PROPOSAL FOR COMPLETION OF THE HR-73C CONFIGURATION ENGINEERING REPORT NUMBER 5373

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81B00878R000100060009-1
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 27
• Document Creation Date: December 12, 2016
• Document Release Date: June 4, 2002
• Sequence Number: 9
• Publication Date: January 15, 1959
• Content Type: REQ

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COPY / OF 2
PROPOSAL FOR COMPLETION
OF THE
Imo.-73C CONFIGURATION
Engineering Report Number 5373
15 January 1959
STATOTHR Project manager:
Vice-President:
Director of Engin
Report Prepared By:
STATOTHR
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ABSTRACT
The value of the HR-73C Configuration, the possibility of developing
it, the technical problems involved, and the practicality of accomplishing
the development are discussed. It is concluded that the "C" Configuration
should and can be developed, and a proposed program to accomplish the
development is presented.
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Entineering Report No. 5373 1
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INDEX
Title Page
Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Index . . . .. . . . . . . . . . . . . . . . . . . . . . . . . i i
1 Introduction . . . . . . . . . . . . . . . . . . . 1
2 Objective of Proposed Program . . . . . . . . . . . . . . . . . 3
3 Present status . : . . . . . . . . . . . . . . . . . . . . . . 6
4 Technical Problems . . . . . . . . . . . . . . . . . . . . 10
5 Work Plan and Schedule . . . . . . . 20
. . . . . . . . . . . . .
6 Proposed Program . . . . . . . . 24
Appendices
A Miscellaneous FOG Equipment . . . . . . . . . . 27
B Miscellaneous Lot ~ Equipment . . . . . . . . . . . . . 29
C Miscellaneous Contractor Equipment, . . . . . . . . . . . 31,
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Engineering Report No. 5373
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1 - INT-4DUCTION
This proposal is made in response to the continued interest in the
IL2-73C Configuratiou. it is based on the performance which was observed and
recorded during the test period in 1958. Although great strides were made
in four years' developm=t of the "C" System, the program was terminated just
as this Corporation started to provide electromechanical engineering for the
overall system.
At that time there were serious doubts that the configuration was cap-
able of performance competitive to existing systems. As a result of the studies
and modifications initiated by this corporation, field tests proved that the
inherent performance of the "C" System is superior to any existing system of
comparable weight and focal length. The limitations found in the "C" System
during these tests were caused by unreliabilities of a mechanical and electrical
nature.
The "C" System's unique capability of high oblique photography, and four
advanced design features - (1.) A reimaging projection system; (2.) A center
of gravity support; (3?) ."Object space scanning; and (4.) Lightweight re-
flecting optics -- are sufficiently important to justify improving the re-
liability of the "C" System (see Section 2).
After careful study, this Corporation's engineering project group is csn-
vinced that the necessary reliability of the "C" System can be obtained. A
general review of the present optical, mechanical and electrical status (see
Section 3) conclusively demonstrates that this reliability can be attained.
Detailed analyses were made of the system to uncover any technical problems
whose solution might be prohibitive in time or cost. These problems which are
detailed (see Section 4), namely, atmosphere, film, optics, vibration, image
notion compensation, and focus., and all have reasonable solutions.
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Engineering Report No. 5373
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A logical work plan and approach tv solve these problems is given (see Sec-
tion 5). Exzuninatien of this work plan discloses no major obstacles and the
estimated time to male the "C" System operational is thirty-six weeks.
We have a proposed program (see Section 6) whose acceptance would result
not only in an operational "C" System, but also in significant advances in the
state of photographic reconnaissanc?. This is an important progra"a, and we
2 : e anxious to under i::ake it.
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' 2.
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2 - OBJECTIVE OF PROPOSED PROGRAM
To the bast of our knowledge, the 1IR-73C Configuration is the only
long focal length photographic reconnaissance system, in an advanced develop-
ment stage, capable of high oblique photography. It is our belief that this
is a valuable capability. (See Figure 1.)
