U-2 FLEET MODIFICATION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP68B00724R000200130031-2
• Release Decision: RIPPUB
• Original Classification: T
• Document Page Count: 6
• Document Creation Date: December 22, 2016
• Document Release Date: May 5, 2010
• Sequence Number: 31
• Publication Date: August 31, 1965
• Content Type: MFR

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Copy 9
21 AUG 1965
MEMORANDUM FOR THE RECORD
SUBJECT: U-2 Fleet Modification
1. On 27 August the meeting was convened at AFIGO-S
to consider schedule and cost of modifying the SAC U-2
fleet. The following people were present: Colonel Clason
Saunders, AFIGO-S; Colonel Ellsworth Powell C; Colonel
Hagreen. AFIGO-S : AC n . rrt-
25X1
2oA]
25X1
Wayne Freas, Wright/Patterson;25X1
2. The first subject discussed was the modification
schedule and its attendent problems. The limiting factor
in production timing is the conversion and/or new production
of J-75 P-13B engines. It was generally agreed that, al-
though we can put three U-2A's into modification and supply
engines for them without delay, the modification line would
have to be interrupted for approximately five months before
any more engines would become available. Alternatively, the
initial modifications could use presently available P-13
engines until the 13B becomes available in late 1965 or early
1966. This means that several SAC aircraft as well as ours
would be returned for installation of 13B engines.
3. If we start modification in September 1965, we
reach a critical point in December 1966 when we would have
three spare engines for sixteen aircraft. This assumes
that the P-13B conversions would continue apace. Another option
is to delay the entire modification line to meet the new pro-
duction of engines. This, however, will not meet the 1967 com-
pletion date specified by D/NRO. AFIGO-S agreed to look for
four more J-75 engines so that the P-13B conversion program
and the aircraft modifications can be started right away. It
was made clear to all that the J-75 P-13 engine will fit and
work in either the present aircraft and inlet duct system or
the one modified for the P-13B engine. The P-13B engine
requires the modified ducts.
4. SAC advised that no more than two J-57 U-21s could
be in plant modification at one time. Sixteen weeks are re-
quired to convert a U-2A to a J-75 standard configuration,
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presumably a U-2C. SAC evinced no interest in a carrier ver-
sion, and the two refueling versions they now possess will
remain so equipped after modification.
5. LAC has developed a modification schedule calling
for the first aircraft in the factory 25 October 1965, to be
completed 21 February 1966. Subsequently, a U-2 will enter
every eight weeks with the last one in 22 May 1966 and ready
for service 11 September 1966.
6. J-75 engines will be required four weeks prior to
completion of modifications. The first J-75 P-13 engine will
be delivered to LAC to meet the conversion schedule the week
of 24 January 1966. An additional J-75 will be scheduled
into LAC every eight weeks thereafter until all J-57 aircraft
are configured to the J-75 engine.
7. It was agreed that the current J-75 P-13 inventory
cannot be modified to the P-l3B version at this time. Twenty
new J-75 P-13B engines have been ordered by USAF with
the first delivery scheduled December 1966. Delivery after
that will be at two per month.
8. Although the question was never completely discussed
or settled, it was suggested that OSA manage the total J-75
engine inventory for both users. This is a must for effective
control of limited engine assets.
9. sought clarification for provision purposes25X1
of how many separate locations he should plan on for both
projects. Colonel Powell stated that he was obliged to main-
tain three operating locations, and I stated that OSA also
was required to maintain the capability to operate from three
locations simultaneously. This establishes a total of six
operating locations for which will provision spares 25X1
and FAK. An interesting sidelignt to s discussion was
Colonel Saunders' remark that either SAC or the Agency might
operate from the same location.
10. AFSC aircraft, although assumed to be included in
the modification program at a later date, will be specifically
excepted from consideration in the answer to D/NRO.
11. We then turn to consideration of the basic con-
figuration for modified aircraft. As agreed at this meeting,
a J-75C model will incorporate the following features:
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A. J-75 engine with continuous ignition and oil
temp indicator. The continuous ignition features
will be included until 13B engines and oxygen
augmentation is available.
B. Enlarged engine intake scoops.
C. Horizontal stabilizer leading edge camberchange.
D. Elevator trim position indicator.
E. Extendable stall strips.
F. Fuel dump system.
G. 150 degree sugar scoop for reduction of I.R.
detection.
H. Improved EPR system.
=Additional 750 VA inverter acting as backup for
the No. 1 inverter for inverter bus loads, or
as backup for the AC generator for system 13A.
J. Larger Bendix AC generator with improved fault
protection.
K. 618T-3 transceiver relocated to nose for the
following reasons:
1. Present pressure box too tall to fit beneath
larger tailpipe.
2. Present cooling system is operating at maximum
capability. Environment adjacent to J-75
tailpipe is considerably higher temperature.
