Engines to overhaul or repair Engines from overhaul, modification, or repair 2. Turn around time for engines returned from overhaul at East Hartford for October, November and December averaged 70 days. One (1) engine was sent to overhaul during this period for foreign object damage. 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 Approved For Re TOP SECRET ease 2003/12/18: CIA-RDP71 130026W0002_ Tab Section 1 Page 5 C. Thirty-three (33) photo configuration sorties were flown during this quarter. Type No. of Flights I Eighteen (18) Successful II Six (6) Successful IV Six (6) Successful Three (3) *Unsatisfactory *Ono shuffle roller malfunction (20 min oper) One V/H sensor malfunction (9 min oper) One 400 cycle relay malfunction (10 min oper) 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 Approved For ~elease 20MV/ > Cfi RDP71 B002631000200140012-0 a A Section 1 Page 6 IV0 AIRCRAFT FLIGHT TEST SUMMARY (OCTOBER NOVEMBER DECEMBER) Acft No. Flights Time Total Total Flights Time 121 1 122 5 30:31 2 61 289 :34 123 1 57 169 :39 124 78 136 :10 4 0 71:25 5 40 953 :35 125 1 126 4 30:50 2 03 334 :50 127 1 04 169 :16 1 2 30:30 1 85 320 :00 128 9 21:45 1 65 306 :55 129 12 32:05 1 88 245 54 130 12 28:55 1 52 268 : :28 131 11 23:10 10 1 165 :55 132 10 133 20:55 13 1 219 :57 9 8 :17 135 290:06 227 4 3588 :30 TOP SECRET 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 BOQ263R000200140012-0 25X1 25X1A6A 25X1 25X1 Approved For R iV1 wl+.+v au+ lease 2003/12/18: CIA-RDP71 B0026 8000200140012- 25X1 Lab A Section 2 OXCART OPERATIONAL SUMMARY AND PROGRESS (1 October 1966 - 31 December 1966) I. EMERGENCY CAPABILITY (SKYLARK): A. A SKYLARK type MPX was conducted 25-26 October 1966. This was an In-House MPX between Flight Planners at Headquarters Message exchange was limited to a Mission Alert Message, Mission Plan Messages, and a Camera Programming Message. Canned SKYLARK departure and withdrawal routes were used with the penetration route plannqd to cover the maximum land mass. This route will be retained as a possible canned 25X1A6A d i . se mission until such time as the SKYLAR A/R areas are rev II. CONTINGENCY PLANNING - FAR EAST A. No change. III. SUPER MAIDEN published and distributed on 20 October 1966. B. Super Maiden - No change. IV. FORWARD BASE EXERCISE: DEPLOYMENT PLANS: A A revised Operations Plan 51-66 1. A quarterly Forward Base Exercise (FBX-03) was conducted at this base during the period 11 through 14 October 1966, The purpose of FBX-03 was to exercise forward base facilities and perform flushing/fueling of a KC-135, 2. Critique comments from all participants subsequent to the exercise termination were favorable. B. Kadena AB, Okinawa 1. A Forward Base Exercise was conducted from this base during the week of 14 November 1966. The purpose of this FBX was to exercise all procedures required to 25X1A2G fly al operational mission.' TOP SECRET 25X1 25X1A2G 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 25X1 Approved or elease 2003/12/18 : CIA-RDP71 B00263R000200140012-0 TOP SECRET I Tab A Section 2 Page 2 Notification procedures through JCS/JRC to CINCPAC, radar suppression and air space blocking in all areas of operation and weather scout procedures were exercised and found to be adequate. In addition, Detachment, host base and supporting commands were exercised. 25X1A6A 2. During December, Project Headquarters conducted an in-house critique of the above FBX. JCS(JRC) critique of this exercise was conducted on 15 December covering items received from the supporting commands. The FBX was highly successful and no problem areas were encountered during the exercise which would preclude operational missions being flown from this base. V. A-12 DIVERSION (HEAVY LOSS): A. On 19 October, aircraft 125 experienced a rise in EGT followed by numerous compressor stalls requiring the pilot to shut down number two engine. The aircraft diverted to Kirtland AFB, New Mexico, and landed without incident at 1834Zo 2 October with an F-101 U.Lying chase". The