REPORT - OXCART A-12 AIRCRAFT EXPERIENCE DATA AND SYSTEMS RELIABILITY

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 01395626
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 48
• Document Creation Date: December 28, 2022
• Document Release Date: February 9, 2017
• Case Number: F-2015-02619
• Publication Date: January 15, 1968

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INTRODUCTION
This document contains experience data of the OXCART
A-12 as of 31 December 1967, including its BLACK SHIELD
deployment and operations commencing in, and continuing since,
May 1967.
OXCART
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TABLE OF CONTENTS
1 A-12 Fact Sheet
2-3 Experience Record
4-5 Flight Development Stages
6 Function of A-12 Inlet
7 Inlet Picture
8-9 A-12 Sorties and Profiles Above Mach 3.0
10-11 Cumulative Time at Mach 3.0 and Above
12-13 Detachment Aircraft Average Mach 3 Hours Per Flight
14-15 Detachment Flights Sortie Effectiveness
16-17 Inlet Sortie Reliability Trend
18-19 Engine Sortie Reliability Trend
20-21 Navigation System Reliability Trend
22-23 Auto Flight Control Sortie Reliability Trend
24-25 Hydraulic System Sortie Reliability Trend
26-27 "Other" Systems Reliability
28-29 Summary - Premature Terminations
30 Camera Systems
31 Camera Performance
32 Electronic Warfare System
33 EWS Reliability - BLACKSHIELD Operational Missions
34-35 System Reliability
36-37 SCOPE CROWN "E" (2 Air Refueling Mission)
38-39 SCOPE CROWN "F" (2 Air Refueling Mission)
40-41 A-12 Aircraft Accident Reliability
42 Engine Reliability
43 J-58 Engine (Abort) Reliability for Engine Cause
44-46 Deployment and Operational Summary
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OXCART
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AIRFRAME DATA
ENGINE DATA
PERFORMANCE
1.
LENGTH: 99 FEET
1.
TWO P&W JT11D20A
(STANDARD DAY)
2.
SPAN: 56 FEET
AFTERBURNING TURBO-
1.
SPEED: MACH 3.2
3.
WEIGHT (BASIC)
JET WITH BYPASS
(1860 KNOTS)
52,700 LBS.
2.
'MAX. THRUST:
2.
ALTITUDE: 87,000+ FT1
4.
WEIGHT (FUELED)
32,500 LBS. �3.
RANGE: 3600 NM
122,500 LBS.
3.
OPERATING LIMIT:
MACH 3.2 @ 100,000FT.
W/O AIR REFUELING,
(CURRENT OBJECTIVE)
OXCART
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EXPERIENCE RECORD
AIRCRAFT
First Flight
26 April
1962
Total Flights
2670
Total Hours
4438:00
Total Flights at Mach 3.0
900
Total Hours at Mach 3.0
571:06
Longest
Flight at Mach 3.0
3:50
Hours
Longest
Mach 3.2 Time on a Single Flight
3:30
Hours
Longest
Single Flight Duration
7:40
Hours
Speed -
Max
Mach
3.29
Altitude
- Max
90,000 Feet
J-58 ENGINES
Total
Engine
Flights
9412
Total
Engine
Hours
19,738
19,738
Total
Engine
Flights at Mach 3.0
4294
Total
Engine
Flight Hours at Mach 3.0
2690
Total
Ground
Test Hours
26,135
Total
Mach 3.0 Environmental Ground Test
Hours
6497
Total
150 Hour Qualification Tests
6
INS
Total Flights
Total Flight Operating Hours
Total Operating Time
Total Flights
Total Flight Hours
Total Operating Hours
SAS - AUTO PILOT
CAMERAS
1616
3715
45,739
2669
4437
42,850
IV
Total Flights
262
67
Total Flight Operating Hours
194
37
Total Flights Above Mach 3.0
159
47
Total Hours at Mach 3.0
94
32
Longest Flight at Mach 3.0
1.5
1.3
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PILOTS (6)
Average Pilot Experience
Average Total Flight Time (All Aircraft)
Time in A-12 (Least/Avg/Most)
Time in Project
Average A-12 Flights
LIFE SUPPORT
Total Suit Flights (Detachment)
EWS
Total Flight Tests
DETACHMENT
Activated
Time in Training as a Unit
Average Time in Project (Personnel)
15 Years
4110 Hours
144/413/483 Hours
1.3/5 Years
257
1751
110
1 October 1960
60 Months*
46/50 Months
*Detachment 1, 1129th began training as a unit coincident
with delivery of first aircraft (trainer) in January 1963.
