THE PURPOSE OF THIS LETTER IS TO FURTHER PROVIDE YOU WITH THE DRIFT SIGHT TEST RESULTS TO DATE AND TO INDICATE A MODIFICATION PROGRAM WHICH WE WISH YOU TO FOLLOW IN CORRECTING THE DRIFT SIGHT MALFUNCTIONS.

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89B00487R000300640012-0
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 35
• Document Creation Date: December 22, 2016
• Document Release Date: August 9, 2011
• Sequence Number: 12
• Publication Date: July 23, 1956
• Content Type: LETTER

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2G3
25X1
A-If was 1956
!hod t 0 "4
RFFt Letter to you dated July 12, 1966.
The purpose of this letter is to further provide you with
the drift sight test results to date and to indicate a modifi-
cation program which we wish you to follow in correcting the
drift sight malfunctions. It is also to provide Headquarters
with the current drift sight status.
The flight test program for determining the operational
suitability of the drift sight has been attempted between the
dates of May 29th, to June 29th. During this tine, nine flights
were specifically organized to gather drift sight data. Of
these nine flights, only four brought back enough data for an-
alysis. Enclosure 1 indicates the numbers and types of flights
flown. These tests were made in accordance with the report
made by the writer and submitted to the Ranch and P.E. in
January, 1956. The data was obtained on the data cards defined
in that report. A sample data card for flight number 8 is
included as enclosure 2. Copies of all of the data cards ob-
tained during these flight tests have been given to P.E. The
pilots' comments shown in enclosure 1, made with regard to the
several drift sight flights, indicate that they are having the
same types of malfunctions and troubles that have been with
the drift,sight almost from its inception.
The data obtained was enough to permit thirty-one separate
calculations of drift and tracking errors. The random errors
due to instrumentation external to the drift sight system are
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probably within 2%. This would account for errors of more
than 1000 feet in elevation over terrain. These external
errors may be positive or negative and should cancel out. A
summary of the drift and tracking errors is shown in enclosure
3. Referring to this enclosure, it will be noted that the test
results may be broken up into those runs which had drift ex-
ceeding 2 degrees and those runs which had drifts of lose 2
degrees. The significant thing here is that the runs wherein
the drift was less than 2 degrees resulted in much more accu-
rate tracking. This tact prompted our inclusion of a drift
card on the face of the scope. This drift card is to permit
the pilot to measure drift independently of the drift sight
hand control. This drift is then entered into the drift sight
hand control and then the pilot has only to manipulate the
track knob in order to stop the terrain. It is apparent from
the results, that when we had little or no drift the pilot
was able to much more accurately calibrate the tracking knob.
The summary indicates that the tracking errors at pres-
ent are too great for navigation purposes or for use with the
C equipment. A crude analysis of tracking errors versus the
C equipment has been made and is submitted as enclosure 4.
This analysis was based on the assumptions listed on page 1
of that enclosure, all of which I believe are on the optimis-
tic side.
The graph of the tracking error versus the angle of the
line of sight from the aircraft to the target at store time
indicates that, using the over-all average errors as collected
in enclosure 3, if a target is more than 18 degrees from the
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aircraft vertical at store time then it probably will not be
within the frame of the C equipment at the time of snap. In
other words, the C equipment will snap either too early or too
late because of the tracking error multiplied by the time in-
volved in moving the target from its store position to directly
under the aircraft. Further, even the inclusion of the drift
plate which we propose will probably not increase this critical
line of sight angle too such more than 30 degrees as indicated,
An even more overriding consideration than the foregoing
tracking problem is that the tracking output of the hand con-
trol is used to determine the INC action of the C equipment.
This INC, in order to provide 40 lines per millimeter, must
Zat~'tat~'5
be on the order of .3 milliers per second if the shutter
speed is 1/50th of a second or it must be .b millimeters per
second if the shutter speed is on the order of 1/100th of a
second. This indicates that even by use of the drift card,
we still may have tracking errors which are more than double
that of the INC requirement for C,
The above data indicates that the drift sight is pres-
ently unsuitable for navigation in that dead reckoning is much
more accurate, It is also presently unsuitable for use with
the C equipment from both a basic target tracking standpoint
and the IMC requirements.