flight was completed without incident. B. Pre-packed recovery kits and support personnel were flown to Kirtland aboard C-130 and F-27 aircraft. An Security representative and a Maintenance Supervisor arrive a Kirtland 19 October/2100Z, to monitor the secure handling and guarding of the A-12 and pilot. A Beale AFB, KC-135 tanker arrived,, at Kirtland with PF-lA fuel on 20 October/ 2200Z0 The A-12 "buddied' with the KC-135 on 2 25X1A6A 25X1 25X1A6A 25X1A6A A. Six Project pilots are currently operationally ready. Bo Two newly assigned Project pilots are presently in training for operationally ready status; estimated operationally ready date,.l July 1967. VII0 A-12 AIRCRAFT: VI. PROJECT PILOT INVENTORY: 25X1A6A A. Ten aircraft are assigned lof which eight are assigned to the Detachment and two to the Flight Test Center. Aircraft 124 is a J-75 equipped, dual seat trainer, all other aircraft are J-58 equipped. TOP SECRET 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 TOP SECCIA RDP71 80026 Approved For elease 2003/12/18: C~ r%VVVzVV - a Section 2 Page 3 VIII. PLANNING CONFERENCE: USE OF A-12 SPARE AIRCRAFT 25X1 25X1A6A A. A planning conference was held on 13 December with representatives from Project Headquarters, 25X1 SAC/Beale AFB in attendance. During this conference, procedures were agreed upon and developed outlining the use of a spare A-12 aircraft for BLACKSHIELD operational missions. Essentially, two A-12's will be generated for two separate take-off times; a primary at "H" hour, and a back-up or spare at H + 1 hour. Each take-off time will have a maximum launch delay of fifteen minutes. IX. FLIGHT TEST: SUPER CONTINENTAL A. Lockheed flew the flight test aircraft 121 on the SUPER CONTINENTAL route, on 21 December, The aircraft was equipped with K-34 engines. Total distance from take-off to landing was 8713 N.M. with a maximum unrefueled distance of 3048 N.M. A new high of three hours and thirty minutes over Mach 3,2 was established during this flight. X. PERFORMANCE STATISTICS A. Maximum speed (Article 125, Flight No. 105, 8 May 1965) . . . . . . . . . . . . . . . . 3 , 29 Mach B. Maximum take-off gross weight (Article 129, Flight No, 105, 8 May 1965) . . , , o , , . . 123,750 lbs. C. Maximum altitude (Article 129, Flight No. 138, 14 August 1965) o , , . . . . . , , . , , 902000 ft. D. Maximum endurance subsonic/supersonic (Article 127, Flight No. 175, 18 October 1966). . . 7:40 (4 A/R) E. Maximum endurance - subsonic only(Article 129, Flight No, 139, 19 August 1965). . . . . . 5:50 (1 A/R) F. Maximum sustained time at/above 3,0 (Article 129, Flight No, 130, 22 July 1965) . . . . 1:17 G. Maximum sustained time at/above 3.2 (Article 121) Flight No, 261, 21 December 1966) , . 3:30 H. Maximum cumulative time at/above 3.0 (Article 130) Flight No. 54, 12 November'1965) . . 3:50 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 Approved or elease 200-MI3/1?26*kFDP71 600263'000200140012-0 a Section 2 Page 4 I. Assigned Detachment pilots. . . . . . . . . . 8 Average A-12 time operationally ready Detachment pilots . . . . . . . . . . . . . 353 hours K. Detachment pilots Mach 3.2 qualified. . . . . 6 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R0.00200140012-0 Approved For Re! ease 2003"1 %:1 J DP71 B00263R000200140012-0 IDEALIST DEVELOPMENT SUMMARY AND PROGRESS (1 October 1966 - 31 December 1966) 1. U-2R AIRCRAFT: A. The initial U-2R Development Progress Report from Lockheed stated that work is proceeding according to schedule. B. A U-2R Cockpit Mock-up Review meeting was held at Lockheed Aircraft, Burbank, California, on 29 and 30 November. In addition to a detailed cockpit critique by pilots in full pressure suits; the model specifications, spares support and the baseline configuration with respect to EWS, sensors and Com-Nav equipment were reviewed. At this time, no specific problem areas could be identified and the program is proceeding. on schedule. C. A U-2R baseline configuration paper is being prepared for submission to D/NRO, TOP