REFUELED MISSION PERFORMANCE SUMMARY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP74B00752R000100150001-9
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 42
• Document Creation Date: December 22, 2016
• Document Release Date: December 13, 2010
• Sequence Number: 1
• Publication Date: March 24, 1959
• Content Type: REPORT

Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
R
Next 1 Page(s) In Document Denied
Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
STAT
Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
A-11 ?
REFILED MISSION
MAXIMUM RANGE
JP-150
Return Cruise
Weight
Lbs.
93,950
86,050
41,100
Fuel
Used
Dist.
Lbs.
7900
44,950
Non.
120
455o
Climb 35,000 to 80,000 ft.
Cruise at 80,000 to 90,000 ft. at M m 3.2
Descend to 35,000 ft.
700
100
Reserves
40,400
Loiter 1/2 Hr. at 35,000 ft.
1800
Land with 1/2 Hr. Reserve
38,600
1800
0
ZFW
36,800
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CIA-RDP74B00752R000100150001-9
3
2
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MODEL. CCMPARISON WIM 2,000 RAI! RADIUS
MODEL
Engine
Fuel
Wing Area (sq.ft.)
Aspect Ratio
Taper Ratio
Fuse Dia (in)
Fuse Length (ft)
LID
_Weights
Zero Fuel (lbs)
Total Pixel
Take-Off
Take-Off Fuel
Begin Climb
Climb Awl
Begin Cruise
Target Wt.
End Cruise
Reserve Fuel
Altitudes
A-10 A-11 A-1.1
J-93-3 J-58 J-58
JP REF & JP JP
1400 1600 1600
1.5 2.0 2.0
.123 0
6o 63.5 63.5
105 103 103
6.5 6.3 6.3
33,300 36,800 36,800
52,700 48,000 55,33o
8t,000 84,800 92,130
al000 1,700 1,930
84,000 83,100 90,200
12,400 9,000 9,700
71,600 74,100 8o,500
51,700 54,500 57,000
35,300 38,600 38,600
2,000 1,800 1,800
A-11A
& JP
1400
2.0
0
63.5
103
6.3
33,400
46,00o
79,400
1, Goo
77,800
9,200
68,600
50,100
35,000
1, Goo
A-11A
J-93-3
JP
1400
2.0
0
63.5
103
6.3
33,400
52,540
85,940
1,790
84,15o
9,950
74,200
52,200
35,000
1,600
Climb Dist.
350
220
220
250
250
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STAT
Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
.%eiked aireraitWerfrration
CALIFORNPA DIVISION
SP114 - Appendix
I March 24. 1959
2.-
11011111 A-11A
TITLI
PROF'OSAL - A-11 APPRICIIX
IIIIPAIIID
Approved
II VISIONS
OATS
Clarence L. 7ohnecirs'
Vice President
Advanced Development Projects
APPICTIO
STAT
STAT
IOW 40261
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,
16(.1hird AIRCRAFT CORPORATION
A-11
APPENDIX
TABLE OF CONTENTS
CALIFORNIA DIVISION
Section
?
Summary
General Description II
Performance III
Structural Description IV
Cockpit Environment (See Main Report A-11)
Fuel System (See Main Report A-11)
Thermodynamics VII
Miscellaneous Systems (See Main Report A-11)
Alternate Fuel IX
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AIRCRAFT CORPORATION
A-11A 5LI4MARY
Page I-1
CALIFORNIA DIVISION
The A-11A airplane presented in this appendix is proposed ONLY in
the event that the more suitable Pratt & Whitney J-58 engines Should be
unavailable for use in the A-11 airplane. The General Electric J-93
engine is the only other potentially available engine in this speed and
altitude regime. While not as outstanding as the J-581 the J-93 never-
theless can be used in the design of a vehicle with quite respectable
performance.
The A-11A airplane is designed around two (2) General Electric J-93
afterburning engines using REF type fuel in the afterburners and JP-150 in
the engines. The fuel load is approximately 65% HEY and 35% JP-150. Below
10,000 feet no HEF fuel is burned in order to avoid undesirable smoke and
contamination.
The airplane has a 2,000 n.mi. mission radius at Mach 3.2 and crosses
the target at
feet as shown in Figure 1 in the "Performance" section
of this Appendix. This target altitude is 3,300 feet lower than for the
J-58 powered airplane as shown in Figure 1 in the "Performance" section of
the main Report.
STAT
The configuration is as shown in Figure 1 in the "General Description"
section of this Appendix. This configuration is essentially the same as
for the A-11 airplane except that it is scaled down, es practical, so as to
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
,/whirelie4 AIRCRAFT CORPORATION
A-L1A SUMMARY
Page 1-2
CALIFORNIA DIVISION
be compatible with the smaller J-93 engines. However, the fuselage
diameter is not scaled down since the space provisions for the pilot
and payload is considered to be a practical minimum on the A-11 airplane.
