AIR TO AIR TACAN DME TEST 27 JANUARY 1967

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00399R000300160001-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 19
• Document Creation Date: December 16, 2016
• Document Release Date: September 1, 2004
• Sequence Number: 1
• Publication Date: January 27, 1967
• Content Type: REPORT

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DME TEST
USAF review(s) completed.
27 January 1967
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SUMMARY
During the last six months-of?1966.several?.incidents of
range.errors ?were . reported - in -the Air-to Air ?TACAN `install-
ed in the A-12 and P-101"#2660 In all cases the-indicated
ranges were -greater than actual range when the'error appear-
ed. Aninvestigation was initiated;followed?by a, test plan
to determine the cause of the error and-tosolve.-the problem
if possible. It was theorizedthatthe range errors were
caused by signals reflecting off the ground. A KC-135
tanker was instrumented :to prove'or-disprove this theory
and an F-101 equipped with' an Air',t?o Air :TACAN was used
as the receiver,.,:' The test proved.that the ,-theory was correct.
Eliminating the use-of the tanker lower antenna greatly
reduces the"-frequency 'of occurrence. 'This 'coupled with TACAN
alignment" checks and the'adoption of-'various procedures to
avoid,known'interference-problems-.,should'result in DME reli-
ability and accuracy comparable'to=that achieved by "accepted"
rendezvous -aids. Pending,additional experience pilots will
be briefed that the .possibility "off:.a DME error does exist;
present procedures which,require 10Mft-~of altitude separ-
ation until the-tanker is-acquired?visually will be continued.
I
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AML I
-TABLE . OF, -CONTENTS .
1
Cover Page
Foreword. . . . . . . .
Summary . . . .
Table of Contents . . .
Page
. . . . . . .? . . . . iii
Introduction. . . . . . . . . .
Objectives. . . . . . . . . . . . 1&2
Review and Approval . . . . ; . .
.. 3
Distribution List . . . . . . . . . . . . .
Attachment 1 (10 Pages)
Description:of.Equipment
Test Item
Test Instrumentation
Support Equipment
Test Methods-&,Limitations
Test Procedures
Data Collection :& Reduction
Accuracy of Data
Test Results
Conclusions
Recommendations
iii
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INTRODUCTION.
1. Air to Air?TACAN is',used as a.rendezvous aid for. the pur-
poses of refueling the "Ai-12 , with a KC-115 -tanker. All of the
KC-'s at Beale Air Force Base and all of the A-1225X
I Iare equip
p it''to Air ?TACAN. In addit one
one o he F-IQl's is also equipped with an Air to
Air TACAN. During ren evous, range information is dis-
played to the A-12 pilot In'two ways: (1) The ARC-50 (2)
Air to Air,TACAN. Should the ARC-50 range feature fail, then
TACAN is the only means 'by which the A-12 pilot can obtain
information regarding tanker/receiver range separation,. The
KC-135 also has a radar transmitter/receiver to display both
range and azimuth information..
2. There is no doubt that range information is critical-to
the tanker and receiver. During IFR conditions, lack of
range information constitutes a termination of the rendezvous9
and an error in range information constitutes a safety of
flight item. Upon the report of range errors in the TACAN
a test was immediately initiated to investigate and solve the
problem if.possible.
3. The cause of the range errors was thought to be associated
with ,multipath signals. That is, when either the tanker's
-TACAN or the receiver's'TACAN transmits the signal.travels
directly and indirectly 'to the other aircraft. The indirect
path,is a reflection off the ground and is consequently
longer than the direct path. If the TACAN locks on to the
indirect signal a greater than, actual range will be indicated.
'OBJECTIVES
4. The objectives 'of the'tes.t were to prove or disprove the
theory that multipath reflections are causing the range errors,
and to develop solutions to the problem if possible.