Furthermore, the second unique capability of the configuration is that
there are four advanced design concepts embodied in this configuration which
may be required in future reconnaissance systems. We know of no better way
to learn the practical value of these important features other than by the
perfection of this configuration. These features are:
(1) A reimaging projection system. This has two values: It permits
the use of fine grain emulsions since the system can be made
apochromatic; and it permits a small primary focal plane and a
small efficient shutter.
(2) A center of gravity support. This provides inertia stabilization
and greatly reduces the weight of stabilization components.
(3) Object space scanning. This feature permits less mechanical
clearance for the reconnaissance system, and, alone among the
four features, has been successfully proven.
iL (4) Light weight, high quality reflecting optics. The value of this
type of optical element will become more important as the light
weight requirement increases, but the feasibility of manufacturing
these elements must be determined by testing of overall system
performance.
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Engineering Report No. 5373 3.
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In view of these capabilities, the objective of this proposed program
is to:
(1) Provide one :3,-73C Configuration capable of reliably recording
on file the images of
,round targets of a quality co-iparable
to the beet obtained to date; and
(2) Deliver this confiauratioa, accompanied by an adequately trained
operating crew, to a using ?etacl~usent within tiiirty-six (36) weeks.
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3 - PRESENT STATUS
In considering the present status of the configuration, it is
especially important to consider both its physical aspects and also the
personnel that would be working on the equipment.
The project group that became fully familiar with the configuration
during the recent nine mouth program are convinced, without exception, that
the configuration can be wade to operate reliably. These people feel that
the unsolved problems are not more difficult than those which they have
successfully overcome already. This group is still available for assignment
to this proposed program and each individual is very interested in carrying
this program to a successful conclusion.
The physical aspects of the configuration (serial number 4) are
summarized below:
Configuration Optical
An accurate evaluation of the inherent resolution capabilities of the
optical system can be made by examining the photographically recorded static
resolution, which was finally improved to about 60 lines per millimeter.
Visual observations of collimated resolution targets averaged 60 to 80 lines
per millimeter, and a recent auto-collimation of the configuration indicated
that a capability of visually resolving. 80 to 100 lines per millimeter
existed. (A record sumanary of system resolution is presented in Appendix D.
Enineering Report Number 5364, dated 12 January 1959.)
The differences between these st?ti_c resolution levels and the
levels obtained in actual flight can be attributed mainly to such functions
as vibrations, uncompenc ted i c-c motfcn, n-nd irperfect focus.
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As these deteriorating effects are reduced the subsequent in-flight
performance level will improve.
Configuration, Mechanical
There are several major mechanical considerations to bear in mind when
examining the configuration. Primarily, the mechanical structure itself,
and especially the members supportinf; the optical elements, must not cause
or transmit intolerable vibrations. Recent modifications have made sig-
nificant improvements in this area, and recent tests show vibration levels
of the optical elements are within tolerable limits. Secondly, the structure
itself was modified to make it more rigid, which is a prerequisite for
proper stabilization. Finally, the correct mechanical functioning of each
dynamic aspect must be considered. Some minor modifications are indicated:
Improvement of the oblique scan bearing; strengthening of the pitch flexure;
further testing of the improved shutter; and a critical examination of the
film drive assembly.
The mechanical structure of the configuration, in light of present
knowledge, is almost satisfactory to perform its intended functions.
Configuration, electronics
The work of the past sa-eral months has led conclusively to the realiza-
tion that the majority of the existing problems are within the realm of the
electronics. These problems are somewhat complicated because many modifi-
cations have been made and it is necessary to determine just what the
existing individual components are and what the existing circuitry is, and
only then can the specific cause of malfunction be located and investigated.