In order to attempt to make the drift sight an operational
unit, the following program will be continued next week, duly
23rd.
1. Lockheed will continue tests with drift
sights which have the drift cards installed
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Page 4
upon then. These tests will not be made in
aircraft 351 because it is presently being
used for other systems' tests, but the hand
control that has been used in 351 will be
shifted to another aircraft and used in
order to get additional controlled data.
Also, a new hand control will be used, which
on the bench at least doom not have any of
the idiosyncrasies exhibited by the hand
control in 351. These tests will be conducted
by both Lockheed and the training people in
order to get an over-all estimate of the
offset of individual pilots' abilities,
2. During this time, P.B. is to provide
engineering help for both analysis of the
data and careful maintenance and trouble
shooting on the hand controls according
to the pilotsc comments. No hand control
is to be sent back for flight test unless
all flight squawks are completely worked out.
P.B. is to begin a modification program for correcting
the malfunctions we know about presently. In the interest
of saving time, this modification program must be accomp-
lished concurrently with the flight tests. As a result of
the foregoing flight tests, theme items at present include
the following t
A The prisms, which are causing the
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blurry scopes and eye discomfort, are to
be replaced with prisms that have much
sharper corners. This particular item
may be done by factory rework on a replace-
ment basis.
B. The drift card assembly and inatalla-
tl on is to be def igned and sent out for
inclusion on drift sights presently in the
field.
C. New flexible cable connections are to
be manufactured which will prevent individ-
ual mechanics from tightening up on these
connections and causing too such friction
in the cable. These also are to go on
drift sights in the field.
D, Any other items that arise as a result
of this current flight test must be cor-
rooted by the kit or factory rework method.
The hand controls that we are presently receiving are
very smooth in their action and are a vast improvement over
the early models. The force required by the pilot to move
the hand control in our present units is as follows
1. Normal travel no flexible cable
connection.
2. Normal travel with flexible cable
connected.
3, To pull from vertical detent. 1.00
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The servo system will probably not reduce the above
forces; they are hardly noticeable to the operator. The
prime comment with regard to the hand control action concerns
the bale ring null points at top center, These must be avoided
at times by moving the hand control around in back of them.
Since these are caused by the basic arrangement of the bale
rings, the servo driven system will have this same peculi-
arity.
The servo system presently being designed for the follow-
on articles may not correct the unsatisfactory conditions noted
during the flight tests. This servo method must be carefully
examined in order to be sure that we are getting an improved
system. It is understood that at present the servo system is
being designed to be powered by 100 to 200 watts of single
phase 400 cycle power. The aircraft alternator is three phase.
The frequency is unregulated and varies with engine RPM. In
turn, the engine RPM varies with altitude as shown on enclosure
5. It is understood that the servo system for the drift sight
will probably not be satisfactory below 350 cycles, which
indicates that in terms of altitude the drift sight will not
operate below 45,000 feet. This Is not a desirable feature
and so the next step would have to be the addition of an
inverter for this use. Such an inverter of the desired power
rating weighs approximately 15 pounds. As you know, it was
this consideration which prompted the use of the flexible
shafting in the first place. Before committing the whole
program to the use of a servo system, it seems that perhaps
we should build only one of these and examine it with respect
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Page 7
to the flexible drive system presently used.
I am not pessimistic with regard to making the present
system operational, but it does appear that a concerted effort
on our respective parts is required to do it.
Copies of this letter and its enclosures have been forwarded
to Headquarters and STAT
Hest regards,
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0 ~~GLdSu~Lt'
FT SIGHT OPERATION' - S/tr
FLT.
DATE
1
5-29
2
5-30
3
5-Z 0
4
5-31
5
6-5
6
6-6
7
6-6
8
6-7
10 6-12
DATA OBTAINED
No drift sight tests
No drift sight tests
No drift sight tests
No drift sight, tests
No drift sight tests
No drift sight tests
3 Runs - 45M' - 1200
between headings
PILOT ' COMMENTS
Blurry scope
%i tvGtS
7 runs - 66M' to 70,300'
different flight legs during
cruise climb.
1 run - 70M'. Data not
complete.
TZA,C eRJ ( 070z?
0SIZ`f V Uvtb
Not checked ouSTAT.,
before flight.
