CERTIFICATES OF COMMENDATION FOR CIVILIANS ASSOCIATED WITH THE 1129TH SPECIAL ACTIVITIES SQUADRON (Sanitized)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89B00980R000600060003-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 18
• Document Creation Date: December 19, 2016
• Document Release Date: May 17, 2006
• Sequence Number: 3
• Publication Date: July 23, 1968
• Content Type: MF

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SECRET
MEMORANDUM FOR: Director of Central Intelligence
SUBJECT:
Copy 6 ? of
Z 3 JUL 1968
Certificates of Commendation for Civilians
Associated with the 1129th Special Activities
Squadron
1. This memorandum contains a recommendation for the
approval of the Director of Central Intelligence. Such recommendation
is contained in paragraph 4.
2. After the Cuban missile crisis of 1962, commendations
and citations were conferred on individuals and units whose perform-
ance had been outstanding during that difficult period. One of the units
cited by the United States Air Force, Weather Reconnaissance Squadron
Provisional 4, was presented with the Air Force Outstanding Unit Award
25X1 by General L then DDCI, on 21 March 1963. At the same time, CIA
civilians associated with the Squadron were given Certificates of Com-
mendation bearing the signature of the DCI and the name of the recipient.
A specimen of that certificate is enclosed.
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3. On 26 June 1968, presented the Air Force 25X1
Outstanding Unit Award (which includes a personal token in the form of
a service ribbon for wear on the uniform of each member) to the 1129th
Special Activities Squadron for its outstanding performance. In order
that the 44 civilians associated with the 1129th may also receive personal
? recognition, I believe that each should receive a certificate similar to
those given WRSP-4 under comparable circumstances. The Chairman,
Honor and Merit Awards Board, has concurred in this idea, and the
Recorder of the Board has determined that certificates are available.
CROUP
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4. I, therefore, recommend that each of the CIA civilians
who contributed to the success of the 1129th Special Activities Squadron
be given a certificate siniilar to the specimen enclosed and that each
certificate be inscribed with the recipient's name and your signature.
Attachment - 1
Specimen certificate
SIGNATURE RECOMMENDED:
Carl E. Duckett
Deputy Director
for
Science and Technology
2 2 JUL 19613
Director of Special Activities Date
The recommendation contained in
paragraph 4 is approved:
Director of Central Intelligence
EO/S.A/EDDuckett, Jr. :fd (22 July 1968)
Distribution:
#1 - D/SA
#2 - ER
#3 - DDCI
#4 - DD/S&T Chrono
#5 - DDS&T Reg..
#6 - DDS&T Reg.
#7 - Recorder, HMAB
#8 - EO/SA Chrono
#9 .-RB/OSA
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Tab A
Section 1
OXCART
DEVELOPMENT SUMMARY AND PROGRESS
(1 April 1968 - 30 June 1968)
I. AIRFRAME
Due to SCOPE COTTON decision 20 (Phase-out 30 June
? 1968), no developmental actions were completed during
? the period of this report.
II. 'PROPULSION
Due to SCOPE COTTON decision 20 (Phase-out 30 June
1968), no developmental actions were completed during
the period of this report.
III. PAYLOAD
a. Sensor s - During the period from 1 April 1968 to
28 May 1968 (date of last camera configuration flight)
a total of 19 photographic missions were flown.
1. Type I - Fifteen (15) camera flights were
accomplished. One (1) was an operational mission,
It was successful as
were the fourteen (14) non-operational missions.
2. Type IV - Four (4) missions, all non-
operational, were completed and were successful.
3. Other accomplishments -during the reporting
period were:
1
Ekcluded front aatomatIc
downrAIng and
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(a) Type I altitude calibration tests were
completed.
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Tab A
Section 1
Page 2
(b) The second phase of the low sun angle
tests relating to Type I exposures were completed.
(c) Validation flights for Type I(H) were
completed. Contractor analysis of data indicated
it would have been considered operationally ready.
(d) A successful mission utilizing SO-180
25X1 1. 1 was completed in a Type IV
configuration.
(e) Type IV (SN-3) had two good validation ?
flights. Contractor analysis of material indicates
this configuration would have been declared
operationally ready.