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The system is plagued with such difficulties as a distorted and
varying IM C rate, extraneous signals that produce unwanted flutter in the
oblique drive, an inability to maintain the configuration in balance over
a long time interval, and tolerances assigned to numerous components which
are too broad. Furthermore, the frequency of the existin, 400 cycle power
supply is not held within necessary limits,
Basic design philosophies, within present knowledge, seer: to he sound.
The execution must be improved to obtain a satisfactory unit.
Configuration, present capability
None of the flight tests during the recentrine month program were
executed without some malfunction (su ari?red in Appendix C. Engineering
Report Number 5364 dated January 12, 1959;; the unreliability of the con-
figuration must be eliminated. Individual frames from these flights gave
evidence of an in-flight leas-film resolution of 35 lines per millimeter.
Spotting; accuracy, that is aiming, was good, and the configuration operated
in all three modes.
DrawinEs and Diagrams
With respect to this configuration, many mechanical. drawings and
circuit diagrams are inaccurate and incomplete.
tiavuals
The present set of manuals, to be descriptive of the modified con-
figuration, would have to be extensively revised both to incorporate the
many changes and to elaborate on some existing aspects. Within the scope
of the proposed program, it is felt that revised manuals mazy not be necessary
for proper maintenance or operation of the co fi-,uratiou, especially if field
personnel maintain cc rprehensive individual notebooks.
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Support Equipment:
Two ;,and Controls and Memory Units have been used during the recent
program. They require A general maintenance and overhaul before they can
be recalibrcted and considered servicc..ble again.. Except for the inherent
disadvantages of the cable linkage from the Hand Control to the Drift Sight,
the operation of these units has been satisfactory.
A recent investigation has disclosed that the target image from the
300 inch collimator is being, degraded. The cause of this has been attributed
to thermal gradients, especially those in the vicinity of the rotating scan
mirror. This effect becomes particularly apparent during such seasons when
the room containing the equipment cannot be kept at a constant temperature.
In addition to this, it is felt that some distortion of the ima,;e may be
introduced by the scan mirror itself. These two effects should be investi-
gated and minimized in order to have a useful collimator.
Although not essential to proper functioning, certain additional
mechanical modifications to the collimator are desirable to improve some
presently awkward mechanical adjustments.
The Power Cart has functioned well during use. However, recent con-
figuration test results indicate that the 400 cycle output may be varying
and contributing to the observed malfunction of the configuration gyros.
The stability of the Power Cart's 400 cycles :lust be within tolerable limits
before it can be considered satisfactory.
The nature, status, quantity and location of equipment manufactured
as support or replacement parts for the 1.fl1.73C configuration will have to
be determined. Much of this equipment is presently located in depots, as
back-up and spare parts. A comprehensive listing as well as a control log
will have to be established.
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5373
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4 - TEC;INICAL PROTLEMS
GENERAL NATURE OF THE PiiOBLEMS
There are only six factors which influence final picture taking
capability of an aerial camera. In order these are: atmosphere; film;
optics; vibration; image motion compensation; and focus.
ATi1OSPHERE - Atmosphere has two manifestations. One is the atmosphere
external to the vehicle, and the second is the local atmosphere surrounding
the camera. The former is something over which an aerial camera has no
control, but which is believed to impose no limit in. the particular case
of the "C" Configuration. The environment within the "C" bag, however,
is controllable, and, to the extent that it might impose resolution limita-
tions on the "C" System, it can be dealt with by modifications to that
environment.
FILM - The film limitation on resolution is beyond present control.
A fast, fine grained, high resolution film is desired. A faster film would
be most desirable, since shorter exposures would be permitted, and this would
reduce the degradation due to vibration or image motion.
OPTICS,- The limitation imposed by optics fall into two areas: Those
imposed by the design itself; and those imposed by the execution of the
design. In the first case there is no cause for concern with the possible
resolution obtainable with the "C" Configuration. In the second case, the
light weight mirrors may impose a limit on obtainable resolution.
