(Sanitized) TRAINING REPORT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00263R000200240001-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: November 16, 2016
• Document Release Date: November 9, 1998
• Sequence Number: 1
• Content Type: REPORT

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FROM: '
SUBJECT:
TO:
IN TURN
25X1A2g
1. The following comments are'subihitted pertaining to training
and are generally based on our experience with These
connnrnts are presenLcd by training area'wi.Lh appropriate action
t'rc?ouun~n~l~~l ,
A. While their quarters at the Nutel Motel were entirely adequate,
I believe we can locate future students in another motel with better 25X1A5a2
facilities within the immediate area of the School at
a comparable cost. Better facilities would inc ude a restaurant and
swimming pool; the students would also be given the choice between a
one bedroom efficiency apartment or individual efficiency-type rooms.
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B. Two weeks prior to graduation from an instructional
package was mailed to the - consisting of a list of Air Force 25X1A2g
Terms, AFM-51-37 (Instrument Flying), and a tape of air/ground communica-
tions which had been used by previous students. For future students,
this material will be available at least 30 days prior to graduation 25X1A5a2
and its inclusion in the training program on a daily basis will be
coordinated with In addition, a new tape should be prepared
which will use material recorded during flying training 25X1C
to include voice transmissions wit:. Lae Tower, approach control and
GCA's. 25X1A2g 25X1C
C. In conjunction with the - training program, 25X1C
have both expressed a recommendation to include a limited amount
of flying while attending I believe this is an excellent idea,
and with concurrence, at least one T-33 cross-country will be scheduled
for future students. For maximum benefit this should be scheduled in
conjunction with their Air Force terminology training.
Training Report 25X1A2g
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3. Survival Tr.;ini_sg - :Icasured by student response, this was one of
the hi.g;lll i;;11Ls of our entire trai_nin ; program. were
both very enthusiastic about each type Of survival training; the Success
of this program) is directly attributable to outstanding
experience, enthusiasm, knowledge, and teaching a>i icy. The sc:,eduling
of all survival training between and flying training worked
very well and should be continued for future students.
4. T-33 Flying - The ten transi-Lion missions designed to familiarize
the students with the local flying area, voice procedures, etc. was
not excessive in terms of sortie numbers.. Several recommendations,
however, may improve this program for future students.
A. For Detachment "H", a more comprehensive T-33 transition stressing
procedures and requirements which are currently listed in the T-33 portion
of our training syllabus. Ideally, this flying training could be accom-
plished with a member of this Detachment. This would provide, in essence,
a threefold benefit: (1) a possible reduction in the number of T-33
training sorties required at Detachment "G", (2) a basic assessment of
the student's flying ability,
13. To assist in voice procedures evaluation and critique, the
illst:illatioll of a lllic-actuated tape recorder in the T-33'5 would he of
great assistance. Actual voice transmissions during an entire flight
could then be played back during debriefing with appropriate comments
and corrections by the IP. A wire recorder of the type formerly installed
in P.F-80's may be available through USAF procurement channels, thus
eliminating the excess cost of new equipment.
C. Although a new student is considered completely "checked-out"
at the completion of T-33 training, the first solo flight is accomplished
in the U-2. It is therefore recommended that the initial solo flight
be scheduled in the T-33 which would be an IFR round-robin flight con-
sisting of an IFR clearance readback, departure under Edwards approach
control, center reporting, penetration, and approach.
5. Ground Training - (T-33 and U-2) - While the T-33 and U-2 ground train-
ing subjects listed in the syllabus are fairly complete and accurate from
an outline standpoint, I believe we can improve upon this area of the
training program. For standardization, it is recommended that for each
item of instruction a lesson plan be prepared by the responsible
individual. These recommended lesson plans could be based on a standard
format, provide for flexibility and yet be complete insofar as subject
content is concerned. For example, a fairly simple lesson plan would
consist of: (1) subject/duration, (2) instructor, (3) training aids,
(4) method of presentation, and (5) details of instruction. It is
acknowledged that there is a common reluctance toward lesson plans,
per se, however, as it now appears we will be responsible for training
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for an indefinite period, the formalization of a standardized training
program appears mandatory. Several gc.:cral comments concerning the
U-2 ground school are as follows.