L. Windshield defroster.
M. Time code generator.
N. Birdwatcher - provides an automatic data link
for the transmission of functional flight in-
formation to ground base from the aircraft
during malfunctioning situations. From such a
data link, information reflected by the state
of specific sensors in the aircraft can be trans-
mitted to the ground station where cause and effect
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of the emergency can be analyzed. The HF radio
provides the data link for this system. Ground
station equipment is not a part of this
configuration. The improved keyer-modulator
will be added when available.
0. Relocated ATC transponder and function tester
from right check to Q-bay.
P. Provisions for the following:
1. System 6 - ELINT system operating in the fre-
quency range from 50 to 14,000 me covering
the P, L, S and X bands. This system in-
corporates most of the present system 1 and 3
components. SAC will configure some, but not
all, of their aircraft. The number is to
be determined later.
2. System 9B - an active ECM operating against
K band, conical scan airborne interceptor
tracking radar. 9B deceptive repeator functions
together with system 12B radar warning receiver
as a countermeasure to confuse the interceptor
fire control radar. Provides greater RF power
output than system 9A. Provides coverage 360
degrees around aircraft, whereas 9A provides
35 degrees either side of center line from
rear only. Black boxes will also have to be
procured.
3. System 12B - presently authorized for incor-
poration in J-57 articles. Provides S, C
and X band coverage. Passive system only.
Operates with system 9B as described above.
Displays the direction and nature of the threat,
airborne or ground.
4. System 13A - S and C band active ECM. Provides
jamming against radar foreground launched
missiles and essentially affords same protection
as systems 13, 14, and 15. Black boxes will
also have to be procured. Installed in fuse-
lage beneath tailpipe to afford the following:
a. Weight savings of 450 to 500 lbs. over
use of wing pods.
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b. Cockpit space savings through elimination
of pod pressurization control panel.
c. Elimination of engine bleed air drain
required for pods.
d. Improved flight characteristics and
performance without pods.
5. Oscar Sierra - A passive ECM with a broad band
receiver operating in the L band frequency
range. The system provides an indication when
the guidance command transmitter, usually
associated with an SA-2 missile site, is oper-
ating at full power output and thus capable
of controlling a missile. O/S provisions will
be incorporated only. Procurement of black
boxes will await evaluation of improved models.
6. Delta 3 - stereo camera. Hatches and hand
controls will have to be procured. Delta 3
systems will be allocated to the user complete
with all necessary accessories including hatches
and hand controls.
7. FFD-3 - T.R. photo equipment. Hatches and
controls go with the basic sensor equipment.
Q. Extended elevator and elevator tab.
R. Drop tank provision.
S. Fuel re-tank will wait for flight test results
before acceptance.
T. Doppler system - Decision will await flight test.
U. The 914 ATC transponder installation depends upon
the Doppler flight test. (Space problem if a
Doppler unit is located in the canoe.)
V. QRC 445 hard seat packs and oxygen system con-
figuration. This option will wait for a SAC
evaluation to determine whether or not to change
from the soft pack to the hard pack.
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W. QRC 192 decision will wait for a SAC evaluation,
but, as of this writing, will be for SAC aircraft
only. This will make some SAC aircraft exceptions
to the standard configuration.
X. Extended fairing atop fuselage for installation of
electronic components.
12. The standard configuration will be policy in conversions,
but we recognize some inevitable differences. There was
considerable discussion about the "II" camera and the QRC 192
ELINT package. According to Col. Freas, the "H" camera and
hand control have to be precisely mated to the aircraft because
of peculiar vibration and roll characteristics and limitations.
Colonel Powell had great praise for the QRC 192 which we find
not responsive to our mission. It is my impression that the
"H" camera and the QRC 192 will be used on SAC aircraft without
further reference. We then arrive at several probable non-
standard configurations: "H" camera, QRC 192, FFD-3, Delta 3.
13. A provisioning meeting will be held at AFIGO-S on
9 September to determine the inventory and cost of spares, AGE,
and test equipment for the additional eleven aircraft.
14. Colonel Saunders mentioned a trade or a loan of
Agency aircraft to SAC; but, according to my guidance, I offered
no reply or opinion. Colonel Geary has told him (Colonel Saunders)
to contact Colonel Sc?ager on this subject. Colonel Saunders
also mentioned the proposal that D/OSA has seen on this same
subject, but indicated that he had never read the paper. This
indicates to me that the request for a loan of at least two
J-75 U-2's to SAC is in the immediate offing.
WILLIAM A. SEWARD, JR.
Lt. Colonel USAF
Chief, Plans for Field Activities, OSA
Plans/FA/OSA~
#1 - D/OSA
#2 - D/FA/OSA
#3 - IDEA/OSA
#4 - PS/OSA
#5 - MD/OSA
#6 - C&FE/OSA
1404- #7 - Plans/FA/OSA
#8 - RB/OSA
#- - Gur Ills'?
:lem (30 Aug 65)
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