BLACK SHIELD TECHNICAL MEETING (Sanitized) 2 SEPTEMBER 1965.

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00399R000600120014-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 16
• Document Creation Date: December 16, 2016
• Document Release Date: November 15, 2004
• Sequence Number: 14
• Publication Date: September 1, 1965
• Content Type: MFR

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MEMORANDUM FOR THE RECORD
SUBJECT : BLACK SHIELD Technical Meeting
2 September 1965.
This report constitutes:
Part I - General Aircraft It
Part II - Propulsion Items
Attachment I - Agenda
Attachment II - Decisions and Actio
Attachment III - Significant Charts
Part I - General Aircraft Items:
1. Copies of Lockheed charts used for the
tion are available in D/TECH.
2. All effort continues to be concentrated on the three
primary BLACK SHIELD aircraft, 126, 127 and 128. Numerous
pilot "squawks" were reported after the post-mod flights of
aircra .. 126 and 127 thus preventing these aircraft from
being turned over to the Detachment. Aircraft 128 is still
in functional checkout after modification and appeared to
have wiring problems. The modification schedule for the
follow-on BLACK SHIELD aircraft has slipped compared to the
original BLACK SHIELD plan. A copy of the modified schedule
is presented in Attachment III.
3. The BLACK SHIELD schedule has slipped three weeks;
one week due to delays in the de-bug mod program and two
weeks due to the new tank sealant soaking procedure requiring
two hours at Mach 2.8 and one hour at Mach 3.0 prior to
flying at Mach 3.1.
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4. Evidence of past performance indicates that the tank
sealant, when cured gradually in.accordance with the procedure
noted above, will withstand the sustained high temperatures.
The tank sealant of the SR-71 which went directly to Mach 3.0 -
3.2 experienced considerable bubbling.
5. LAC presented the range factor results from the
recent Continental flight. The question was raised concerning
the reason for the large variation in power lever angles and
for the non-optimum variation of gross weight vs. altitude
exhibited on this flight. LAC's response was that these
variations were necessary to establish the optimum power
setting and flight profile. It should be noted that D/TECH
and P&W both took exception to the LAC response and noted that
their previous independent calculations based on past vehicle
performance resulted in power settings and a profile very
close to that resulting from the Continental data.
6. The proposed Super Continental flight with aircraft
129 using JJ engines is intended to demonstrate the best
possible performance in the event that future plans may
include JJ engines. Admittedly this flight will have no
direct bearing on BLACK SHIELD. P&W made the observation that,
based on uninstalled engine performance, there should be no
appreciable difference in range between the YJ and the JJ
engines. However, the LAC compilation of aircraft installed
flight data for both configurations clearly indicated that
the JJ engine configured flights were superior in cruise
for some unexplained reasons. D/TECH cautioned that any
comparisons made between the performance with YJ engines and
JJ engines, if valid, must be made for comparable power
settings, speed, altitudes, gross weights, drag, inlet
performance i.e., the engine must be the only variable.
7. The Detachment air refueling procedure to be used
will depend on the gross weight. The new technique, i.e.,
one engine in minimum afterburner and adjusting thrust with
the other engine below military power, will be used where
practical. However, at light gross weight, there is too much
thrust even with one engine in minimum afterburner and the
other engine at idle thrust. Consequently, the refueling
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will initially use military thrust on both engines in accordance
with the old technique. When the gross weight is high enough,
the aircraft will break away, one engine will be put in
afterburner and another hook-up made to complete the refueling.
8. The Honeywell family tests require one more INS
mission and four more auto-pilot missions on aircraft 132.
Honeywell, Minneapolis, has performed very limited tests
with an integrator card designed to alleviate the steering
needle and asymmetric bank problem. Three more integrator
cards are being made in advance of complete tests. These
will be available for the BLACK SHIELD aircraft if the test
results are satisfactory. Honeywell will also fabricate and
test an auto-trimmer card which represents a different
approach to the same problem. This will also be tested in
aircraft 132.
25X1 9. The I packages are performing very
well in aircraft 122. As noted in Attachment II, details
of the tests will be presented at the next BLACK SHIELD
meeting.
10. Status reports for Type I and Type IIC payloads
are available in D/TECH. Both systems are in a ready status
and neither are confronted with any major problems. Three
Type IV systems are at the Area and two have been flown. The
systems are being updated to be compatible with the SIP. The
Type IV system has been flown ten times and has operated at
Mach 3.05 and 83,000 feet.
SIGNED
ASD/OSA
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Part II - Propulsion Items:
1. Continued investigation of number 3 bearing compart-
ment distress has revealed two problems with their respective
fixes. The first is an interference between stationary and
rotating parts induced by excessive vehicle descent rate
from hot High Mach to cold environment. This thermally
induced interference conditice is being corrected by increasing
critical clearances by an additional .090 inches. The second
problem is one of excessive oil leakage around number 3
compartment seals induced by abnormal breather to gas path
pressure differentials experienced during prolonged periods
of "off design" windmilling. The breather pressurizing valve
is being modified with an orifice to prevent this pressure
differential upset. Test parts representing these fixes are
installed in engine 216 for immediate flight confirmation in
aircraft 122. A minimum of two flights for the interference
fix and five flights for the oil leakage fix is required
prior to lifting the current windmill (single engine performance
program) restrictions on those engines incorporating the
fixes. Parts are being expedited at the factory for field
retrofit expected to require four to six days per engine.