VIBRATION - Vibration also falls into two categories: Those created
by the vehicle; and those created by internal operations of the camera. The
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latter have been dealt with extensively, and are now believed to be at
tolerable levels, although the shutter vibration level should be retested
since the shutter has been modified recently. The external vibration
problems can best be reduced by a well executed vibration isolation mount.
Such a design is available, and reduction of externally created vibration
degradation is possible. Test evidence indicates that only mechanically
coupled vibration is a problem, and that acoustically coupled vibration
need not be considered.
TgIAGE MOTION CO TF'ENSATION - I.N.C. involves the removal of image
motion arising from motion of the camera relative to the object. The design
of the "C" Configuration is such that drift perpendicular to flight line
is not compensated. Furthermore, the errors in sensing, that is, the
capability of a driver to set in an accurate track rate, and his ability
to determine an accurate track rate from the view presented in the Drift
Sight are limitations on the I.M.C. Beyond this problem, there are those
problems within the camera which prevent it from adequately compensating
such things as distorted signals in the stabilization, positioning or
auto-balance circuits, and flexure of the entire piece of hardware under
the influence of stabilization, for instance.
FOCUS - Focus requires the image to be in coincidence with the emulsion
during exposure.
Evidence indicates that focus achieved to date is adequate. However,
there is no doubt that a lessening of degradation due to I.M.C. and vibra-
tion will more critically test focus, but the laws of nature will not
puvent focus being improved. In fact, there are only hardware type problems
involved in improving focus if this is required by better resolution levels.
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SPECIFIC DETAILS OF THE PROBLEMS
The specific problems of the "C" Configuration fall generally into
the last three areas, that is, image motion compensation, vibration, and
focus in order of problem magnitude. There is also the very critical
problem of reliability, since the configuration must actually operate
before deficient operation can be lessened. Finally, there must be some
special instrumentation. The technical details of salient problems are
discussed below:
IMAGE MOTION COMPENSATION - There are several problems in the area
of image motion compensation:
Pitch I.M.C. - The yaw and roll stabilizers are closed loop systems.
In such systems variation in internal gain has only second order effects.
The I.M.C. is introduced into the pitch stabilizer by means of an open,
loop system; consequently, any variation of parameters has first order
effects on the I.M.C. rate.
This problem can be overcome by closing the loop, or improving the
open loop stability. The most attractive solution is to improve the open
loop stability by applying the advances in transistors and transistor
circuit design which have occurred since the original design; this has the
further advantage of permitting weight reduction.
Auto-balance - Tests on the existing system failed to either prove
or disprove the adequacy of the auto-balance. There is reason to suspect,
however, that the performance is marginal. Critical testing will be needed
to establish the exact status of the auto-balance.
Stabilizers - There is reason to believe that the existing gyro
stabilization loop is either adequate or very close to being adequate.
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This cannot be determined unless some very accurate and careful tests
are performed.
However, the equations for stabilization contain a first order term
proportional to the angular momentum of the gyro spin wheel. The angular
velocity of the spin wheel is of course proportional to the supply frequency
(nominally 400 cycles). Considering the high accuracy required, variations
in supply frequency can be expected to produce relatively large variations
in stabilization accuracy.
The 400 cycle supply requirement can be met best by a transistorized
inverter rather than an engine driven alternator. The frequency and voltage
of the inverter can be controlled within close limits. An inverter similar
to that in the Hand Control could be used and would allow overall weight
reduction.
The limited test time with the positioning servo has not permitted
any accurate conclusions on this device.
Flexures - The stabilization solenoid flexure links presently installed
between the stabilizing solenoids and the camera body have repeatedly
failed due to fatigue cracking. This prevents stabilization and can result
also in damage to the configuration; ball and socket joints are one possible
solution.
External Command Equipment - An equipment group consisting of the
Drift Sight, Hand Control, Memory Unit and the Operator serve to supply
the Configuration with information which directly commands the I.M.C.
rate and controls positioning and aiming. Any distortion of information
produced by this command group will be translated into errors in the
operation of the configuration.