A. Photos need to be updated to reflect current cockpit configura-
tion.
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B.
U-2 ground school.
equipment and procedures should be included in the
C. I'rlor to the initial U-2 flight,?.mission bri.(,fi_ng and debriefing
1) rocedur'e:; and re"lii i remeII L :; :;Boil i d be Cc v iewccl by :;cc L ion per:;onne 1..
In Lli i.s manner Llie :;Ludcut pi. toL become I ami 1 iar wi Lh individual items
covered in the briefing, terminology requirements, etc.
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D. A formalized link program of instruction should be developed for
future training and included in the ground training portion of
the training syllabus.
6. U-2 Flying Training - From an operations standpoint, there were
several observations which may improve individual U-2 training sorties.
A. Missions 1, 2, 3.
(1) The first training mission requires a U-2 chase aircraft,
if available, and a T-33 chase for mission #2. Both of these missions
were flown with a T-33 chase, which worked out very satisfactorily for
recommend that the U-2 chase requirement for mission #1
(2) All three missions require a U-3 chase which should be
continued. For the U-3 chase, however, it is recommended that the U-3
and mobile conduct necessary routine transmissions on VHF. This procedure
would still enable the U-3 chase pilot to monitor UHF but would eliminate
unnecessary and sometimes distracting chatter on the student pilot's-
primary frequency. Recommend that a note to this effect be included in
the training syllabus.
(3) Also recommend that these missions be coordinated with
Edwards Approach Control so that during required airwork the flight is
monitored in order to avoid restricted areas and for VFR traffic
advisories.
(4) Mission 03 requires a pressure suit for familiarization.
experienced difficulty from a comfort standpoint, as this mission
requires considerable time in the traffic pattern. flew this
mission without a pressure suit and encountered no problems with the
traffic pattern requirements or with subsequent pressure suit familiari-
zation during mission #4. Recommend that the training syllabus be
changed accordingly.
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B. Mission #4 - Recommend that engine shutdown be accomplished
at 55,000 feet in order that the pilot experience more realistic suit
inflation. The current training syllabus requires shutdown at 45,000 ft;
25X1C were instructed to shut down at 50,000 feet, but only
experienced initial suit inflation. Quite possibly with tightcr canopy
and Q-b;ly seats, the aircraft could descend from 50,000 to 39,000 and
the pilot would not experience any suit inflation. An additional 5,000 ft.
would appear to guarantee realistic snit inflation at an altitude
consistent with maximum safety; 'recommend that the training syllabus be
changed accordingly.
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C. ilissi_on #8 - This mission requires 'GCA practice at George AFL".
To alleviate the traffic problem experienced by a U-3
25X1C chase aircraft monitored This procedure worked out
very well; the mission details were coordinated with Edwards Approach
Control and the U-3 joined up at 7,000 ft., 335 radial of the Victorville
omni, George VOR 4 penetration. Not only was the U-3 able to provide
traffic advisories, but perhaps more important, was in a position to
observe flight procedures, i.e. altitudes, airspeed, aircraft configura-
tion, etc. Recommend that this procedure be followed during future
training and the syllabus changed accordingly.
D. Mission #11 - For this mission was designed for 25X1C
an over-water flight generally proceeding out to point "gateway Yucca",
then direct to "gateway Birch". From this point the flight lines
simulated a coastal penetration mission somewhat similar to actual "H"
missions. So designed, this mission provides a threefold benefit:
(1) a simulated coastal penetration, (2) a long over-water celestial
navigation leg where the pilot computes one heading shot and one MPP
without ground deference, and (3) practice in wearing water survival
Fear. (LPU) . Recommend that nri_ss i.on I/ I 1 be so designed for future
training,; a note should also be i.ncluuded that such a mission requires
prior coordination with Los Angeles Center.