In the "Alternate Fuel" section of this Appendix it is shown that
the A-11A airplane can use JP-150 entirely and accomplish the same 2,000
n.mi. mission radius at approximately 1500 feet less altitude at start
of cruise and reaching
feet over target. This altitude performance SI-AT
with JP-150 fuel is 300 feet less over target than the A-10 airplane pre-
sented in February 1959. The A-11A airplane, using only JP-150, isessentially
the same. as the A-10 airplane. However, the fuselage of the A-11A airplane
is 3 1/2" larger in diameter than the fuselage of the A-10, resulting in
a slightly lower lift/drag ratio for the A-11A airplane.
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
Page I/-1
AIRCRAFT CORPORATION
A-11A GENERAL DESCRIPTION
CALIFORNIA DIVISION
The A-11A airplane is a very high altitude Mach 3.2 reconnaisance
vehicle designed to perform the same mission as the A-111 but at slightly
lower altitudes, using J-93 engines.
The configuration is identical to the A-11, except that wing area is
decreased by 200 sq.ft. and fuselage length reduced slightly. Military
equipment bay, pilot's compartment and airplane equipment provisions are
dimensionally identical to the A-11 airplane.
Structural arrangement and airplane systems are also the same as
proposed for the A-11. The lighter and lower thrust J-93 engines result
in a lighter airplane, as summarized below.
Weight Empty
32,415
Oxygen, Oil, Unusable Fuel
200
Pilot
285
Payload
500
Zero Fuel Weight
33,400 lbs.
Fuselage Fuel
32,000
Wing Fuel
_111,2222
Take-off Weight
79,400 lbs.
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?
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Page III-1
_1(.(?are/ AIRCRAFT CORPORATION
PERFORMANCE
CALIFORN:A OIVISION
The A-11A configuration is capable of 2,000 n.mi. radius mission
cruising at Mach 3.2 at altitudes from 85,000 feet to
feet. The
mission is summarized on Figure 1 and a distance-weight profile is shown
on Figure 2. Airplane performance is summarized on Figure 3.
The mission comprises a full power take-off, climb and cruise. Fuel
allowance for take-off and acceleration to climb speed is one minute at
full power.
The climb performance is shown on Figure 4. The sea level rate of
climb is 22,650 feet per minute and decreases with altitude to about 2,500
feet per minute at 74,000 feet. This part of the climb is made at a con-
stant EAS of 400 Knots and an increasing true speed. Consequently a large
part of the excess thrust is required for acceleration. Above 74,000 feet
the climb is made at a constant NAch 3.2 and all of the excess thrust is
available for climb. At 74,000 feet the rate of climb increases to 19,000
feet per minute and thereafter decreases rapidly to zero at 85,000 feet,
the start of cruise. The climb uses 9,200 pounds of fuel, covers 250 n.mi.,
and requires 12.82 minutes.
STAT
The climbing cruise is made at maximum power at Mach 3.2. The cruise
time is 2.08 hours including a 180 degree turn at the target point 2,000 .n.mi.
from take-off at an altitude of 91,000 feet. The end of cruise is at 95,000
feet over the base at Mach 3.2. An actual mission would include an idle
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Page 111-2
/6(7///tria AIRCRAFT CORPORATION
PERFORMANCE (cont.)
CALM)RNIA DIVIS:ON
power descent starting 150 to 200 n.ml. from the base and would use less
fuel than continuing the cruise to the base at altitude. A reserve allow-
ance is included for a single engine 30-minute loiter at subsonic speeds
at 35,000 feet altitude.
The take-off and the landing ground roll are 2,600 and 2,800 feet
respectively. Speeds required for take-off and landing are based on an
angle of attack of 11 degrees, which is the clearance angle with the main
gear struts compressed. This provides an adequate ground clearance margin
over the 15.5 degrees provided with the gear struts extended. Single engine
:7\
. safety during take-off is excellent since the total airplane drag is less
than 20,000 pounds including dead engine and trim drag and the operating
engine provides about 27,000 pounds of thrust. Single engine performance
during landing is, of course, better due to the reduced weight.
1,00,1k",,41
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Sanitized Copy Approved forRelease2010/12/13 : CIA-RDP74B00752R000100150001-9 ,
e iii
A-11A MISSION SUMMARY
Fuel
Lbs.
Dist.
N.Miles
Figure 1
Alt.
Ft.
(Two G.E. J93.5 Engines)
Weight
Lbs.
T.O.
79,400
1,600
0
S.L.