1JO Waot,AE ~O~w 4 *J
Drift sight checked
out and boresighted
before flight.
Drift knob turns when Checked & bore-
using hand controller. sighted drift sight
Couldn't get tr&cking after flight.
usted for proper
operation.
Drift knob loose.
Tracking erratic. It
speeds up & slows down.
T & D knobs would be
easier to use if there
were detents or clicks about
every 1/8". Sight so blurry
it causes eye strain after
about 5 min. This varies with
airplanes, some are real good
and some real poor.
Vjb"% lEpt-10'.6 Lone-11)
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 FLT. DATE
12
6-14
13
6-15
14
6-19
15
6-20
16
6-2I
17
6-25
19
6-27
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PILvi Leiter vL t+jjl YlLti3 )MMENTS ACTION
No drift sight tests
No drift sight tests
Moving the hand con-
troller fore and aft
moves the target across
the sight at about a
6 runs - 65M' to 70,500'. None Checked and bore-
Different flight legs during sighted drift sight
cruise climb. before flight.
No drift sight tests
No drift sight tests
None
No drift sight tests
21 6-29 4 runs - no drift data on
3 runs, 69M' to 69,600'.
600 angle.
CF5 Mp~~~`~G~11)0
D~ t 1 1Lu 7~.1+5 FAQ ~ ~
STAT.
Wu-1 loo V
C .Drift was same regard- 7 Checked and bore-
less of drift knob . sighted before
position. Hand con- flight.
troller moved drift
knob. Tr a c _ ng er s
I-cTdn't go full travel.
Scope causes eye strain.
Drift not working prop- Checked & bore-
erly.. Tracking Is sighted before
irregular with changes flight.
in rate.
`rMA C.1L)U tov-107_ -DZi\h.
MaL1~VN~`t~oa~ t~At~vQc-t10NS
oT_ 'W I C,ut,Y (( IQ
S%Y%f IWL4 V_,Q1OS
ti"-t~ & CA~31-~5 nt4ALt G ~J D~
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CtiGI~ "Z
LOCKHEED AIRCRAFT CORPORATION
CALIFORNIA DIVISION
DRIFT SIGHT & WIND EVALUATION
STAT
Form 5767-1
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LOCKHEED AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ABSTRACT
A program is defined for obtaining and assessing the type of
in-flight data which can be obtained with the drift sight. This data
will be used for evaluating the operational functions of the drift
sight and the winds at upper altitudes.
Form 5767-1
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LOCKHEED AIRCRAFT CORPORATION
CALIFORNIA DIVISION
PURPOSE
The purpose of this program is to gather specialized tactical
training and data during normal high altitude training flights.
This program is planned to:
1. Train pilots to become proficient in the tactical use of the
drift sight.
2. Gather data on the velocity and direction of the upper
winds at several altitudes and various locations.
Assess the operations and functions of the drift sight.
The drift sight and its associated controls are new developments
designed especially for this project and an operational shakedown of
the equipment must be made in order to determine the level of
proficiency to be expected of the pilots while using and operating it.
Allied to this are the requirements for determining whether the drift
sight operates correctly and what level of maintenance will be
required to keep it in tactical operation.
A very real related problem is that of determining the winds at
the expected operational altitudes. The present data on this subject
is very meager; estimates have had to be made of the magnitude of
these winds in order to complete some of the new equipment designed
for this project. The data that is necessarily gathered in order to
assess the pilot abilities and the drift sight functions will also
suffice to allow computation of the upper wind velocities and
directions.
Form 5767-1 Page 1
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LOCKHEED AIRCRAFT CORPORATION
FLIGHT PLANNING
The required flight patterns for this program have been designed
to accomplish the program objectives entirely separate from the
engineering flight test program and without interrupting the normal
altitude training missions. It is desirable to perform the programmed
functions and have the pilots record data on every possible flight
in the early stages in order to quickly accumulate data and comments
for immediate use in conjunction with drift sight modifications and
current equipment design. There are basically three phases to the
flight test work which should be exploited in order to obtain the
full benefit of the program.
Phase l
The '." 1 flights may occur during early pilot training and
are comparatively unregulated with respect to exact courses and
altitudes. Experience should be gained in the manipulation and
critical evaluation of the drift sight operation as follows:
1. The drift sight hand control and power changer is used
to search out and identify objects on the terrain.
