LETTER TO WILLIAM H. CRAVEN FROM <SANITIZED> RE SANITIZED VERSION OF THE STATUS REPORT RECEIVED 18 SEPT FROM THE MUDDY HILL PROJECT TEAM

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 05752556
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 4
• Document Creation Date: March 9, 2023
• Document Release Date: February 10, 2021
• Case Number: F-2011-01575
• Publication Date: September 19, 1967

Approved for Release: 2021/01/11 C05752556
CENTRAL INTELLIGENCE AGENCY
WASHINGTON, D.C. 20505
Capt. William H. Craven
Office of Chief of Naval Operations
Op 03 R Navy Department
Washington, D. C.
Dear Capt. Craven:
�
' a
19 September 1967
DD/UT
FILE COPY
The following is a sanitized version of the status
report received 18 Sept from the MUDDY HILL project team
and is passed on for your information:
1. Four operational missions and thirteen test
flights have now been flown out of present site.
We have had aircraft, sensor, navigation, computer
and commo problems as evidenced by the number of
test flights necessary to fly the four ops sorties.
The aircraft systems have not operated with any -
kind of consistency. Weather was probably respon-
sible for most of the poor IR sensor performance.
Cloud cover during the day keeps the temperature
differences low, and the rain and high humidity
attenuate the infrared energy resulting in the
lack of contrasting targets which makes photo-
interpretation difficult. In addition the forest
canopy and its shadows mask targets.
2. The aircraft has greater capability than has
been shown so far. In the next few weeks we hope
to have better capability or to know what our
capability is for this environment. The following
paragraphs summarize the equipment status.
3. As expected, the forward looking infrared
(FLIR) sensitivity is weather limited; but it has
improved across the board recently with helium
purging. The vertical cursor has been deliberately
disabled in order to better follow roads and trails.
(The vertical cursor was obscuring or confusing the
faint roads and trails.) A cross hair type cursor ,
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should be more effective for future systems. The
display in the cockpit has not helped the pilots
to follow trails. The detection range for trails
and similar faint targets is not great enough for
the velocity of the aircraft. (The problem of
following a trail in rough, forested terrain is
not the same as staying on Interstate 30 in Texas:)
Recommend more night testing in similar environment
to that of ops for future systems. A FLIR with
greater detection range, a red display (to minimize
loss of crew's night vision), roll stabilization,
and an attitude reference is needed by pilots for
acquiring roads and staying on them.
4. The D-5 infrared scanner has the same weather
limitation as the FLIR. In addition we have had
high electronic interference on occasion on the
aft D-5, which has resulted in noise on the v/h
control, poor contrast and washed out areas in the
image, and continuous false alarm from the hot spot
marker.
It is believed the forward D-5, which will be
re-installed in the aircraft on 17 Sept will aid
in diagnosing the problem. (Although MUDDY HILL
is equiped with two D-5 scanners in a stereo mount,
the forward D-5 has been out of operation while
awaiting parts.) The new coated window and cold
shield, anticipated at the field in about 2 weeks,
should give improved contrast.
5. The low light level TV with a 1/4 to 1/2 moon
is an excellent navigation aid for the navigator
in the nay position. He can check his IP or get
ground mapping fixes. The value of the low light
level TV in the cockpit is questionable at this
time. For example, with the TV at 10 degrees
depression angle for use by the pilot to fly the
aircraft, everything below the horizon is black.
This gives the pilot a false contour and no depth
perception. For the pilot to use it to fly hilly
terrain at a 1000 ft may be a mistake. However,
detection of enemy forces in open areas is good
as noted by being able to detect individual trees
at 30 degrees depression angle; but in forested
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areas there is little contrast and the shadows,
trees, and trucks are hard to distinguish. The
spare low light level TV tube is installed and
should be ready for test 18 Sept, the azimuth
control was disabled to prevent camera drift. The
pilots' display was too bright and wfth the red
filter there is considerable loss of resolution.
6. The tail system has not been tested here due
to altitude and crew limitations. On future low
altitude missions we plan to put another man in
the bow to read out targets. Up to now the bow
observer has been too busy helping the'Thilot stay
on the road.
7. The VERDAN computer still has program problems.
Incorrect course and range is presented for desti-
nations 1, 2, and 3 while in the LORAN mode. Auto
slew and release mode works in reverse sometimes
but we do not yet have enough data to analyze the
difficulty. The LN-15 interface has a data trans-
fer timing problem. The auto bombing system does
not work. The LN-15 has had four good flights in
free inertial but we still have unsynchronized .
data transferral in the integrated mode. Next
flight test will be 18 Sept.
8. The ASN-25 nay system has had problems asso-
ciated with the MF I compass. On the last flight
the LN-15 inertial reference heading was used for
the ASN-25 and the results were excellent.
9. The LORAN set has been working well lately but
continues to lose lock during HF transmissions and
when lightning is in the area.
10. The Dopler nay system has been the most reliable
system we have.
11. The commo system has had many problems. The
UHF and HF are now working but the VHF is AOCP.
The internal communications system has had many
wiring and mike problems but appears okay now.
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12. The ECM vector sector system receives X band
signals from the right aircraft engine but this�
is no problem. The TRIM 7 has worked well.
13. The TFR has worked well on most of our flights.
In the SIT mode it appears that the antenna is
scanning at an angle to the aircraft boresight.
Very truly yours,
C/O/ /DD/S&T
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