Climb
77,800
9,200
250
S.L.
Cruise Out
68,600
18,5oo
rp750
85,0oo
Target
50l100
9,000
Cruise Back
50p100
15,100
2,000
95,000
Reserve (30 min.)
35,000
1,600
35,000
Mftfl
33,400
Radius 2,000 n.mi. (180?turn at target)
46s000 Lbs. Total
(30,000 lbs. REF used in afterburner,
16,000 lbs. JP150 used in primary)
LOITER
30 min.
35,000'
END CRUISE
74,000'4\
BEGIN CRUISE
85,000'
Radius
2,000 MAI.
STAT
TARGE1.
STAT
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
Page 111-5
Jr,(117( AIRCRAFT CORPORATION
A-11A PERFORMANCE SUMMARY
Figure 3
CALIfORNIA DIVtSON
Radius
Take-Off
2,000 n.mi.
Weight (lbs.)
79,400
Speed (Kts)
191
Take-off Ground Roll (Feet)
2,600
Rate of Climb at S.L. at Wo Kts.(Ft./Min.)
22,050
Cruise
Mach NO.
Speed (Kts)
Altitude (Feet)
Target
Altitude (Feet)
Weight (Lbs.)
Landing
Weight (Lbs.)
Speed (Kts)
Distance (Feet)
tellibra
3.2
1,865
65,000
?
50,100
35,000
127
2,800
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Sanitized Copy Approved for Release 2010/12/13 : CIA-RDP74B00752R000100150001-9
? iv-1
AIRCRAFT CORPORATION
STRUCTURAL DESCRIPTION
CALIFOPNIA nivisioN
This section covers the significant weight and structural changes
between the A-11 configuration and the A-11A. Section IV of the main
report gives a detailed coverage of the weight and structure of the A-11.
The A-11A has smaller wing and tail, and ;93 engines replace the J58
engines; these are the essential differences in the two configurations.
A weight of 4,990 lb. each is used for the J93 engine, this includes
HEF provisions and self contained oil and starter systems. The weight
summary is given on the following page and the center of gravity envelope
is shown on Figure 1.
The wing structure has been investigated for the external loads given
in Figure 2. The internal loads are not substantially different from
those in the A-11 wing; the same type of wing structure will be used. The
A-11 wing skin gauge is unchanged; this produces slightly higher aileron
reversal speeds for the A-11A. Figure 4 gives design speeds and aileron
reversal speeds. All other loads and speeds are contained in Section IV
of the main report.
IQ 4 .1 5 ILI.
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-92
..//,(Atie/ AIRCRAFT CORPORATION
CALIFOP,NIA
DIVI5IOr4
WEIGHT SLI4MARY
WING
8,160
FIN
1,320
FUSELAGE
14,550
LANDING GEAR
1,900
SURFACE CONTROLS
1,070
NACELLES
1,900
PROPULSION GROUP
3.1,16o
INSTRUKENTS
no
HYTEAULICS
550
=arms
300
ELECTRONICS
425
FURNISH IN3S
150
AIR CONDITIONIM
750
TAIL PARACHUTE
70
WEIGHT EMPTY
32,1415
OXYGEN
4o
OIL
6o
UNUSABLE FUEL
100
PILOT
285
PAYLOAD
500
ZERO FURL WEIGHT
33,1100
FUSELAGE FUEL
32,000
WING F
114000
TAKE-OFT WEIGHT
79,1400
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' Sanitized Copy Approved for Release 2010/12/13 : CIA-RDP74B00752R000100150001-9
. .
CALIFORNIA DIVISION MODEL ALA
REPORT NO.
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c Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
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Sanitized Copy Approved for Release 2010/12/13 : CIA-RDP74B00752R000100150001-9
i AIRCRAFT CORPORATION
A-11A
THERMODYNAMICS
Page VII-1
CALIOPNIA DIVISION
A. POWER PLANT SYSTEM
I. General Description
The General Electric J-93 turbojet engine was used as the powerplant
for the A-11A airplane. This engine VAS considered as the alternate
powerplant since it is the only other powerplant in the speed and alti-
tude range of the A series airplanes which will be available should
the j-58 engine program fail to materialize. The thrust to weight
ratio of the J-93 engine is inferior to J-58 engine at the M = 3.2,
90,000 feet design condition.
Two versions of the j-93 were used in the analysis, the -5 engine
which uses JP-150 fuel in the primary and REF in the afterburner, and
the -3 engine which is an all JP-150 engine.
The engine used in this section is an up-rated J-93 engine. The
turbine inlet temperature has been boosted 100oF in the flight speed
range from M = 0 to X = 2.0. At higher Mach numbers, the turbine
inlet temperature is cut back to the original value.