SECRET 25X1 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 25X1 Approved For Re 1ease 2003/12/18: CIA-RDP71 80026 000200140012-0 a b 13 Section 2 IDEALIST OPERATIONAL SUMMARY AND PROGRESS (1 October 1966 - 31 December 1966) 25X1 C8A 25X1 A. There were no Agency U-2 overflights during the month of October. Operations at the Detachment were curtailed on 17 October due to President Johnson's Far East trip and the Manila Conference. B. One Agency U-2 overflight (Mission C-276C) was made 25X1C8A on 26 November 1966. Mission C-196C was alerted for 3 November but was cancelled for lack of Mission C-206C 25X1C8A was alerted for 23 November but was cancelled due to desiring postponement to a later date and ultimately due to weather. 25X1C8A C. There were no Agency U-2 overflight missions during December 1966. Mission C-226C was alerted for 2 December but was disapproved 0 due to lack of an urgent requirement. Mission C-236C was alerted for 21 December and cancelled on 25X1C8A 22 I)(v 'mhor fui? lack of Mission C-246C was alot.Loci fur 21) I)ocoml)c'r and wa:: cancelled for dual reasons, 25X1C8A lack of and ultimately weather. Deployment to for training was attempted on 4 December but was 25X1C8A disapproved 25X1C8A 25X1A2G D. Training 25X1 C8A 1. I Icompleted training at Edwards AFB on 25X1A2G 6 October and returned for local upgrading. 2. reverted to CAT III status on 25X1A2G 25 November. No new ETOF has been predicted for him since present plans call for additional ground and flight training in the U-2. 25X1A2G 3. I Ihave completed T-33 and U-3 training. U- flight training is 33% completed. E. After successfully completing the flight test program 25X1A2G at Edwards, the "H" camera was deployedl in December. Since its arrival there, five training/test missions have been flown, and it is expected the camera will be operationally ready on 1 January 1967. 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 25X1 Approved For Re! 25X1A2G 25X1A6A F. Five flight tests for Project were flown during this quarter. Fuel data obtained on the first December flight compared very favorably with the October results. Ballistic data collected on the third and fifth sorties will be used to compute valid drop information. G. Article 373, a "C" model equipped with the 13B engine, is scheduled to deploy from Edwards AFB, California, to ease 2003W8 Afq t P71B00263R000200140012-0 Tab Section 2 Page 2 on 10 January 1967. 25X1A2G A. Project flight tests were successfully performed during October with targets covered as scheduled. 25X1 B. The APN-153/ASN-66 Doppler Navigation System tests 25X1A2G were conducted in conjunction with the flight tests. Four systems have been contracted for with the first system delivery scheduled for January 1967. C. The Air Data Computer/Tape Altimeter tests were suspended due to the necessity of having to remove certain portions of the equipment to perform higher priority tests. Completion of the tests are scheduled for January 1967 along with the System 21 installation with Rega Jane recorder. D. Four J-75 (P-2, P-13, P-17, P-19) engines have been converted to J-75-13B engines. Three have been installed, tested and are operating satisfactorily. After conversion the original type P-2, P-13, P-17 and P-19 lose their individual identity and become P-13B engines. This eliminates the problem of shipping type P-17 enginesi 25X1A2G E. Arrangements have been made to procure one specific brand of engine oil for all customers. This will eliminate flushing of engines which is mandatory when different brands of oil are used. F. The aircraft and engine historical records reporting system is in the process of being standardized. This should tighten administrative and maintenance controls on QEC kits and time change items. 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0 Approved Fo Release 2003?28 BECHEIRDP71 BOOr-2631300020014 - 25X1 (1 October 1966 - 31 December 1966) I. No change. 25X1 Approved For Release 2003/12/18 : CIA-RDP71 B00263R000200140012-0