2. The drift knob is used to cause the terrain to move
vertically down the drift sight display when the aircraft
is drifting or purposely yawed.
3. The track knob is used to cause the terrain to stop on
the drift sight display.
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LOCKHEED AIRCRAFT CORPORATION
This phase is primarily useful in determining pilot comments as
to the practical application of the drift sight to operational use.
There may arise modifications to the system in order to permit easier
and more proficient manipulation of the drift sight. Specific
current questions which should.be answered during this phase are
as follows:
1. How much time is required to permit a pilot to stabilize
the drift sight presentation in drift and track?
2. What optical power is best used when orienting and
stabilizing the presentation?
3. Is the presentation better for operational use with or
without the haze filter?
Phase 2
This phase is a more explicit one in that the pilot is required
to fly a generally required pattern. During this phase the drift
sight is required to be manipulated for drift only, so that the
terrain moves directly down the face 'of the drift sight. The data
accummulated in this phase permits the calculation and evaluation
1. The drift function of the drift sight.
2. The upper winds velocity and direction.
Form 5767-1 Page 3
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LOCKHEED AIRCRAFT CORPORATION
A typical flight pattern which would yield the required data ,
ae~x \Zo?
N
'11
y1
The compass orientation and the changes of heading of the total
flight path are unimportant as the calculations will cancel these
variables out. This type of pattern should be accomplished whenever
bumpy air is encountered at high altitudes, indicating wind shear and
the possible presence of jet streams. Other than that, this pattern
should be flown as often as possible and under the most variable extremes
possible in order to permit correlating the wind data obtained with the
many variables of altitude, location, time of day and season.
It is not necessary to schedule flights specifically for this
purpose, and the inclusion of some of these data gathering patterns
in each training flight would suffice. During the straight legs
of the data runs indicated by the shaded arrows the pilot will
record the data required for calculation of the upper winds. The
pattern shown above has three data legs which are desirable, although
any two legs with different headings will permit a wind calculation
Form 5767-1 Pare 11
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LOCKHEED AIRCRAFT CORPORATION
to be made. Thus perhaps any time a change of heading is made
during a training flight, the required data should be noted. This
would be most useful if the data is obtained on the straight leg
just prior to turning and immediately thereafter.
To obtain the data required to permit wind calculations, the
pilot will fill out the appropriate squares in the Pilot Data Card
while making his runs. These Pilot Data Cards are furnished as
part of this report.
As may be noted, there are no apparent restrictions on aircraft
course or flight conditions except for altitude during this Phase 2.
Data is primarily desired at top cruising altitudes, but for inter-
polation purposes, data gathered at other altitudes is required and
will be used.
Phase 3
This phase is the most exact in that the pilot is required to
fly over known terrain and to cause the terrain to stand stationary
on the drift sight by proper drift and track adjustments. The data
gathered during this phase permits the evaluation oft
1. The track and drift functions of' the drift sight.
2. The upper winds velocity and direction.
3. The pilot's proficiency in drift sight operation.
Form 5767-1 Page 5
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LOCKHEED AIRCRAFT CORPORATION
A typical flight path to permit such evaluation would be as
ov~S~Avc}.)G ~ 'Z2a V
fs L D St-+ D 2.
APB-'fibs 1Ze
TvkZFJ~
Shaded arrows show that part of the flight during which data
should be recorded.
Note that this flight path is very similar to Phase 2 conditions
except that a known terrain feature, such as the lake, must be
tracked and held stationary in the drift sight. WLth this exception,
Phase 2 comments apply to Phase 3.
Cnnm R7R7I V...~
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LOCKHEED AIRCRAFT CORPORATION
CALIFORNIA DIVISION
In summary, the flights for the three phases can be generally
planned as followss
Phase 1 As required for pilot training and early
drift sight operation.
Phase 2 Whenever wind shear conditions are encountered,
and otherwise as such as practical under varied
conditions of time, place, season and altitude.
Phase 3 As required to check drift and track
functions and pilot proficiency.
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LOCKM'11D AIRCRAFT CORPORATION
FLI'NiT DATA I UI D
The data required for each flight in this program may be categorised
as pilot data, aircraft data and Breathe r. The p41ot data in to be
entered on the Pilot Data Bard during and after the flight progrsas.
