OXCART DEVELOPMENT SUMMARY AND PROGRESS (1 OCTOBER 1966-31 DECEMBER 1966)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00263R000200140012-0
• Release Decision: RIPPUB
• Original Classification: T
• Document Page Count: 14
• Document Creation Date: December 15, 2016
• Document Release Date: December 1, 2003
• Sequence Number: 12
• Publication Date: December 31, 1966
• Content Type: REPORT

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