IV. AIRCRAFT FLIGHT TEST AND OPERATIONAL TRAINING SUMMARY
(FINAL REPORT)*
(APRIL, MAY, JUNE 1968)
ACFT
FLIGHTS
A.M.J.
TIME
A.M.J.
121
3
3:37
122
-
-
123
-
-
124
16
25:10
125
-
-
126
-
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TOTAL
FLIGHTS
TOTAL
TIME
322
418:00
162
177:51
78
136:10
614
1076:25
203
334:55
104
169:16
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Tab A
Section 1
ACFT
FLIGHTS
A.M.J.
TIME
A.M.J.
TOTAL
FLIGHTS
Page 3
TOTAL
TIME
127
11
23:05
261
499:10
128
5
9:15
232
453:00
129
8
15:45
269
409:55
130
11
24:55
217
406:10
131
15
28:20
183
351:00
132
12
24:40
197
369:55
133
-
-
9
8:17
TOTALS
81
154:47
2851
4810:04
*Includes Ferry Flights and operational missions
V. LIFE SUPPORT
Due to SCOPE COTTON decision 20 (Phase-out 30 June 1968),
no developmental actions were completed during the period of
this report.
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Tab A
Section 2
OXCART
OPERATIONAL SUMMARY AND PROGRESS
(1 April 1968 - 30 June 1968)
I. Overflight Summary (PINWHEEL):
One A-12 overflight mission was flown during this period.
This mission launched from and recovered to Kadena Air
Base, Okinawa. Following is a brief resume of the mission:
a. Iwas flown against North Korea
target erest. Two passes were accomplished with
total flight time of 4:06. ChiCom surveillance radar
tracked the aircraft for 59 minutes,. distance tracked
was 1900 NM. A total of 15 SAM sites covered; 3 occupied,
1 unoccupied, and 11 identification only. Overall
photographic quality for the southern two-fifths of
North Korea was fair to poor. Quality degradation was
primarily due to haze and scattered clouds which
affected approximately 50% of the photography. This was
the final BLACK SHIELD operational mission.
II. Pilot and Aircraft Loss (Aircraft 129):
Aircraft 129 with as pilot departed
Kadena Air Base, Okinawa at 0450Z on 4 June 1968 for a
scheduled 2 hour 10 minute training mission. An aerial
refueling was completed on schedule at 0523Z. The A-12
accelerated and started its climb in a normal manner
after this refueling.
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Section 2
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aircraft. After a lapse of approximately five to six
minutes HF voice contact and
were attempted to no avail. Aircratt was declared
overdue at 0616Z. Rescue aircraft and surface craft
were dispatched to the last aircraft contact area at
0745Z, 4 June 1968. After 91 sorties were flown for
a total of 869 hours 35 minutes, the search was
terminated at approximately 1320Z on 8 June 1968.
This extensive search resulted in no significant leads
or sightings. Accident Board findings were as follows:
Primary Cause: Undetermined
Most Probable Cause: Catastrophic failure of the right
engine. Overtemperature of the right engine probably
was the tnitial indication leading up to the failure.
Recommendations: None
III. Redeployment of OXCART Aircraft and Deployed Task Force:
a. Redeployment of OXCART from Kadena began when aircraft
131 departed Kadena on 8 June 1968. This aircraft made a
precautionary landing at Wake Island due to a fuel leak in
the right engine which was noted by the tanker crew
during aerial refueling. On 14 June 1968 aircraft 131
? departed Wake Island on a subsonic flight to Hickam, sub-
sequently departed Hickam on 19 June 1968 and was flown
25X1 supersonic to The second A-12 aircraft departed
? Kadena at 2009Z on 9 June 1968 and landed at 1
without incident on 10 June 1968 at 0138Z. The average
speed for this flight was 1415 M.P.H. with flight
duration of 5:29Urs.
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b. The OXCART deployed task force has completed redeploy-
ment from Kadena AB and all Project facilities at that
location have been turned over to and are now under the
control of the SAC SR-71 effort there.
