ACTIVITY REPORT OFFICE OF SPECIAL ACTIVITIES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP68B00724R000100060044-7
• Release Decision: RIPPUB
• Original Classification: T
• Document Page Count: 7
• Document Creation Date: December 12, 2016
• Document Release Date: June 19, 2002
• Sequence Number: 44
• Publication Date: June 8, 1966
• Content Type: REPORT

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ACTIVITY REPORT.
OFFICE OF SPECIAL ACTIVITIES
MAY 1966
1. OXCART
A.' DEVELOPMENT SUMMARY AND PROGRESS
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1. AIRFRAME
a. A Configuration Control Board meeting was held
craft. These panels comprise some new advanced instru-
ments and a general rearrangement affording better flight
information and visibility as requested by the operational
pilots.
b. High altitude, low KEAS flight testing was
initiated with Aircraft #121. This envelope extension
is necessary to extend the overall range and altitude
of the aircraft and to reduce the vulnerability.
on 10 May, at which time the decision was
made to install new cockpit panels in all the A-12 air-
c. Negotiations were completed with
which resulted in implementation of the
Automatic Flight Control System improvement program.
d. Preliminary data from flight tests with the
"tilted spike" have not revealed substantially improved
inlet performance. Data analysis is still underway.
A test program is being set up at-the Lockheed
Rye Canyon facility to investigate the effect of'inlet
duct leakage on inlet and, therefore, aircraft performance.
Recent reports indicate that inlet duct visual inspections
reveal substantial improvement potential through elimina-
tion of certain. leakage areas. The test program will help
define the magnitude of this potential improvement.
2. PROPULSION
a. The first phase of 34K (34000 lb. thrust) engine
flight testing was successfully completed with a confirma-
tion of the optimum internal bleed bypass transition rate
anri Manh nnmhAr_
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b. Corrective action is underway for the resolution
of a recently emerged mechanical problem involving the
engine starting bleed pilot valve. This problem has re-
sulted in several instances of one engine die-out after
landing when the throttle has been retarded to the "idle"
position.
3. PAYLOAD
Six camera test missions were flown in May. Three
of these missions were with Type I configuration. Two
of the three Type I missions were completely successful.
The third had a malfunction after 13 minutes of operation
which involved an experimental V/H limiting circuit. This
limitin
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t
Since 'that occurrence all configurations now have factory
designed and fabricated limiting circuit. boards. The re-
maining threes missions were flown with Type II cameras.
Only one' of these missions was successful. It was the
first flight of configuration #1 since its return from
the factory for overhaul due to s k
the unsuccessful missions of T mw a damage. Both of
#2. Both of these involved prem
ype II ature camera shutdownation
attributed to excessive temperatures in the Q bay. Prior
to shutdown each configuration operated - in one mission
for 35 minutes and on the other for approximately 30
minutes. The aircraft and configuration people are con-
tinuing to analyze this interface problem.
4. AIRCRAFT FLIGHT TEST SUMMARY
Aircraft
Flights
May
Time
May
Total
Flights
Total
Time
121
122
8
10:39
228
234:43
123
-
-
157
169:39
124
78
136:10
125
13
21:20
471
834:05
126
4
4:40
172
271:35
127
-
104
169:16
128
5
9:15
148
,
237:55
129
2
7:10
129
234:20
130
-
157
182:43
131
6
-
12:30
120 :
191:38
132
4
7
55
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:
99
159:07
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B. OPERATIONAL SUMMARY AND PROGRESS
1. EMERGENCY CAPABILITY (SKYLARK):
No change.
2. CONTINGENCY PLANNING - FAR EAST (BLACK SHIELD):
No change.
3. ALTITUDE SEPARATION FOR FLIGHTS ABOVE 60,000 FEET:
A meeting was held on 24 M
t L
ay a
os Angeles ARTCC t
o
25X1A discuss procedures for reporting altitudes of flights
above 60,000 feet. Attending were representatives from
AFRDR, Headquarters FAA, Los Angeles ARTCC,
Operations and Project Headquarters. As a result of
this meeting; FAA representatives in coordination with
Project Headquarters have developed a coded altitude re-
porting procedure which will go into effect on or about
1 July 1966.
On 11 May Aircraft 128, piloted by Project Pilot C
diverted to McCoy AFB Florida due to Stability Augmenta-
tion System Malfunctions
Pre-
acka
d
.
p
ge
recovery kits
25X1A and required support personnel were flown to McCoy AFB.