RESULTS & CONCLUSIONS
..5. See the attached report for Description of the Equipment,
Test Methods and Limitations, Test Results and Conclusions. How-
ever, one comment. needs'to be.-added in the conclusions. That
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is, a new type of Air-to Air >TACAN,with ,azimuth and range
information will.be installed in the- .A-12 aircraft within
?a few months. Because of this -fact no-major ,modifications
to the present equipment were recommended. We agree with
the recommendations presented in the attached report not
only because they will decrease the--frequency of range
errors with the present equipment, but because most of them
are sound procedures even if the range problem did not exist.
The reliability of future Air to Air-TACAN equipment will
benefit from the adopted recommendations.
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REVIEW AND APPROVAL.
PREPARED BY:
REVIEWED BY:
REVIEWED BY:
REVIEWED BY:
REVIEWED BY:
APPROVED BY:
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Si CRET
~ DISTRIBUTiON-LISS
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UNIT
Copies
Commander
DCO
DCM
DCOE 1
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Project Headquarters
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 ADVANCED DEVELOPMENT PROJECTS
BUR B Aff.$ ...CAI.IPO R N 1 A
REPORT NO. $P-1148
DATE 12-22-66
COPY NO..
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 Configuration of aircraft involved in TACAN flight test.
A. KC-135
1. ABBN-21 TACAN
ability only
a
G
p
c
a. A/
b. Gives range and bearing information from a ground station
to
th
p
e
c. Can utilize one of two antennas. One located on
and one located on the bbtton of the fuselage.
can range only from another aircraft.
c. Can utilize one of two antennas separately or can auto-
matically switch back and forthebetween the two. One
antenna is located on the top, the other on the bottom
of the fuselage.
2. ARN-52 `ACAN
a. A/G and A/A capability
b. Gives range and bearing-information from aground station
APX-25 IFF
a. Normal IFF system utilizing one antenna located on the
bottom of the fuselage.
B. F-101
1.. AM-11-52V TACAN
a. Temporary installation using one antenna
the bottom.of the fuselage.
28 November 1966
2. Circuits . that- were monitored'on the tanker's TACAN unit..
a . Video output
b. AGC voltage,
c. Incoming.reply pulses:
d. Antenna switching voltage
B. Original condition of TACAN units received from KC-135 said F-101
1. S/N Q:-27 (tanker): Antenna. switching module inoperative.
16.5 DB signal rejection.
Bearing flag pulls on course bearing only.
2. S/N (-28 (tanker): No A/A AGC which results in no rejection.
Unit generally in very poor shape.
3. S/N ALT 350 (F-iOl): No A/A AGC.
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III
29 November 1966
A.
Preliminary
1.
2.
3.
Installed units in tanker and checked same.
Installed test equipment in tanker.
Briefing for tanker and F-101 personnel.
D.
Condition of TACAN units prior to flight
1.
S/N QK-27: No AGC, hence no rejection - instrumented
2.
S/N A2,17,1805: Brand new unit received from Stewart Warner
via Depot. Rejection was 14 DR -tsistrumented
3.
S/.11, Q.-28: Reset for 15 DD rejection - spare.
4.
S/I; ALA'-350: Remained the same - no rejection as unit was
received originally from depot for the F-101 in this condition.
C.
Aircraft Involved in tests
1.
F-101 (56-6291)
2.
KC-135 (58-095)
D.
Test flight
1. Made normal TACAN rendezvous with Article 131
a. Multipaths were not noticed at this time as equipment
was being set up after tanker take off.
2. Flight plan was followed with the F-101 during the first
rendezvous. jFlight plan and test schedule published by
a. Multipaths were very prevalent a good portion of the
time
b. Multipaths were apparently. approx. 30 miles. Doesn't
seem to be a problem until 15-20 miles. At this point
the multipath signal is approximately the same strength
as.the direct signal..
c. F-101 obtained. high readings of two (2).miles?at.lapprox:'
10 miles down to-7 miles; at this.point the' -F-101, bro)se'`:
lock and immediately locked on to the proper 'signal
No further errors. were experienced during'-this rendezvous.