At this time a delivery schedule has not been defined.
2. Concerning the current nine hour Mach 3 life of YJ
burner cans, the first set of J burners approaching 10 hours
Mach 3 have been inspected with favorable results. They look
better than the YJ burners and because of this (still rather
meager evidence) will be expedited for all YJ engine incorpora-
tion. Delivery information shown on Attachment III "Urgent
Changes". In addition, a flight test program has been
coordinated between P&W and LAC to investigate, define, and
improve inlet inducing factors involving pressure distortion
at the engine face (never before measured) which upsets the
velocity profile entering the burners resulting in eccentric
burning and flame front impingement on the burner wall. A
d:cfinition of this program for aircraft 129 is shown on
Attachment III, "Propulsion Test Program'.
3. Engine flight test program priorities coordinated
between LAC and P&W were reviewed and defined on Attachment
III "Propulsion Test Program".
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4. BLACK SHIELD engine assignments and status were
presented and are shown on Attachment III. Other propulsion
charts including such items as "desired changes" for engine
improvement are not attached but are available in D/TECH.
5. Data from the Continental Silver Javelin (aircraft
129, flight 138) reflecting EGT, rotor speed, and fuel flows
indicated YJ engine performance to be where it should be as
specified.
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AGENDA 2 September 1965
BLACK SHIELD Meeting
0900 - 1230 Hours
25X1
1. Lockheed:
a. Debug Mod Program status, actions, problems, flight
results, and future Mod scheduling.
b. SCOTCH MIST all weather mods results summary.
c. Current flight test program priorities and future
planning - to include engine requirements per ref.
B (Anchor 3164) SILVER JAVELIN flights, and why
J engines for next SILVER JAVELIN.
2. Pratt and Whitney:
a. Summary definition and corrective action of problems
surfaced by continued Florida investigation of
number 3 bearing compartment with confirmation required
to left windmilling restriction.
b. Status of continued investigation of YJ burner can
distress problem including recent J burner inspection
findings and proposed steps to further define inducing
factors and corrective actions.
c. Review engine flight test program priorities cited
reference message(Anchor 3164).. Include impact on
BLACK SHIELD configuration status.
a. Steps taken toward "one engine afterburning other
engine modulating" refueling technique.
b. Any underlying reasons for a/c 132 better flight success
during SCOTCH 17 T WARPATH deployment relative to prior
and subsequenti Iflight performance.
d. Summary - a/c 132 MH family program progress since
SCOTCH MIST.
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LIMITED TECHNICAL MEETING
2 September 1965 1300 - 1530 Hours
1. Lockheed:
a. Continental SILVER JAVELIN aircraft 129 flight 138
results significance including inlet recoveries and
distortions vs. mach number to include upper outboard
quadrant, and reasons for non-optimum cruise profiles
particularly altitude-weight variations and power
setting variations.
b. Future planning for inlet vortex generator and spike
eccentricity flight test programs.
2. Pratt and Whitney:
a. Continental SILVER JAVELIN (aircraft 129 flight 138)
engine performance results as flown and corrected. to
standard day and relative to specification.
a. PE, EK, Hycon Technical Briefings
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Attachment II to
OXC-9207-65
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DECISIONS AND ACTIONS
A. Modification done to aircraft 135 will be done on a
non-interference basis with the BLACK SHIELD aircraft.
B. Due to unavailability of LAC instrumentation, aircraft
121 will continue with 34K engine testing until 15 September
at which time the aircraft will be instrumented for compressor
blade stress testing to begin about 1 Cctober.
C. Aircraft 122 flight test will be extended indefinitely
beyond its scheduled September date for modification. First in
priority of several propulsion items will be confirmation of
number 3 bearing compartment fixes.
D. Aircraft 129 flight test will be extended indefinitely
beyond its scheduled modification to a BLACK SHIELD operational
configuration. After the next Silver Javelin, it will concentrate
on inlet investigations particularly in the area of engine face
distortion. Specially instrumented engine inlet cases for
measuring distortion will be flown and investigations conducted
on Vortex generators and spike concentricity.
25X1
F. No additional I Ichannels beyond the 20
channels now in use will be ad e to the BLACK SHIELD aircraft.
G. There will be no further changes to the three primary
BLACK SHIELD aircraft without a coordinated message signed off
by Col. Kelly, LAC, P&W and Headquarters.
H. LAC will submit to Headquarters a compilation of
A-12 sonic boom data.
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(Decisions and Actions Con't.)
I. The 390 INS system, will be installed in aircraft 121
to be used in lieu of the 330 system. No specific tests are to
be conducted for the 390 system.
J. P&W and LAC will submit a status report on the auto-
trimmer at the next BLACK SHIELD meeting.
L. Wet weather braking tests without drag chute will be
conducted sometime in future at Edwards Air Force Base due to
narrow runway.
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