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Tab A
Section 2
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IV. PILOT AND A-12 AIRCRAFT LOCATIONS (As of 30 June 1968)
Pilots
A-12 Aircraft
California (storage)
5
8*
*Includes one trainer (#124), two flight test (#121 and #122),
and five operational aircraft ((#127, #128, #130, #131, #132)
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Tab B
Section 1
IDEALIST
DEVELOPMENT SUMMARY AND PROGRESS
(1 April 1968 - 30 June 1968)
I. AIRFRAME
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a. A U-2R flight manual meeting was held at Edwards AFB.
Representatives of LAC, Customer One, Customer Two, and
the Detachments were in attendance. Various format
proposals for the Flight Manual performance charts were
reviewed. LAC was tasked to prepare suggested sample
charts based on the various inputs of the attendees.
These charts were received in Headquarters on 25 June 1968
and will be reviewed prior to the next reporting period.
b. A U-2R technical meeting was held at LAC, Burbank,
to review (a) the progress of the development flight
test program, (b) the status of various problems, (c) the
production aircraft delivery status, and d the roposed
follow-on program. A detailed report has 25X1
been written summarizing the significan resu s o this
meeting.
c. U-2R FLIGHT TEST AND OPERATIONAL TRAINING SUMMARY
(Thru 30 June 1968)
A.M.J.
FLTS .
TIME
?A.M.J.
TOTAL
FLTS
TOTAL
TIME
1 - 051
18
59.3
68
220.9
2 - 052
12
51.8
30
109.0
3 - 053
29
81.7
36
94.6
4 - 054
19
72.0
21
73.2
5 - 055
14
35.5
14
35.5
6 - 056
13
33.0
13
33.0
TOTAL
1.0.
333.3
182
566.2
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Tab B
Section 1
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II. PROPULSION
a. The unaxisymmetric thrust and noise problems
encountered with the ejector type tailpipe on the U-2R
have now been resolved. The final fix to the problem
involved use of a 13i" cylindrical extension to the
previous Bill of Material tailpipe. A set of free floating
segmented annular bypass doors at the engine face were
also utilized. These doors close to prevent the engine
compressor from drawing air away from the ejector on the
ground when the nacelle pressure is higher than that
at the engine face. The doors then open in flight when
the engine face pressure is higher than nacelle pressure
to provide cooling airflow to the nacelle and secondary
airflow to the ejector.
b. Small scale (3 inch diameter) model tests conducted
at Pratt and Whitney Aircraft as part of the OEL Infrared
Suppression Studies have also shown that the 13.5 inch
tailpipe extension passes 2i times more secondary (cooling)
air at altitude and is more aerodynamically stable than
the previous Bill of Material design. The 13.5" extension
should theoretically cause a slight loss in altitude
thrust due to reduced ejector wall static pressures. This
thrust loss was not verified by flight test results.
c. A problem involving engine oil pressure fluctuations
on some U-2R engine installations has developed. Tests
are continuing on the Number One Article with a so-called
constant rise oil pump which eliminates the feature on
the variable rise Bill of Material pump which adjusts the
discharge pressure of the oil boost pump to maintain a
constant inlet pressure to the main oil pump. This change
requires a careful manual adjustment of the boost pump
discharge pressure on the ground which may create problems
in use of this system in the field. Pratt & Whitney
Engineering is analyzing the problem to determine if the
problem can be eliminated on the Bill of Material pump by
changes to the designs of pressure regulating valves, or
by perhaps incorporating features of the constant rise
pump in the Bill of Material pump.
,
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TAB B
Section 1
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III. PAYLOAD
b. A contract was let for the procurement of thirteen
optical bar cameras and associated ground support equipment
during this reporting period. These cameras will provide
photographic coverage 60 nautical? miles wide and 2,000
N.M. long at ground resolutions between one foot and
three feet. Delivery of the first camera is expected
1 December 1968 and the last camera in September 1969.
IV LIFE SUPPORT
a. Training - Two new IDEALIST pilots received partial
pressure suit indoctrinations during this period,
utilizing the one-man altitude chamber at Detachment G.
b. S-1010 PPA - Three project pilots received S-1010
PPA fittings and altitude chamber indoctrinations during
this period. The fittings and chamber runs were successful
with pilot acceptance continuing to be favorable. 5-1010
flotation tests were completed during this period, in
anticipation of the parasail training program. Also,
preliminary 8-1010 investigations were conducted in
attempting to clarify the U-2R air conditioning problem.