3. Deviated from flight plan.
a. Due to the abundance of multipath~>signals we changed the
flight plan to allow.the F-101 to make repeated rendezvous
from a distance of 20-25 miles.
b. During these rendezvous a combination of antenna.positions
were tried in an effort to eliminate the multipath signals
and/or break a false lock the F-101 might have had at any
particular time. This had no effect.
4. Interference:
a. During the flight considerable interference was noted which
caused the AGC and the PRF to increase. This would have
a detrimental effect on sensitivity.
b. By process of elimination, the interference was isolated
to the tankers' IFF and APN-21 TACAa.
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5. Returned to flight plan inbound to homep~ate.
a. Departed orbit path as briefed for homeward leg.
During this period the F-101 attempted rendezvous
from approximately 20 miles astern to a position
5 miles in trail.
b. Multipath signals were very prevalent as F-101
attempted to lock on false signal. A false lock was
bbtained at 5 miles and was maintained 2 1/2 miles
high for 5-6 minutes over varying terrain.
c. During this phase all antennas positions were tried
and the F-101 was asked to make various maneuvers all
to no avail. The false lock was maintained.
d. When the false lock was manually broken by changing
channels.: the proper lock was re-established. There
is no guarantee of this however.
E. Post flight
1. Removed units from tanker and F-101.
2. Realig::ed units for next days flight.
30
A.
Noveraber 1966
Cor.ditiou of TACAN units prior to flight
1. S/N 805 (tanker): 10DB rejection - instrumented,
2. S~I~ W7 (tanker): 6.5 DB rejection - instrumented
3. ALT350 (F-101): 12 DB rejection
B. Test flight
1. Aborted mission - pilots window shattered.
2.- Returned to-tanker's home station with crew
1 December 1966
A: Returned to
B.. Condition of TACAN units'irior forflight
1. 'Same.-as..: IV A.
C: Test flight .12:15 T.O.
1? 0/1V VV";', tnv[v, i.an .....~ - --- - -
+-44-4o' lock on'was obtained by the tanker at 72 les.::
a.
F-101 had no lock on up to 57 miles- (during this.period;
this phase the IFF was muted to prevent inter-
in
D
b
g
ur
.
ference and we changed channels to Ch 98. The F L101,-.1_4-:__`
still had no lock on.
2. Changed tanker's TACAP: unit.
a. Installed S/N Q127
b. F-10l established lock at 55 miles. Tanker had no loek
until 4 miles.
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3. Altitude charge due to weather
a. After refueling, F-101 descended to 26M followed
shortly by the tanker.
b. During this descent the maximum separation was
approximately 20 miles and a lock was maintained by
both aircraft. At this time a -single multipath signal
was observed. This signal was strong for approximately
30 seconds and then became weak and intermittent, and
disappeared.
b. Another signal wac observed momentarily at 7 1/2 miles
4. Distance check with S/N QJZ-27 installed.
a. F-101 made a distance run to check sensitivity of 6.5 DB
rejection level.
b. Tanker broke lock at 7.5 miles
c. F-101 maintained lock to 43 miles where he was recalled.'
NOTE: Up to this time.all the F-101 TACAN reply pulses
were marginal at best.' At this point they became
weak and intermittent. No further lock on was
obtained by the tanker.
d. On the return from the distance run, the F-101 maintained
lock all the way in to hook up. Tanker had no lock on
whatsoever. -
5. Reinstalled S/N 805 in tanker.
but was very weak and intermittent.
d. No other problems were observed during this rendezvous.
a. F-101 made another 20 mile run with no lock on by..either
aircraft.
b. Requested F-101 close to .3 miles and maintain' trail
the tanker:
an effort to re=establish contact. This effort was i'
c. During. this period a-variety'of equipment. was'; changed I
c. Tried to obtain a suppression pulse from tankers (APX-25
IFF with a jumper cable but to no avail.
