[SPECIAL PURPOSE HIGH-ALTITUDE AIRCRAFT NOW FLYING IN NASA SPONSORED EARTH RESOURCES AIRCRAFT PROJECT. 'AT ALTITUDE GOING AS FAST AS IT'LL GO IS JUST ABOUT AS SLOW AS IT'LL GO.']

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00159R000200210001-6
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 6
• Document Creation Date: December 16, 2016
• Document Release Date: December 3, 2004
• Sequence Number: 1
• Publication Date: July 9, 1972
• Content Type: MAGAZINE

- 10 ed-Foi Lease-3fl05/
A- @1IP~NA'IL?` 9Z1 00IQ1 &H -
ALTITUDE AIRCRAFT NOW
FLYING IN NASA-SPONSORED
EARTH RESOURCES AIR-
SLOW AS IT'LL G0."
CRAFT PROJECT. ATo, A_ 1 1
TUDE GOING AS FAST
I L GO.-IS JUST ABOUT AS
Standing within a hundred feet of a
Pratt & Whitney J-75 going full-bore is a
thrill you really can afford to miss. But
mounted inside a Lockheed U-2 that's
about to STOL in its own inimitable
fashion, who cares about a busted ear-
drum? Short field performance? You
betchum, Red Rider. Departing at
10,000 feet-the-first-minute, U-2s don't
encourage long "good-byes," and U-2
pilot Bob Ericson on his way to work
is-out of sight.
Since being mustered out of the Air
Force in April 1971, two Lockheed
U-2Cs, decked out in brand-new civies,
have been flying out of Moffett Field
(Mountain View) California. On "per-
manent temporary loan" to NASA's
Ames Research Center, the U-2s, now
designated N708NA and N709NA, carry
out a variety of scientific experiments.
Complimenting three other NASA air-
craft based in Houston, Texas-a Lock-
heed P3A Orion, a Lockheed C-130B
Hercules and a Convair RB-57F-the
NASA-Ames aircraft were introduced
into an already existing Earth Resources
Aircraft Project. In preparation for the
future Earth Resources Technology
Satellite, the U-2s augment the high alti-
tude capabilities that were needed.
Engaged in the remote sensing of
data, all the NASA aircraft are contrib-
uting towards establishing a basis of ex-
perience in data collection, interpreta-
tion, cataloguing and dissemination
before the ERTs satellite becomes oper-
ational.
By simulating the satellite's
eighteen-day cyclical coverage, the U-2s
fly over five control areas chosen for
their particular ecological idiosyncrasies.
Because of the unique situations each
test site presents, the areas covered are:
the entire Chesapeake Bay region of the
eastern U.S.; a 25,950 sq. mi. section
around Phoenix/Tucson, Arizona; and
(because of the proximity and diversity
it offers) California's northern coast to
.Lake Tahoe, Nevada; the San Francisco
Bay Area and California's prolific agri-
cultural Central Valley region including
the entire Los Angeles Basin. Data
gained from the flights is available free
to requesting federal, state and local
agencies.
Since we on the ground often can't
"see the forest for the trees," high-
altitude photography in this instance
functions as a learning tool for scientists
to study and promote the general health
and well-being of the Earth. Somewhat
like the Intensive Care Unit of your
local hospital, the current physiological
RRIease 2005/0211,0 :,-CI,I RDPrT @0'*9R@O02OO21O0OiId6by
 Every view of this unique plane suggests a big
glider. As it flies at over 45,000 ft., it needs
lots of wing and tail areas.
Rear-view details show tail surfaces fairings,
air brakes and tail pipe clearly for the scale
builder. Photo by Miller.
should the patient be threatened by an
encroaching attack of corn blight
through its mid(west)section, the
Department of Agriculture can immedi-
ately notify farmers in the infected area.
It's precisely this sense of immediate
purpose and the possibilities of future
good that's noticeable in all the opera-
tions crew at NASA-Ames. Shortly after
the April 2, 1971 budgetary approval
was given the NASA-Ames portion of
the project, the flight operations crew
became more than mere ciphers on a
piece of paper.
In Plant 42 at Lockheed's Palmdale,
California facility, the Lockheed
mechanics permanently assigned to the
two fifteen-year-old "vets," began the
rejuvenation. Meanwhile, up at Moffett
Field, NASA Project Manager Marty
Knutson gathered together the neces-
sary ground handling and data facility
personnel and equipment. By June 3,
when the "08" and "09" flew into
(Continued on page 90)
Approved For Release 2005/02/10 : CIA-RDP75B00159R000200210001-6
 pproved For;'lease 200
/10 : CIA-RDP75
WRITE
FOR OUR
NEW 1972
CATALOG
FREE!!
; to dard Equipm -',
PHOENIX, ARIZONA 85011 TELEPHONE [phone]
finish can be applied. For additional
strength, you may want to cover the
model with either heavy silkspan or silk.