The -5 and -3 engine performance are based on data presented in
G.E. Bulletins R58401221 and R58AGT452 respectively, modified for
the T.I.T. increase using G.E. curves 4012315-13 and 4012315-11 respect-
ively.
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jr.ra(rit/ AIRCRAFT CORPORATION
A-11A
THERMODYNAMICS
Page VII -2
CA1Ii0RNIA DIVISION
A. POWER PLANT SYSTEM
I. General Description (cont.)
An engine weight of 11.770 lbs. was used for the -3 engine and
4990 lbs. for the -5 engine.
The following are the manufacturer's quoted availability dates
for the 77-93 engine:
-3 engine (all JP-150) PFRT MRT (150 hr.)
Sept. 1960 Sept. 1961
primary
-5 engine (S;21.2
March 1963 Nov. 1963
It should be noted that the -5 (REF) engine availability is
approximately two years later than the proposed airplane flight date.
II. paine Performance
The installed J93-5 and J93-3 engine thrust and fuel flows at
maximum power are presented in Figures 1 and 3 respectively. The
performance is based on the inlet recoveries shown in Figure 4 of the
Thermodynamics Section of Report SP-114. The data are for climb speed
of 400 knots E.A.S. up to 74,000 feet and at M = 3.2 above 74,000 feet.
Also shown are the uprated turbine inlet temperature data from S.L. to
55,000 feet (4 sa 2.0), and at normal turbine inlet temperature above
55,000 feet. Figures 2 and 4 show the variation of SPC with afterburner
power for the -5 and -3 engines respectively.
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? Sanitized Copy Approved for Release 2-61-6/1-21131 .6.1A-115.F3i;f660-7g2k000100150001-9-
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FORM S2713 A
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
Page 31-1
AIRCRAFT CORPORATION
JP-150 MISSION
CALIFORNIA DIVISION
It is of interest to determine the effect upon airplane performance of
using only hydrocarbon fuel. Flight testing of airframe, engine and
equipment and crew training as yell as some tactical missions can be con-
ducted on a more economical basis with the less exotic fuel.
To accomplish the identical mission radius of the,HEF equipped air-
plane requires a fuel load of 52,540 pounds with a take-off weight of
85,940 pounds. These numbers are 6,540 pounds greater than the REF
equipped airplane. However, the basic airframe will accommodate the
greater weight of fuel at the lesser. average density because sufficient
fuselage diameter and length have already been established by payload and
balance considerations.
The increased take-off weight results in a take-off ground run of
3,100 feet. The landing weight is not affected so that the landing
distance remains 2,800 feet. The initial penetration altitude is reduced
1,500 feet and the target altitude is reduced 800 feet, also by virtue of
the increased flight weight. The performance is otherwise unaffected by
the sole use of JP-150 fuel.
It is noted at this point that the use of JP-150 exclusively does not
show up to be as much of a disadvantage as might at first be expected. This
comes about because the fuselage size and length required by payload and
balance requirements can hold more fuel than is compatible with attaining
fd,M.0,67,41
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
Page IX-2
AIRCRAFT CORPORATION
JP-150 MISSION (cont.)
CALIFORNIA DIVISION
the highest possible altitude at a 2,000 noni. radius using the OF fuel
combination. It therefore appears that the basic airplane (Ref. Figure 1
in "Performance Section") could be overloaded with an REF fuel combination
of 52,540 lbs. With this overload of fuel the mission radius will improve
to approximately 2,250 noni. with about the same altitude profile as
attained with JP-150 fuel alone.
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STAT
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R
Next 1 Page(s) In Document Denied
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290?
70?
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EQUIPMENT NOTES
180'
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MISC.:
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Polar Chart No. 127D
SCIENIIFIC-ATLANTA, INC.
ATLAN1A, GLORGIA
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FULL SCALE FREQ.
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DETAILS:
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300?
60?
Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
ISOURCE:
1 MISC.:
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SCIENTIFICATLANTA, INC.
ATLAN TA. GEORGIA
160?
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ISCALE FULL SCALE FREQ.
BASIC MODEL:
DETAILS:
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Sanitized Copy Approved for Release 2010/12/13: CIA-RDP74B00752R000100150001-9
AIRCRAFT CORPORATION
A-UA
THERMODYNAMICS
Page VII.-3
CALIFORNIA OIVISION
A. POWER PLANT SYSTEM (cont.)
III. Induction System Performance
The same type of induction system is proposed for the A-11A air-
plane as that used in the A-11 airplane (Report SP-114).
B. AERODYNAMIC HEAT TRANSFER
The entire analysis presented in Report SP-114 for the A-11
airplane is applicable to the A-11A airplane.
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