90.5 miles.
b. Same situation, but-IF.F off-'AGC equals 2.8 V (TACANT
a. TACANN on Ch 92 A/G. with IFF on - AGC equals 3.5 V
Interference from tanker's:'IFF caused a rise in TBCANA
d. The testy- was terminated at?this time.
D. Post flight
1. Inspected and repaired TACAN units.
a. The malfunctions that were found in the equipment
explained the problems we were experiencing. A bad
tube (V-2501) was found in the F-101 installation.
A bad capacitor (C-2513) was found in S/N 805 installed
in the tanker.
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vain as the unit in .thei'F-101 was- not replying.;:'
 3 ..., SINN.. QjC-27 'TACAN installed ih . Tanker.
C.' a.' F-101 maintained-0-25 miles , distance from tanker; and-..
"bottom antenna.
b. The false signals were noted out to approx. 20 miles
but were most prevalent from 6 to 9,miles.
c. Multipaths signals were noted while using the tanker's
top antenna but were very few in number and seem to be
no problem inside of 5 - 6 miles.
d. F-101 made a distance run of approximately 165 miles with
no problems as far as sensitivity of the TACAN is concerned.
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VI 2 December.1966
A. Condition of TACAN units prior to flight
1. S/id - 805 (tanker): 12 DB rejection - instrumented
2 SIN - QK-27 (tanker): 8DB rejection - instrumented'
S/N - ALT-350 (F-101):12 DB rejection
B. Test flight
1. Aborted mission - F-101 engine problems
a. Departed in KC-135 for normal refueligg mission.
Unfortunately this receiver was not A /A TACAN equipped.
After completion, we returned to
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VII 8 December 1966
A. Condition of r='ACAN units prior to test.
1. Same as VI A
B. Aircraft involved in test
1. F-101 (56-6291)
2. KC-135 (59-10+9)
C. Flight Test
1. Tankers TACAN antennas.
a. With antenna select switch in "Top" the antenna actually,
in use was located on the bottom, and vice versa. This.
was due to the antenna coax being reversed on the antenna
relay. This was remedied. .
b. Also found an improperly assembled coaxial connector
on the antenna coax. This was repaired as best we
:miles from the tanker multipath-.signals were noted.while,
a. While F-101 was in trail ' at; distances varying fr6m-0-25w,
2. S/N 805 TACAN:inetalled intanker
could under the circumstances.
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on the tanker's bottom antenna.
The false .`signals .were ' noted , out to .'approx. x20;miles
bat: were moreAprevelant between. .4 to 9.:miZ?a:
Multipath :signals were 'noted 'while. using the ,tanker's `aop"
`~ antenna t ut were few in number. and', seems to 'tie. no problem
problems-as far as~sensitivity of the TACAN is concerned-:
trail. Multipath.signals_ were noted on-,the tanker's
 4. Interference from the-tanker's own TA CAN and IFF. -
a. Owing to the location of the TACAN antennas on the
tanker, interference is of prime importance.
b. If both of the tanker's TACANS are utilizing their
top or bottom antennas simultaneously the interference
is unbearable unless there is at least a 15 channel
separation between the ARN-21 and the receiver's
i.e. the article, F-101, etc.) TACAN.
c. If the two TACANS (i.e. the AIUI-21 and APN-52 on board
the tanker) are using opposite antennas (i.e. one
system on the top and one system on the bottom) the
interference is reduced considerably, but still exists.
d. The tanker's IFF system also causes interference to a
degree that is definitely noticeable.
VIII Conclusions:
NOTE: All the conclusions and recommendations mentioned in this
report are based on a flight test utilizing a KC-135 tanker
and an F-101.
There was no way we could switch antenna locations, measure
video output, or the effect of local interference on the F-101
d i
thi
ur ng
s Plight test. Therefore we are assuming that-the
F-101 will react basically the same to multipath signals as.
the KC-135.
Also
her
, V
e Jn no guarantee LL=T,, the Cygnuillt th
s w reace
same as `'an F-101 to multipath signals. ' However, ye.-feel..