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There has been considerable speculation as to whether the visual infor-
mation that the operator receives is enough to enable him to make accurate
and correct adjustment, and also whether the operator skill has been devel-
oped to such an extent that he is able to make maximum use of the information
he receives. In addition to this, the inherent tendency of the flexible cables,
which link the Hand Control to the Drift Sight, to bind, causes irregular
movement of the visual presentatior.. This can lead to errors in the ultimate
aiming accuracy and in I.I.C. error.
Whether the magnitude of any of these effects is enough to cause con-
cern has not yet been determined, but shall have to be investigated. Em-
ploying the Askania space positioning facility which could be made available
for this purpose, an accurate speed and altitude determination of the vehicle
could be made. Coordination of this information with airborne instrumentation
and photographic results would produce data from which the magnitude of this
problem could be assessed.
Upon this basis, modifications which would improve configuration per-
formance would be investigated. operator training may have to be increased.
In the event of a flexible cable binding problem, the possibility of adapting
a MW II Hand Control so that it could be used with a Memory Unit would be con-
sidered. The Mir II unit eliminates the use of cable linkages and uses an
electrically coupled servo system instead.
VIBRATION - The present limitation on resolution is due to uncompensated
image motion. When this degradation is reduced the next limit will almost
surely be externally created vibration.
The best solution to this problem is the use of well designed isoletors.
These are available from Robinson Aviation, Incorporated, and will be precurred
for installation.
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Focus - The photographic results of July and August 1958 were carefully
scrutinized and no indication of focus shift was found. Malfunction occurred
later due to a mistake in the wiring, leading to some confusion. However,
the temperature control has been returned to the original version and is
expected to function satisfactorily, based on the previous resolution level.
The existing temperature control system is an on-off type. When the config-
uration is improved sufficiently so that temperature shift of focus becomes
important, a substitute temperature control system is available. This system
is a magnetic amplifier servo of the proportional plus integral type, and
should be able to control temperature to a small fraction of a degree. The
proportional system will be tested on a separate lens barrel, and, when the
actual performance becomes superior to the present control system, the new
system will be installed in the configuration; this will provide a margin of.
safety.
RELIABILITY - Reliability is of prime importance in attaining the ob-
jectives set forth for this program. Not only must the level of reliability
be determined, but it must be sufficiently high to insure the configuration's.
usefulness to the program. Recent flight tests have demonstrated that this
As an area which requires high priority.
The average expected useful lifetimes of components will have to be
determined in all cases where such information is not already available. Com-
ponent substitution for reason of insufficient reliability or life span will
be incorporated on the basis of this information, until a satisfactory level
of performance for the Configuration can be maintained. In addition to this,
a comprehensive control log of component running times will be established,
so that expended units can be replaced prior to failure.
Some specific problems of unreliability are:
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Film Transport - The film transport is not reliable at present. It
mismeters frequently in Mode I operation and has suffered from frequent film
wraps. Both malfunctions can be traced to faulty friction devices between
the film drums. This variable friction causes overloading and slipping of
the metering roller and also overloading and near stalling of the take-up
motors.
It is therefore necessary to:
(L) Replace and modify the friction material on the film spools
with more suitable material, such as nylon and metal bear-
(2.) Establish optirn frictional loading of film spools for
proper fuuictioning and also a simple means for field check-
ing this.
(3.) Re-examine take-up motors with respect for torque require-
ments as indicated by results from item 2.
Vacuum Solenoid - The vacuum solenoid in'?its present state is a major
cause of vibration affecting the whole configuration and particularly the
scanning flat as shorn on test records. This is caused by ' the too rapid de-
celeration (impact) of the solenoid slug on opening and closing, and also
incorrect mounting of the shock absorbers, which now are placed at right
angle to the direction of shock.
It is therefore necessary that;
(1.) The vacuum solenoid be modified to reduce the deceleration
of the slug by replacing the rigid valve disc with a flex-
isle one.