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Tab B
Section 1
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V. GENERAL R&D
a. Drag Reduction Program
Some promising results have been achieved in the
wind tunnel test program now underway at the U. S.
Navy Post-Graduate School wind tunnel at Monterey,
California. As a consequence, the effort has been
accelerated with specific emphasis on drag reduction
of the U-2R wing.
C. PROPULSION
(1) High Altitude Engine Relight Program
Late in FY 1968 the High Altitude Engine
Relight Program funding was approved by DNRO. This
program involves a flight demonstration program of
a system for improving the altitude relight envelope
of the J75-P-1313 engine in the U-2R aircraft, through
use of oxygen injection. Proposals have been received
from Pratt and Whitney for engine hardware and test
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Section 1
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stand validation of the complete engine relight
system. New or modified hardware includes an
oxygen injection system, modified burner cans and
an adjustable minimum fuel flow setting on the fuel
control. A proposal has been received from Lockheed
for the modification of one aircraft and flight
test demonstration of the system.
d. Haze.Attenuation Study
A preliminary report of flight test results shows
some evidence of contrast improvement using the
polarizing filter with black and white photography.
However, the improvement is less apparent than had
been expected. There is evidence that a significant
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ran B
Section 2
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IDEALIST
OPERATIONAL SUMMARY AND STATUS
,(1 April 1968 - 30 June 1968)
I. OVERFLIGHT SUMMARY
a. Three Agency U-2 overflights were flown during the
last quarter of FY-68.
(1)
from
This mission covered the Cambodia!
Thailand border with the Delta III Camera.
(2) was alerted and flown on
This mission was designed to collect
Route was through the
s_swy iJ1iZLL1, alounu nainan island and paralleling the
Mission was successful.
China Coast
(3)
was alerted and flo, is
covering East 'hina coastal are e Shantung
peninsula southward to Swatow. 1-1ilwas recalled due
25X1 to failure prior to entering hostile area.
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(4) Five additional U-2 missions were alerted and
subsequently cancelled. All missions were cancelled due
to weather except which was due to aircraft
malfunction. These missions were duplications of mission
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Tab B
Section 2
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IT. GENERAL
b. OS MARK III TESTS
Fourteen OS MK III flight tests were flown during the
period of this report. The flight tests were completed
to provide data regarding "false-alarm" indications on
the OS Mark III systems. Based on results of the flight
testslOS MK III has been modified and "false-alarm"
problem appears corrected.
c. SYSTEM 21 FLIGHT TESTS
Two System 21 flight tests were completed to check-out
the system scan receiver. Tests were successful.
d. HI ALTITUDE PANORAMIC CAMERA TESTS (PAN)
High altitude PAN tests were completed 30 April,
8 and 10 May. The purpose of these tests was to test
and evaluate a new Hycon "6" cone camera similar to the
existing tracker camera.
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Section 2
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III. AIRCRAFT INCIDENTS
a. On 22 May 1968, Article 383 located at
was damaged during landing roll due to loss of tail wheel
steering disconnect pin and resultant aircraft ground loop.
Aircraft was repaired and functional check flight completed
on 29 May 1968. Pilot error was not a factor in incident.
b. On 28 May 1968 Article 385, located atl
was damaged during ground handling. Cause: Personnel error.
The crew prematurely placed sulky under the tail section
of the aircraft prior to installation of main gear down
lock pin, forcing gear collapse. Aircraft was repaired
and functional check flight completed on 12 June 1968.
IV. U-2R DELIVERY STATUS
DELIVERY
ROLLOUT
FIRST FLIGHT
SCHED ACCEPT
ACCEPTED
Aircraft 3
12 Jan.
17 Feb.
1 March
29 April
Aircraft 4
13 Feb.
29 March
1 April
12 June
Aircraft 5
27 March
8 May
1 May
29 May
Aircraft 6
29 April
18 May
1 June
11 June
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