A. KC-135 Tankers
properly as there" N. no appreciable difference in the
top orbottom antennas,
2 The
seco
d tanker (
14
0
m
xi
n
9
) was
is
59-
redrelti int
-,sung,:. ante
nas b
in
r
n
e
g
eversed: and. a bad coaialt
..x connecor.
BECO14 NDATI0NS
a. That all KC-135's.be carefully inspected for the.
conditionand location'of.all'coaxial .cables and
connectors pertaining to the ARN-52V.
B. Rendezvous
1. Multipath signals are definitely present and can cause
erroneous range readouts in either/or both aircra?t
.
2. The false signals cannot be avoided by alignment of the
TACAN equipment alone if the tanker utilizes its bottom
TACAI3 antenna position.
3. These false signals can be avoided at the critical ranges
by proper alignment of the equipment and if the tanker
utilizes its top antenna position only.
NOTE: SEE EXCEPTION UNDER INTERFERENCE
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 4. A rendezvous can be made with the tanker using the
top ARN-52(v) TACAN antenna only.
5. While the tanker is turning to maintain its orbit, the
possibility of breaking TACAN lock is greatly increased.
This creates more of a problem at closer ranges than at
distant ranges.
6. The situation can exist where one aircraft cannot obtain
a lock on and the fault is in the other aircraft's unit.
C. Interference
1.. Interference from the tanker's ARN-21 TACAN is so severe
that an A/A lock is all.but impossible. This condition
exists anytime the tanker 'is. using both TACAN syatems'on
their top or bottom antennas ' simultaneously and the.ARN-21'
t~ %;L&ruIels or the recelver's
F-101, etc.) TACAN.?
2. With proper channel and antenna separation, interference
i
RECOMENDATION
a. That the tanker maintain the TACAN antenna selector
switch in the "TOP" position for all A/A TACAN
rendezvous.
b. That all Article pilots and tanker navigators be
informed of the possibility of breaking lock when
either or both aircraft are in a turn.
c. That all TACAN units be nodified to allow the distance
readout on the indicator to reset to 000 miles and
then go into "search" the first time a lock is'
broken and the aircraft are within 50 miles of each
other.
d. If there is an A/A discrepancy in either or both air
craft, that both aircraft are-.written-up, checked and
the results made known to the opposite interested party.
is s it apparent .but. is not as harmfuil. It'does 61.,
th
e TACAN at greater distances ..
es with the A/A'TACAN-in
much the same manner'as`described in (2) above..: Thia~
interference is not apparent'at-the closer ranges but;
starts to become a factor at approximately 90 miles.:-
4. If the interference described in items-2-and 3 above were
eliminated, the maximur} TACAN A/A distance should be increased.
5. It is foreseeable that an interference problem may arise
when all the aircraft (i.e., tanker, article and chase)
are A/A equipped unless certain precautions are taken.
6. It is possible that a minor interference problem already
exists when numerous A/A equipped aircraft are in the
same general area.(e.g., more than one AR scheduled).
The procedure at present is to maintain a one (1) channel
(i.e., one (1) megahertz) separation between conflicting
aircraft. This may hot be adequate to prevent minor inter-
ference.
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 C. Interference.-(Continued)
1. It appears"that terrain has, no':bearing on" *the quantity, of
multipath.signals' .'Althoughtthefalse signals were more-
prevalent at "one.-time than 'another. ,this-'':could net bp
correlat'ed with any 'type terrain:" Maybe with additional
flights and or' special equipment this could be?accomplished.