Prior to that it had been supporting LAC flight test effort.
Operational Aircraft
Two-Seater Trainer�
Flight Test Aircraft
OXCART A-12 AIRCRAFT
INVENTORY
6
1
1
"1107-8-BeRgT
3
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FLIGHT
DEVELOPMENT STAGES
The single most important problem pacing the flight
development (opposite page) of the A-12 has been the air
inlet and its control system. This system which provides
the proper amount of ram air to the engines at all flight
conditions must minimize shock expulsions (unstarts),
automatically recover (restart) when shock expulsions do
occur, and at the same time operate at optimum efficiency
in order to maximize engine performance and aircraft range.
The notations under development stages I through IV A
all refer to problems and components of this system. Reso-
lution of these has lead to a reliability commensurate with
the operational readiness established in December 1965.
Fuselage Station 715 Joint Beefup (Stage IV B) involved
strengthening fuselage structure at the wing joint because
of heavier electronic warfare systems payload weight re-
quirements.
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BYE-8725-68
FLIGHT
DEVELOPMENT STAGES
I. Mach 2.35 (To July 1964)
A. Duct Roughness at Mach 2.4
B. Unacceptable Restart Capability
C. Inlet Instability and Unstarts
II. Mach 2.8 (July 1964 - March 1965)
A. Inlet Mice Corrected IA
B. Aft Bypass Incorporation Corrected IB
C. Inlet Instability and Unstarts Still Encountered
III. Mach 3.0 (March 1965 - August 1965)
A. Spike Static Probe and "J" Cam Inlet Control
Improved IIC But Did Not Correct Condition
IV. Mach 3.2 (26 August 1965 - 20 November 1965)
A. Retrofit to Lockheed Electronic Inlet Control
Corrected IIC
B. Fuselage Station 715 Joint Beefup
V. Operational Alert (December 1965 On)
A. Operational Capability
B. Aircraft Performance Optimization and Envelope
Extension
VI. Phase Out (December 1966)
A. On 29 December 1966 a decision was made by higher
authority to terminate the OXCART program as of
31 December 1967. An orderly phase-out program
was implemented to carry out this decision.
VII. Operational Deployment (May 1967)
VIII. Operational Deployment extended through 30 June 1968
(December 1967).
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FUNCTION OF THE A-12 INLET
A supersonic inlet or air induction system is designed
to provide best possible aerodynamic performance over a range
of supersonic Mach numbers with a stable and steady flow of
air to the engine. However, due to constraints imposed by
supersonic aerodynamics, truly optimum performance with an
ideal shock pattern and an inlet airflow exactly matched to
the engine airflow requirement can only be provided at one
flight condition. Since the OXCART aircraft must cruise for
considerable periods of time at a Mach 3 speed, maximum
possible range is realized by providing this optimum inlet
performance at the. Mach 3 cruise conditiOn. The basic geometry
and airflow characteristics of the inlet are then varied to
provide a minimum compromise of aerodynamic performance and
efficiency at lower flight speeds. Some of this needed
flexibility is provided by varying the position of the inlet
spike. Since the airflow which can be admitted by the inlet
is in excess of that which can be accepted by the engine at
other than the design condition, this excess airflow is
dumped overboard through a series of forward bypass doors or
passed down the nacelle airflow passage around the engine
through a series of aft bypass doors.
In addition to those airflow passages shown on the
accompanying sketch, a system is also provided for bleeding
off the low energy boundary layer air Which forms along the
surface of the spike. This improves inlet efficiency.by
making the entire main inlet flow passage available to the
high energy, high velocity air.
A rather complicated automatic electronic control system.
senses aerodynamic environment to provide the proper scheduling.
of spike and forward bypass door positions at all flight
conditions. Aft bypass door positions are selected manually
by the pilot.
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