My finish consisted of several coats of
- clear dope over the bare balsa which
were sanded lightly. I then applied two
down, then wet sanded with 320 paper
Next came a coat of clear Hobbypox
also lightly wet sanded. Hobbvaox
brush-light gray for fuselage and win
bottom, top of the wing, yellow with
red band and black wingwalks, and a re
band around the nose. Insignia deca
and other markings-were added before
applied all over. It's also a good idea t
partment-slop in Hobbypoxy clear e
rules for Class I Carrier, the control ling,
need to be
015"
.
dia. and 60 ft. Lon
when measured from the center of th
handle to the center of the model. Untrf
full-power takeoffs. With a hot 40 stiff
EVERYTHING FOR THE F40DELEN
Canadian Modelers: Canadian Dealer
Write for an Inquiries
ACADEMY. CATALOGUE. Invited.
15 cents, Postage free. Wholesale only.
down to a comely 13,800 lb. each, and
repainted white with just the right
touch of two shades of blue trim. After
various shakedown flights of the air-
craft, the sensor package and camera
systems, the full crew of 23 had jelled
into a solid unit. With the first official
data acquisition flight taking place on
August 31, they were off and running.
As Bob Ericson's jet blast faded over
Hangar 211, in a nearby trailer Ivor
Webster prepared to suit up for a short
hop to test out a cranky oil pressure
system in the "08." Joining the ranks of
unusual characters who get dressed by
putting their "hat" on first, "Chunky"
was already helmeted and pre-breathing
oxygen for the required 45 minutes
prior to takeoff.
In the operations trailer next door,
pilot Jim Barnes spoke of the crew's
sense of dedication to the project. Jer-
king his thumb towards Webster's direc-
tion, Barnes ripped off an emphatic:
"It's not just him. Or me. We all feel
that way. The gent over there that's put-
with the greasy clothes on, every man in
this unit does. Every one. Because they
else. You can't say 'help.' There is no
help. This is it!"
It's a small unit with a bare-bones
everyone else. Each is dependent on the
other. Each is interested and partici-
pates in the outcome. Often the pilots
and the mechanics will study the day's
photographs along with the data crew,
since in reality they all participate in the
operations and planning.
As Knutson says of the Lockheed
pilots, "...and if they weren't moti-
vated for the project-not just flying
this airplane, the kind of work we hope
to do for the country, mind you-we
couldn't survive, because we're asking
them to do a lot more than just fly an
"
airplane.
What's
before takeoff run starts. Front tires are non-
steerable, only the tiny dual rears are
steerable. The U-2 likes to ground loop all too
easily. Photo by Miller.
 right
he air-
camera
jelled
fficial
ce on
nning.
d over
short
nks of
ed by
unky"
athing
IN CANADA
EVERYTHING FOR THE MODELER
Canadian Modelers: Canadian Dealer
ACADEMY CATALOGUE. Invited.
15 cents, Postage free. Wholesale only.
pates in thg outcome.
photographsy along
this airplane
ject-not just flying
use we're asking
door,
crew's
they
=bones sceerable, only th ru`` }) gl'asl d
fW1ease 2
zteerable. The U-2 li o 1 o
knows easily. Photo by Miller.
e 2001/02/10: ClA*FQPZS99A~y____ JJ&0q
individual U-2 is an individual. Since
they were hand-built, there are slight
differences."
"Do you talk to 'em?"
"Oh no. We just sit there quietly and
do our job."
"As a pilot's airplane, how is it?"
"Very exciting really. After that,
when you're doing your work-if all
systems are behaving-it's very pleasant
and quite easy." -
"Can you relax?"
"No. Not really. The airplane is
quite a straightforward airplane. Quite
simple. You've seen the inside of the
of the art,' if you will. But it's quite a
t simple, straightforward device. As long
as you abide by the basic rules, it's quite
an easy airplane to fly...."
Born in the brain of Lockheed's
legendary Kelly Johnson during the
early Fifties, a prototype Utility-2 air-
plane is reported to have been begun in
January 1955. Successfully flight-tested
in August 1955, the aircraft entered
into limited production to specific
requirements. Said to have been built to
have a life span of no longer than
eighteen months, obviously later models
of the aircraft were structurally
strengthened to increase their durability
factor. The additional weight forced an
engine upgrading (originally P&W J-57)
and resulted in better aircraft perfor-
mance.
They basically have a glider configur-
ation, for executing a "tight" 1800 at
65,000 feet "there are sixteen miles
05/b2/ pp'f grtegpp7T van. Note outside rear-
Necessary ground support equipment includes
shade canopy. Pilot's don't like to sit in cock-
pit on the ground as air conditioning works
from the engine.
Flem~r1yi;n
my
5.95 kL'
Includ manifold,
two I the of special
rubbeahaust tubing,
two ty es of mounting
strop nd hardened
stmnl s steel screws.