The aircraft data will be gathered from ground sd4ress and filed for
future use with flight data obtained with the pai1ticular aircraft. The
weather data required is obtained from Engineering Flight Test for the
day in question and entered on the Pilot Data Geri.
For Phase 1 the only actual data required consists primarily
of post flight pilot carsments which will answer the specific questions
noted previously and bring new problems, if any, to the fors.
For Phase 2 the data required must be gathered on the pilot data
card, an example of which is shown on Figure 1 .. These cards are
provided in the rear envelope of this report. Note on this card that
the following data for a Phase 2 flight is required..
From the pilot during each pass:
1. Altitude.
2. Indicated Air Speed.
3. Compass Course.
4. Drift Angle.
From the pilot post flights
1. Approximate geographical location and time of passes.
2. Consents.
Form 5767-1 Pape 8
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PILOT DATA C4'at -
~X a+?~r-~L. o T`ti'tcA~. ~L1c F-vr oA-r
~ r:p ~,~) ) E -J `T E 2 E ms. b 4 C rC. o G o IZ. ~ T o
POE 1o FL.tC4U`j CokAA ,JEOTS,
DQTe / ~3 TA.1c 3d ! PIL T ~ r= ~t/'4.~
PA5s
5
ACT i 1 a5
55
i
Ale- fp>e-f-t>51
CoM~A$ F - 4E ' kIJC -w
De, FT
c-c1
pcs'5
2
a)
9
`Del euoe,
SETT I-.1G5
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LOCKNEID AINCRAPT CORPORATION
From Engineering Flight %at*
1. Free air temperature at altitude for date of Phase 2
f light .
From ground maintenance, for the aircraft flowns
1. Altimeter calibration.
2. Compass deviation.
The example Pilot Data Card shows the data entered on a typical
flight during the passes. The lines drawn between some consecutive
passes indicate those passes made on the same pattern at the same
approximate geographical location and time.
Phase 3 data required is essentially the same as that for Phase 2
with the additions of tracking function values. Typical tracking
function additions are indicated in passes 6 and 4 on the Pilot Data Card,
To simplify in-flight recording of the Track Knob: data, it is only
necessary for the pilot to record graduated numbers on the knob and
control panel which mate; without regard to the actual altitude
being flown. Such as shown hers
I-rN 71A1s 7ZAGfL
500 1Cuoe 5sT-t N G FO02
A P AS:~
'TNT. PIl.t?? SW0VLt>
EN7E2 `(LE. { ut*
tai v t~P~>~ 25 4r .
c I L) 7 ~-t E P L O`t
t~A'-rA CA2D; AS
S~v'AI J Fog PA
44 ItJ F~Gu2
ForM 5767-1 . 0-- -11)
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LOCKHRID AIR RAPT CO,R O DTIO
CALIFORNIA DIVISION
These nwbers osn be translated into an accurate knob position and
consequently a. track value for ralowlatiag Trus %round Speed.
The corrolotion and assessment of all of the data obtained as above
will be handled by the engineering group for this project. They will
produce the analysis of the drift and track functions of the drift sight
and the values of the velocities and directions of the upper winds.
Forth 5767-1 Pooh U
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LOCKHEED AIRCRAFT CORPORATION
rp..ru i`~ CALIFORNIA DIVISION
The calculations involved in assessing the flight data gathered in
this program have been made rather simple; only involving, one chart and
vector wind diagrams. Sample diagrams and the use of the chart are shown
for the flight data listed on the sample t bats glard.
The Pilot Data Card as received from the flight should have some
corrected data entered onto it as shown in Figure 2 . This data is
obtained as follows:
1. Free air temperature from Engineering Flight Teat for date
and approximate altitude.
2. Correct indicated altitude by using altimeter calibration
for the aircraft flown.
3. Enter true airspeeds as read from Figure 3 for corresponding
indicated airspeeds, corrected altitude, and free air
temperature.
Enter true headings for corresponding compass courses by
correcting for aircraft deviations and magnetic variations.
Won the pilot data card has been completed as shown in Figure 2 ,
the data included thereon can be used for vector diagrams and aesesement
of drift and track.