Tliepresent "Minimuat,fperfbrmerlce,-Check"
contained~
,
~
NAVWEps : 6-30 .`ARN-52-.2 to ~12R5-2 ' ARN52-2 revised _ 'Ma
n_tne' A/A- mode,wil].i pass a ;bench check 'Y'
mentioned tecizriical:!publications contain no"proeethire for
aligning ahe range': decoder* module'. to. the "12 db're~ection
At.present there`is'no A/A TACAN pre-flight capability at
~fflwm
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RECOMMENDATION
That the.tanker maintain. the AN-21 TACAN antenna select
switch in the "BOTTOM" position and the function switch
in the Rec. position during all A/A TACAN rendezvous.
b. That if the ARN-21 TACAN must use the "TOP" antenna
position for some reason, a channel separation of at
least 15 channels be maintained between the ARN-21 and
whatever channel the receiver (i.e., the article, F-101
etc.) has set up.
c. That supression pulses be fed to the ARN-52 TACAN from
the tankers IFF.
d. That all pilots are briefed on the possibilities of
interfering with other aircraft once the F-101 is
e ui ed with A/A TACAII. This briefing can take place
at anytime upon request.
e. 1 a a spacing of three (3) channels be maintained
(e.g., One article on CH 95, another article on Ch 92, etc)
between aircraft during multiple refuelings. Channel
95 should remain the primary A/A refueling channel.
 E. Maintenance (Continued)
RECOMMENDATION;
a. That a common "Minimum Performance Standard" which includes
a complete A/A check be adopted by maintenance
facilities.
b. That a common "Module Alignment Procedure" which includes
a complete A/A check be adopted by both maintenance facilities..
c. That a pre-flight capability for checking the A/A TACA:N
mode be established at the tanker's home station. This
would insure the soundness of the installation before take-off.
d. The maintenance procedures mentioned in (a) and (b) above
are presently being tested at =and will be available
upon their validation.
e. That three TACAIJ units from the tanker organization be aligned
using the new procedure. These units would be used in the
same tankers (or I Ishould be kept informed as to what
tankers do have tee units installed) so the new maintenance
procedux can be. properly evaluated. These units can be aligned
IX Summary
A. The multipath signals which cause the abnormal TACAI A/A distance
readouts are definitely present and will continue to exist:.-
However, we feel with proper maintenance, informed crews,
adequate hardware, and rendezvous procedures that are.closely
adhered to a successful A/A TACAAN rendezvous can be-made without
the danger of false information being displayed due tot:multipath
This test was conducted using theRT-384/ARN-52(V) TACAN which i's_
capable of displaying range only in the A/A mode'. A modification
is.,pending which will allow the.TACATI to provide both rrange.and
bearing in the A/A' mode . The modification requirements for the
involved aircraft are as follows:
1. The ARN-52(V).TACAII system is to be replaced.by the ARN?.90.
TACAN system. This involves structural and wiring changes.
2. The SRN-90 consists of:
a. AS-2057 Antenna
b. MX-7731 Bearing Data Unit
c. CU-1688 Directional Coupler
d. MT-3834'Shock Mount, Base
e. ET-863 Receiver- Transmitter
3. Delivery Schedule of RT-863 P .-T
a. 15 Jan 1967 5 units
15 Mar 1967 5 units
15 May 1967 10 units
15 Jul 1967 10 units
B. A-12
1. No additional aircraft wiring is required
T
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 B.
A-12
(Continued)
2.
The AT-384/ARbi-52V is to be modified by a kit consisting
of a new module and a printed circuit'board.
3.
After!this,modification is complied with the unit will be
designated Rr-864/AN -52(V).
4.
Delivery schedule of modification kits.
a. 10 Jan 2 kits d. 15 Mar 5 kits
b. 31 Jan 2 kits e.. 15 Apr 10 kits
c. 15 Feb 2 kits f. 15 May 9 kits
C. F-101
1. Replace the existing ARN-21 TAAAN with the RT-384/AFIt-52(V)
a. This naturally involves rewiring the F-101
2. The P -384/A N-52(V) is to be modified by a kit consisting
of a new module and a printed circuit board.
3. Delivery schedule for the RT-384/AF.IN-52(V)
a. Start of delivery is 1 April 1967 to, be completed
by 30 April 1967.
4. Delivery schedule of modification kits
a. Same as 34 above (A-12 will get first kits)
SECRET
Approved For Release 2005/04/21 : CIA-RDP71B00399R000300160001-9