41 -THREE MODELS-
EM-7A For all current thick c i -
6.7B For older thin cylir.de eCr.
0-7C For oil current th1ck c, _.r Cc.
 construction
Ful!=size plans
Formed Ian QLVaQV(
All die-cut parts
Wing options:
48 trainer
42 performance
(semi-sym w/ailerons
Extra wing kits $8.95
3 or 4-channel
.15-.25 engines
Lenlgth 34 inches
Weight 3 lbs.
Simple construction
.... and are easier to build
KIT NO.'10'1
SI.so
,rwviInl. SKIPPER
SEE YOUR DEALER TODAY. IF UNA%
SLE ORDER DIRECT. ADD '105. FOR,
AGE & HANDLING. OUT510E U.S. AOI
LE IN BOTH
N TYPES
,IIZES FIT
.15-.25
.29-.40
Expansion Type `E'
Merco.49, .61; McCoy .40 series 21;
der direct. Dealer and Jobber Inquiries
Model Engineering Co.
113 Graniteville Rd.
Chelmsford, MassAp~ 4ed
8" 1Q9WQPM;eQ WPi,7i B001
exactly what you would call "aero-
batic." Also, the differences between
mach buffeting and stall-out tend to
keep one alert. At altitude, going as fast
as it'll go, is just about as slow as it'll go.
Thus, having so narrow a flight margin,
"it can bite you if you get outside its
flight envelope. You've gotta mind the
store!"
"Wet" wings and bicycle gear can
make landing a hassle. The aircraft was
designed so that towards the end of its
landing roll, the fuel-heavy wing falls
down. Prior to landing, NASA flight
crew trucks stand by to run alongside
and, as soon as the aircraft slows down
enough, the crew re-insert droppable
"pogos" underneath the wings to pre-
vent. its flopping over. But it's a matter
of pilot and crew pride not to allow the
wings to touch the ground. It's a matter
of crew pride to "get there" before that
happens. It's a matter of pilot pride to
have the aircraft sashay past the crew
trucks before the built-in metal wing
skids scrape along the runway.
In the final moments before landing,
the pilot will fly close to stall speed to
determine his lateral CG. Then, using a
cross transfer pump, he will transfer the
right amount of fuel from one wing to
the other. If he's got the airplane in per-
fect balance, he can "go into his landing
roll and come to a dead stop. It's just
there. Like a teeter-totter. Perfectly bal-
anced. Fuel weighs six lb. a gallon, and
he's got it right-down-to-the-gallon!"
Now you know no self-respecting main-
tenance crew is going to allow that kind
of arrogance.
a cost' tititied from ~age~2'0
which is bound to benefit normal FF
activity as well, since many of the com-
ponents will be interchangeable between
pure and RC FF.
FF'ers who try it will 49 rewarded with
I
Rules, Frequ
quencies in RC is undeniab
MHz spot free`'Uency. This channe7y& not
normally useable for RC due to innter-
ference, hand-held transmitters, certain
FCC limitations, etc. However, a new
concept which provides as many as 32
commands on one frequency may pro-
vide a solution and thus completely
avoid interfering with present RC
00200210001-6
:..i9 xr ....I
Author with model. Lettering on !Mtonoko
was done by Tom Peadon using bullet
enamel.
channel operation, and permit only h.er
operating functions. Any marufactt'r,
can produce the airborne unit for th
activity, meeting only these require
of the airborne unit will le low but th
modifications l uired my on the tu--
Galaxy 585, the W. tc Doctor 800. anti
the ABC Scramble e the most likely
choices. A safe wa' to go about con
verting all of these' ns would be
first reduce the di e i angles by 5
percent and lower, , ylon heicht by 7
percent. Rudder a a of the Starauster
should be doubted. The Witch Dectc
and ABC Scrambler should have abou
rudder of the Galaxy 585 should b
moved aft of the stab and doubled i
have to be widened to accommodate t.",
inch nose extension will be required t:
retain CG location with the added ta,
horns. The Fortune Hunter contra
system should work fine on all or tb
above designs, and the rudder ?lap are:
should be retained at about 2 to 3 sq
in. The Starduster 900 might even put 1
few 12-foot RC sailplanes in the shad,
when it comes to sheer glide.
Those interested in building PC F
airplanes should feel free to write me
care of AAM if assistance is needeed.
Get a monthly news magazme .n,; s
freeflight. A full size plan service.. u.r..'ed
voice in the AMA for freeflight. r.lembersr ip
card and 2 color decals. Dues are $3.50.: Teal
for AMA members and $4.50 a year icr non -
AMA members. Write Annie Gieskiena,
rchm -0005/02110 1 GVAPRD B00159R0002010240 1 5nSt., Denver, Colo. t0210
c anne . The radio system requirement
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