Form 5767-1 Pa?e 12
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tLc>7 DATA (," AZFV r~ -
~1~.G~.5 Q2~( Grc'oJN~ ~VP~I..~F !~ DA'(A
~ Qv!I~l..t~ i~ta2 v.JtL1r~~ bcZt .- 72QGk
LCvLA'T~p~S S 'v)L) E.-~1'7 EtD v-~~E2
Q
Vj
N
U
Pi L-VT' D A `r Pc , `~ A M 'P t L 4'T r::>A7 A 4,t>
DATE 113
NC 3,1V
P1 Lol F44' D x./!0
PASS
ALT.
145
C?MPA,SS
Try
DetFT
G ~
2A 5
~5
/42
2
?
1
47
X33
~,
41
~J
1
152 1
192 1
0
G
jj
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Page 1
7
 Sanitized Copy Approved for Release 2011/08109: CIA-RDP89B00487R000300640012-0
CHECKED BY
PAGE__.___.
MODEL-- -
REPORT NO
P-, r, IS. .
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LOCKHEED AIRCRAFT CORPORATION
CALIFORNIA DIVISION
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LOCKHEED AIRCRAFT CORPO A 1 N
CALIFORNIA DIVISION
For a Phase 2 operation, a typical vector diagram for obtaining
true wind velocity and heading is shown on Figure 4 for pasees;l, & 3
on the pilot Data Gard. While it is true that two passes are enough
to define a wind voctor; the use of three passes is preferred for a basic
calculation as these will generally locate an error triangle as shown. The
wind v?ctor then locates from the center of the diagram to the center of
the error triangle. It is apparent from this type of diagram that it is
helpful if the indicated airspeed is the same for each group of passes,
but lii is not a necessary condition.
The accuracy of the data and the method of vector diagrams used for
obtaining the final data indicate that the wind velocity data can be
known to t5 knots and the wind heading is good to too.
The calculations for a That. 3 group of passes are essentially
identical to those for Phase 2 passes except that in addition, an
evaluation of the pilot and/or drift sight tracking efficiency is
possible, A vector diagram for passes 14, 5 and 6 on the pilot data card
is shown An Figure 5 . The additions here are the true ground speeds-
obtained by using the track knob settings which provide a check of the
tracking function.
To obtain the true ground speeds from the track knob settings, the
following procedure is required:
1. Calculate actual clearance over tbrrain. (This is the reason
why the pilot must make the Phase 3 passes over ground objects
of known altitude).
Form 5767-1 Page 14
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0
LOCKNEED AIRCRAFT CORPORATION
T`(c~~CAL T>AGtab,NA ;=O2 CQL.CvLAT oUS Fog
~A55E5 I, 2 ' 5 5-40 w s o-J PtLO'( C) A7 4 CARD,
F1 C4JTE.
GoM(~ t15~ A Stu -/1PT~ tat~~~
DE.V I A`1' 10015 FJ o 0
X70
Witio j45
05L/ t5
AI DnJr--c
N,
(-7 11 1,- = Ioa~G-i IAa~
160 1
W?c
(ac~vA~._~ 84 v_uo`t s COOOEe--ML > 5~0*Z ALT,
~i ca0teE 4
/- Eeeorz T~e(ANGLE
90
Form 5767-1 i',uve !6
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0
'NPICA L C3i~-~-G Q(u1 f Qt'Z fi 1Rz"( ?~/~~~. AN'Q~. 'S1
C Ca \ PA a 4 ~ +.1 OW I`) o t') P' L o7 t>A< A
~Vt~-'t-a~JS = No~JE.
wtuo WF-A??JG
TrrE C~d~uNV 5t~p~
r~oM tarr7 5,c~~-i
" eAC k 'St-TT 1Q'C. , Y-UO1,5
1nl~wb \) Loc rY W 8~ N Y tNDICA`r A,~ PE L7
AL) . taO YW07 co C Z, Po'' ALT, F,
5
corn 5?bf_i
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LOCKHEED AIRCRAFT CORPORATION REPORT
CALIFORNIA DIVISION
Corrected test altitude
57,000
Terrain altitude
5,000
Terrain clearance
2,000
2. The Track Knob index numbers that the pilot has noted on the
Pilot Data Card are then used in the following manner to obtain
true ground speed as given by the drift sight computer. Pass
#4 is used as an example:
Terrain clearance x 4000 z true ground speed
10000
5.2xJ}~:3147 knots
This true ground speed can then be used on the vector diagram as
shown in Figure 5 . This will yield a close check on the drift sight
operations of both drift and track.