E. Mission #14 - Recommend that a note be added to the training
syllabus that the celestial navigation leg be of sufficient length to
allow for 4 MPP's and 2 heading checks; the required flight lines can
be reduced to 7. This change would allow for at least one celestial
navigation leg in the training program requiring more than 1 MPP.
(1) Specific configuration requirements are not included in
the training syllabus. Suggest that specific missions include designated
configs as follows: #5 and #6 = "B" simulator, #7 and #9 = Delta, #10
and #11 = FFD-3. Subject to availability, systems should also be
specified.
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(2) A no-voice landing should be scheduled in the training
program; most appropriate mission appears to be #8.
(3) One mission should include dumping fuel; recommend that
this be included in mission #12.
(4) As there are no training missions in the syllabus requiring
practice cruise climb, it is recommended that this be included as a
requirement on mission r14.
(5) l:ccommenci that for 11.1 Lr1ii iti.on m[;.; ions, channel 1 be
u:;cd bor rocovcry. Thi:; i:; in :iccurd;inc?c wiLh currc,nL Main lin:;e Tower
(1L';;i.res, :i:; iL el i.iuinatc:; nu>I)Lle COIIIINUnLS on channel 2.
25X1A2g (6) During initial transition missions requiring touch and
go's, the U-2 flap configuration is more or less left up to the IP. For
training it is reconmlendcd that a note be added to the training
syllabus to the effect that touch and go's be executed with flaps in
order to avoid an excessive trim change.
(7) Recommend that at least one ASR approach be included as
a mission requirement during mission #13 and that the two VOR penetra-
tions now required be reduced to one. As this mission is a low altitude
night checkout, a practice ASR approach can be flown at Main Base with
minimum conflicting traffic. For scheduling purposes the takeoff for
this mission should be scheduled one hour prior to sunset.
25X1 C
(8) For and I arbitrarily decided
that we would use a maximum of 8 1 as a limiting crosswind landing
factor; crosswinds in exc,..:, of this figure required a lakebed landing.
Recommend that for future training this procedure be followed 25X1A2g
and that a note to this effect e included in the training syllabus.
In conjunction with this recommendation, it is also recommended that
we investigate the feasibility of procuring some type of wind measuring
equipment which could be used by mobile control at the approach end of
either runway.
(9) For all training missions requiring flight lines, an
accurate tracker film plot was accomplished by the Requirements section
which included an assessment of percentage error for each individual
flight line, as well as an overall percentage error for the entire
mission. As an incentive "gimick" these results were plotted by missions
on a mission board posted in the trailer. Not only did this procedure
stimulate student interest, but it also provided an accurate assessment
of pilot proficiency with regard to mission accomplishment. Recommend
that this procedure be continued for future - training.
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(10) TV cuverrige of a11 takeoffs and landi.n;;s was, without a
d0nibt, an inv;doable trai_nint; aid and should be continued for future
training. New portable equipment produced by Sony will greatly
simplify this procedure. As we now have recordings of all fifteen
25X1C missions flown by , it is recommended that these be edited
and a single summary tape be produced to be used as a training film for
future 25X1A2g
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around one hundred dollars per month excluding license and insurance.
inary investigation has revealed that such a leased vehicle would cost
7. Security - With very few exceptions, and speaking from an operations
standpoint, security requirements were met satisfactorily. I believe we
can improve upon our procedures, however, and accordingly it is recommended
that an operations/security meeting be held to thoroughly discuss all
aspects of training. Specific areas of improvement would include
communications, area movement supporting flying operations, messing
procedures, identification of red badge operations, etc.