(2.) The mounting of the shock absorbers be changed so that they
function correctly, if they are still required after modi-
fying the solenoid.
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Oblique Drive Vibration - it has recently been observed that the
scanning flat vibrates or oscillates between each exposure. it is not
clear at this time whether this is caused by electrical "noise" or is
strictly of a mechanical nature.
If this performance defect is electrical it can be eliminated by ascer-
taining whether the disturbance is induced internally or externally. If the
disturbance is from the exterior, shielding and/or filtering will eliminate
it. If the problem is interior, that is loop instability, changes in the
loop transfer function will solve the problem.
If this performance defect is mechanical, that is, friction or stiction,
replacement or lubrication of the offending components will dispose of the
problem.
ProKrassner - The existing programmer consists of 2 11-point rotary
switches. The reliability and life has been poor.
A manufacturer was contacted who makes use of these switches in traffic
controllers. Life and reliability in these controllers has been good, but
the cycling rate is such slower than in the "C" Configuration; and the standard
practice of this manufacturer is to adjust these switches to tolerances far
smaller than those specified by the switch manufacturer. The traffic con-
trol manufacturer prefers another switch to the one used in the "C" pro-
grammer and is discontinuing the use of the present switch. However, this
superior switch is both larger and heavier.
This problem can be solved by (a.) very careful adjustment and maintenance
of the existing switch, (b.) by replacing the switch with the superior switch,
or (c.) by using a diode-relay sequencing system similar to that used in the
intervalometer on the M1< II, Model 501 Tracking Camera.
Solution (c.) is the best of these possibilities. No critical adjustment
is necessary, and there is a good possibility of weight reduction.
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TEST EQUIPMENT ? In 'the course of the recent field activities,a number
of shortcomings of the available test equipment have become apparent; these
can be divided into necessities and time savers. All shortcomings will be
corrected. _
The necessities are:
(1.) An attachment for the 300" collimator to simulate effect of
ground speed to test I1iC performance. The existing impro-
vised attachment needs to be refined.
(2.) An optical system to observe the performance of the scanning
flat drive and stabilization during ground test runs. This
is 90% completed.
(3.) Two 6" test mirrors required for a systematic check-out of
the optical components or sub-assemblies of the optical
system. These are completed except for aluminizing.
(4.) A structural modification of the test stand permitting the
use of the 300" collimator in the oblique mode of operation.
(5.) Modification of an existing auto-collimatingmicrosc for
better performance.
(6.) A 400 cycle supply from the ground power cart which has an
actual frequency output identical to the vehicle's 400 cycle.
Standard techniques will allow this.
The time savers are:
(1.) A modification of the manual control of the 300" collimator
flat so that it can be swung rapidly from the vertical,
that is, the auto-collimating position to the 45? or oper-
ating position. This can be accomplished by a simple peg and
hole arrangement.
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(2.) The present arrangement used to square-on the film platen...
is cumbersome and time consuming. This can be greatly improved
by the addition of another microscope, and by mounting these
on two rails for rapidly scanning the four corners of the
platen.
Finally, the performance of the 300" collimator has not always been
satisfactory. Last summer's tests have shown repeatedly that stratification
of the air and thermal air currents are major contributors to the observed
image degradation. This does not, however, exclude distortion of some of
the optical elements due to thermal effects or other causes. The observed
behavior is not fully understood and some time should be. allocated to determine
its true nature.
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5 - WORK PLAN MTD SCHE .TLP
The proposed program to accomplish the outlined objectives has nine
phases (see figure 2):
Phase Set-up (2 Weeks)
The objective of this phase will be to set up the required equipment in
the contractor's existing "C" raw in such a manner than an orderly study
program can be implemented. To accomplish this, the "C" Configuration
(Serial No. 4) and certain associated equipment must be transported from the
Farm to the contractor's plant. This equipment will then be set up to per-
mit a successful study.