I intenance was performed and return Ferry Flight to C
25X1A was accomplished on 14 May without further incident
7. A-12 AIRCRAFT:,
On 11 May a CPX was conducted to exercise the notifi-
cation procedures for radar suppression and weather scout
support for BLACK SHIELD Operations. 313 Air Division,
Kadena AB and all supporting commands were exercised. No
major problem areas were evident.
6. AIR FREIGHT:
A Take Handling exercise was conducted by Project
Headquarters on 2 May. BLACK SHIELD timing was utilized
and take from a training mission was moved from 0
to Eastman Kodak for processing and NPIC for evaluation.
5. GREY STAR CPX :
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25X1A 8. A-12 FLIGHT PROGRESS:
All performance statistics as reported in the November
report remain unchanged with the following exception:
Average A-12 Time-Detachment Pilots - 272 Hours.
II. IDEALIST
A. DEVELOPMENT SUMMARY AND PROGRESS
Detailed performance evaluation of the Lockheed U-2R
-,proposal was continued during this time period. No major
significant discrepancies between LAC and Headquarters are
indicated.
B. GENERAL SUMMARY/OPERATIONAL
1. There were two Agency U-2 overflights during the
'month of May:
a. Mission C116C was flown on 5 May 1966 over the
Taiwan Straits. The pilot received extensive 13A activity
whenever the,aircraft was within 20NM of the China Main-
land resulting in considerable deviation from the planned
route. There was no fighter activity observed on this
mission.
b. Mission C126C was flown on 15 May 1966 over South-
west China. The mission progressed as briefed up to the
Kunming area. At this point the pilot received System 13
activity followed in close order by OSCAR SIERRA and System
12 activity. During'evasive action the pilot looked into
his driftsight and observed two'definite SAM trails and
a possible third. The remainder of the mission was flown
without incident.
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2. The flame out test program was not flown during the
month of May but will be resumed on 26 June.
C. PRODUCT IMPROVEMENT
1. GPL Doppler (with ASN-25 Computer): The GPL Doppler
(with ASN-25 Computer) was installed in Article 359 on 14
May 1966. This particular installation was aimed at assuring
proper performance of the redesigned power supply in an un-
pressurized environment. Pilot's reports on the operation
of this equipment were requested in connection with other
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prescribed mission tasks. The initial doppler "check-out"
was flown on 20 May 1966 in Article 359. The flight was
premarking a test of the "B2" camera configuration, with
the doppler requirements added on. The following highlights
were the results of this doppler test:
a. The doppler was activated at take off. At the
first turn point,' cross track error was zero and mileage
to go was 2NM in error. These tracks were primarily
east and west. The equipment was activated on two addi-
tional legs oriented primarily north and south. These
legs incorporated a 90 degree - 270 degree turn. Maximum
deviation was 3NM of cross-track and 5NM mileage to go.
b. Throughout the flight, the system went into.
"memory" when the bank angle approached 12 degrees.
This is not considered significant and is acceptable.
The system also went into "memory" while over water in
the vicinity of Catalina Island. That area is noted for
calm water condition which is not conducive to doppler
operation.,
c. Engineering discussions led to the conclusion
that the computer system should be calibrated by flying
a triangular course terminating at known points. This
requirement was scheduled for a 24 May flight. If this
later mission proved successful, a simulated operational
mission would subsequently be flown using the doppler
system for navigation from take off to landing.
d. The second doppler test was performed on 24 May
with the intent of using the data collected on this mission
for calibration of the equipment. A triangular course was
planned with legs of approximately 200NM. The doppler
malfunctioned on four of the six legs. On the other two
legs, satisfactory results were obtained. Driver comments
indicated satisfaction with the system when operational.
The "memory" light did not come on in standard turns while
the system was operational. Flight altitude was Plus 20.
2. ""H"" System Flight Test Program: The ""H"" Configura-
tion, S/N 001, was flown in Article 359 on seven missions be-
tween 7 April and 17 May 1966, the primary objective being
to determine if "Offset Aiming" would provide a successful
technique for acquisition. Two basic methods of the Offset
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Aiming Techniques were tried and proven successful. ?Varia-
tions of the "Point and Heading" and "Two Point" tracking
were also tried successfully. Another variation of the
tracking technique used successfully was tracking on targets
which were left or right of vertical.
III. ISINGLASS
No change.
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1/4526(8 Jun 66)
Distribution:
Cys 1, 2, 3, 4 - C/P&PS/DD/S&T
Cy 5 - D/SA
Cy 6 - D/FA/OSA
Cy 7 - D/TECH/OSA
Cys 8, 9'- PS/OSA
Cy 10 - RB/OSA
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