8. Transportation - For a 1967 Ford was procured from
Mojave at a reduced rental rate of $200.00 per month and $.05 per mile
for mileage in excess of 2,000 miles per month. In spite oaf this reduced
rate the total cost of vehicle for ran in excess of
one thousand dollars. For economy, it is recommended that we investigate
leasing a vehicle on a two-year basis to be used by'future When
not in their use it could become an all purpose security ve is e. Prelim-
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'North Edwards. Not that the quarters are unsuitable, but there is a
complete lack of available recreation or comparable activity in and around 25X1A2g
North Edwards. As a possible solution, it is recommended that we look
into the suitability of relocating the - at California City.
ReIatively isolated three and four bedroom furnished usi.ts are being 25X1A2g
constructed adjacent to the goif course which will be available on a
lease bask at a cost less than the $282.00 per month we are now paying.
With such a lease, all recreational facilities at California City would
be available to the - at no cost, which would include the golf
course (night lighting), swimming pool, boating, fishing, tennis, an in-
door basketball court, etc. Granted, there would be increased exposure,
however, with adequate security precautions consistent with our cover, I
believe the benefits resulting from such a move would far outweigh any
disadvantage.
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the entire training program concerns the isolation of the at
9. Housing - The only real complaint that was voiced by the - during
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10. Ti-a ill i ii Sy I I alms - As maily o C the previous recommendations involve
additions or ciianj;es to our current training syllabus, this document 25X1A2g
should be reviewed for adequacy. For the purpose of training
standardization, a training handbook could very possibly be developed
which could cover all facets of our training program and outline in some
detail our operational procedures which we have found by experience to 25X1A2g
be particularly suitable or necessary for training
11. Training Support
A. was an invaluable asset throughout the U-2 portion of the
training program. His cooperative attitude and willing assistance were
particularly commendable. Accordingly, it is recommended that a letter
to this effect be sent from General Bacalis to
considerations preclude this action, then correspondence with
a request that our comments be passed on to
will not only be of some benefit to-
If security --"" ---
^ with 25X1C8c
This
but should also provide an
additional impetus to future IP's knowing that the training at North Base
receives command attention. A letter from General Bacalis to
is included for consideration as enclosure #4.
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B. All three received dental care by the base hospital; in
FOIAb6 the case of - this involved extensive dental restoration. 25X1C
2-5X1 C
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,ccordingly, it is recommended 25X1A9a
that a letter of commendation be prepared for signature
and be forwarded to the hospital commander. So that it contains appropriate
medical phraseology, it is recommended that this letter be prepared by
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C. was outstanding as the U-2 instructor pilot. He quickly
gained t e con i ence of both students; their rapid U-2 progress and
25X1A9a mission performance was indicative of the complete and thorough training
conducted by For continuity and standardization, it is highly
recommended that again be selected as the U-2 instructor 25X1A2g
pilot for next - class. 25X1A2g
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upport given the - training program by other WRSP sections,
without ex\eption, was equally outstanding. A comment to this effect
given at the next Commander's Call would be very appropriate.
12. General - A summary of recommendations mentioned in this training
report together with suggested action officers is included in this report
as enclosure #1. A statistical summary of flying training is included
as enclosure #2. As a matter of record, a daily activity record is
included as enclosure #3. Enclosure #5 contains schedules and forms
which were used during this period of training. I feel that a final
personal comment is appropriate. From a professional, as well as indi-
vidual standpoint, I greatly desire a complete u-2 checkout and if
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sufficient flying hours are available, to remain current in' the aircraft. 25X1A
I feel this action would increase niy value to the - training program.
To be able to do this, I must first be completely familiar with the U-2.
I fully realize the ramifications of this proposal, i.e., Hq. approval,
limited aircraft and flying time, current training requirements, etc.,
however, any consideration that may be given to this request either now
or in the future will be appreciated.
Major, USAF
5 Encl.
1. Recommendation Review
2. Flyhiy, teI ivily Krp rl
'I. D) Li ly :;iiiunuira l,y Mnm1111
II. 1xLLk'i I*Culu C0i1 ISllclaiill-
S. Training Schedules and forms
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