Phase It - Study (3 Weeks)
The objective of this phase will be to learn the exact details of the
present circuitry. The known presence of obsolete wiring and components,
and the inaccuracies in the present schematic wiring diagrams necessitate
a thorough initial study of the "C" Configuration. Obsolete parts will be
removed, and the drawings will/be corrected, as a result of a systematic
iteee-by-item study of the electro-mechanical components.
Phase III - Test Components (6 Weeks)
The objective of this phase will be to achieve adequate performance from
each individual functional component. Presently, there are no concepts 'Which are
incorrect; there are merely faults of execution. However, if any conceptual
falacies are uncovered in Phase It these will be dealt with prior to compon-
ent testing. It is more likely, however, that the deficient components can
immediately be tested and modified.
Phase IV - Ground System Tests - (6 Weeks)
She objective of this phase will be to learn which inter-relatica ships of
functional components cause the system to perform at a capability less than the
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capability which individual component capabilities should permit. The entire
system (Hand Control and Configuration) will be subjected to tests which
approximate to the greatest practical extent the conditions of normal use. At
least two complete successive runs are considered as a minimum indication of
system reliability. The instrumentation required for these ground system
tests will be fairly elaborate. However, during phases I, II, and III, as a
parallel effort to those phases, the required instrumentation can be developed
and tested so that no delay to the entire program will result.
Phase V - Perfect System (4 Weeks)
The objective of this phase shall be to bring the system performance to
that level permitted by the individual component performance levels; that is,
to the design level. In actual fact, Phase V will probably blend in with Phase
IV, since such system interrelation defects as are exposed in Phase IV will be
corrected by Phase V activity, but the final conclusion of both phases will
be the two complete successive runs. The reason and necessity for consider-
ing Phase V as separate from Phase IV is that Phase V may never be required
if Phases III and IV result in satisfactory performance.
Phase VI --Ship To Farm (I Week)
The objective of this phase will be to move the "C" Configuration and the
associated equipment to the Flight Test Site. The "C" Configuration will be
packed and transported to the Farm, and unpacked in a room suitably arranged
to permit successful flight test operations.
Phase VII - Flight Test (13 Weeks)
The objective of this phase will be to prove that the "C" Configuration
can achieve suitable performance in the actual environment of use. The
initial effort of this phase will be directed to finding and holding air focus.
Experience indicates that three to five flights will be required for this
purpose. The next phase will be to determine that the "C" Configuration in
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the vehicle is both reliable and capable of taking. photographs of an ade-
quate quality. Three to five flights should be adequate for this purpose.
Max anam value in a flight test plan requires that there be approximately
six to eight work days between flights, so that data way be fully analyzed.
Consequently, considerable time is allowed for this phase.
Phase VIII - Ship To Detachment (I Week)
The objective of this phase will be to move the equipment and such per-
sonnel as are required for its operation to a using detachaent. The required
equipment accompanied by trained operating personnel will be transported from
the test site to the using area.
Phase IX - Customer Use
The objective of this phase will be to provide the customer with an
operable "C" Configuration and the personnel to operate it. With one "C"
Configuration at a Detachment, it is believed that four people will be re-
quired to successfully operate it according to the customer's requirements.
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6 - PROPOSED PROGRAM
The Corporation believes that this program is sufficiently important so
that any personnel required by the project group will be made available by
the Corporation. The estimated requirements (see figure 3) are such that
security clearance should be made confidential with respect to the hardware.
(Knowledge of customer and use will continue to require project clearance.)
The nucleus of the proposed project group (see figure 4) includes personnel
fully familiar with the existing configuration as well as other reconnaissance
system experts from within the Corporation. Also, the project group will have
available any facilities, in addition to the existing C-room, that are re-
quired.
With this Corpar ation support, the program we propose is that: The
project group will carry out the werk plan according to the proposed schedule
so as to solve the technical problems and accomplish the program objectives.
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