Form 5767-1 Page 1
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0
LOCKHEED AIRCRAFT CORPORATI-0-0
T8
Us" TS
This program will yield data which may be used for checking pilot
skills, equipment operation and winds. The calculations and assessing
of the flight data must be kept current with the flight program in
order to gain the maxiiu s utilization of the program.
The data reflecting pilot and equipment performance will have
immediate use in the training and equipment evaluation program. The
data reflecting winds at altitude will be constantly acc *ulated for
the varying conditions previously listed. This wind data will be
correlated and filed so that it will be immediately available as
rbquired for equipment design or tactical mission parameter decisions.
Form 5767-1 Page 19
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0
SCALE OF DRIFT AND TRACK ERRORS
ERROR
DRIFT
DEG'S.
ERROR
TRACK
MIL/SEC
ERROR
TRACK
%TRUE GROUND
SPEED (@ 7OM)
A. OVER-ALL (All Tests To Date
Max. 15
5.9
57%
Ave. 2.8
1.4
13%
Min. 0
.3
2.9%
(Sets of Data 31)
B. TESTS WHEREIN DRIFT EXCEEDS 2?
6/7/56 Max. 15
5.9
57%
6 /8/56 Ave. 5.1
2.0
19%
Min. 3
(Sets of Data 15)
.3
2.9%
0. TESTS wiFi AWN DRIFT
EQUAL T OR LESS 2?
(/19/56 Max. 2
2.0
19%
6/29/56 Ave. .7
.8
7.7%
kin. 0
(Sets of Data 16)
.3
2.9%
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 Sanitized Copy Approved for Release 2011/08/09: CIA-RDP89B00487R000300640012-0
SUMMARY
MEASURED
CORR
ECTED
MEASURED
CORRECTED
TEST, RUN
DRIFT
DRIFT ERROR
MILS/SEEC
MILS/SEC
ERROR
6/7/56
1
2R
5R
3L
9.8
12.3
-2.5
2
1L
2R
3L
9.1
15.0
-5.9
3
9L
6L
3L
11.8
13.4
-1.6
6/8/56
impos s .
Drifts )
$
(Almost 4
Imp.
Drifts ) 5
6/19/56
1
1R
3L
4R
14.8
10.6
44.2
1OR
5R
5R
14.4
12.8
41.6
2R
6R
4L
14.6
12.0
42.6
10R
4R
6R
14.4
13.4
41.0
2R
7R
5L
14.6
12.5
41.1
10L
5R
15L
10.2
12.7
-2.5
2R
1L
3R
14.6
14.3
40.3
10L
15L
5R
10.2
11.5
8L
5L
3L
12.7
14.1
-1.4
10L
3L
7L
10.2
8.6
41.6
8L
14L
6R
12.7
11.1
41.6
6L
2L
4L
12.7
13.9
-1.2
1L
1L
0
13.0
12.6
4 .4
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Page 2
TEST, RUN
MEASURED
DRIFT
CORRECTED
DRIFT -
ERROR
MEASURED
MILS/SEC
CORRECTED
MILS/$EC
ERROR
2
0
1R
1R
12.1
11.9
4 .2
3
2L
1L
1L
12.7
11.6
41.1
2
0
1R
1R
12.1
11.7
4 .4
3
2L
1L
1L
12.7
11.7
41.0
4
1L
1L
0
12.7
12.1
4 .6
3
2L
0
2L
12.7
11.7
41.0
4
1L
0
1L
12.7
11.9
4 .8
1R
9.9
10.7
= .8
4
1L
1L
12.7
11.4
41.3
5
1R
0
1R
9.9
11.0
-2.0'
6
2R
3R
1L
10.4
10.7
- I
6 /2 9/56
1
0
11.8
12.1
- .3
2
0
10.3
12.1
-1.8
11.7
12.0
- .3
11.6
12.0
- .4
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t4
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