CURRENT AGENDA, SP1914, 1-2-57

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP33-02415A000200190027-9
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 8
• Document Creation Date: November 17, 2016
• Document Release Date: November 9, 1998
• Sequence Number: 27
• Publication Date: January 2, 1957
• Content Type: MEMO

Approved For R gIase 2000/08/21 CIA-RDP33-0 435A000200190027-9
SUBJECT: CURRENT AGENDA, SP1914, 1-2-57
DELIVERY
Since the first ranch delivery of FOG aircraft 361 on August 22nd,
the following deliveries and flight hours have accumulated:
AIRCRAFT
ACCEPTED BY FOG TOTAL FLIGHT HOURS
361
25X1A6a
x
x
206:17
362
x
x
18:19
363
x
x
30:27
364
x
3:11
365
x
366
367
x
:44
TOTAL
268:58
The attached aircraft delivery schedule has been modified to take
into account the prototype programs which will be necessarily
conducted by our flight test before aircraft delivery to FOG.
AIRCRAFT STATUS
At this time there are no known serious problems with the basic
airplane and its components. The only exception to this seems to
be the never ending oil consumption problem with the -37 engines.
The autopilot is still a very sensitive piece of equipment and we
are in process of going to a new mach sensor which has shown
improved performance.
Aircraft 363 was weighed in order ,to establish a base for the FOG
aircraft. This aircraft as weighed was 11,025 lbs. This actual
weight corrected to the weight empty conditions given in the spec
is 9910 lbs. The spec weight empty is 9897 lbs., indicating a
growth of 13 lbs. because of modifications. The actual weight
empty of 9910'lbs. is now reflected in all Chart C pages of Weight
and Balance Data books. The actual C.G. position was also determined
and is now reflected in all Chart C pages.
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BEN
O JIG NUMBER.
# ARTICLE NUMBER'
TIME IN. JIG
PROD. 'SERVICE
JUL
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nC
COMPLETION OUT OF 4IVG,
FINAL ASSEMBLY r
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RADAR PROro # 369
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371 (4) 1
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REASON rOR REV1310N :
To SHo'- MAIN FUSE LAG 4 FI14AL A55EM~LY COMPLETIOha AT
BUR8ANY, FOR ARTICLES 3 r ,3 6 9 37a 4 37E AND TO
SHOW SPECIAL FLIGHT TESt SPANS FOR THESE -ARTICLES..
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FLIGHT TEST PROGRAM
Enclosed is the flight test program as now anticipated for FOG
aircraft. Each test subject is briefly discussed on the follow-
ing pages:
1. C CAMERA
The first test of C Camera on December 21st, resulted in no
pictures as the shutter was jammed closed by a loose pin. The
stabilizing system was not working although the film transport
operated for the whole flight.
We are undertaking the problem of putting a nitrogen bag
around the configuration to include the windows. Because of the
engine oil vapor problem this is the only way we believe to be
practical to obtain the degree of cleanliness required for the C
Camera. This nitrogen bag is being fitted into aircraft 367 at
the present time.
2. DRIFT SIGHT MKI
This is installed in 367 to give flight data to the C Camera.
MKII drift sight does not have this capability. Current work in
progress on the MKI drift sight to make it operational includes
eliminating gear back lash, cable degreasing and similar minor
mechanical fixes. These modifications should make this drift sight
operational although there is nothing as yet to prevent the optical
power changer from jamming.
3. DRTFT FIGHT MKII
The first test of the MKTI drift sight on December 21st,
indicated that most of its troubles were the same old problems in-
herent In the MKI for the last year. Such as drift knob not movable,
track knob function completely reversed or loose, prism lines are
Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9
 Approved For Release 2000/08/21: CIA-RDP33-02415A000200190027-9
Curar?.SK.)`T Ft C, 7
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26XI X4
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Page 3
25X1A5a
wide and fuzzy and power changer jammed. The addition of the servo
system made the hand control free and easy to move but the field
of view motion lagged the hand control and seemed to move in a cir-
cular rather than a straight path.
At this time it seems that if the MKI mechanical difficulties
are cleaned up and it is made operational as it must be, then there
is really no need to continue with the added complications of a
servo driven system such as the MKII.
4. AN/APQ-56 and APQ-56 RADAN
This system is now operational having completed several complete
fli?hts. Further reliability tests in aircraft 351 are to be flown
primarily by detachment personnel.
This system will be checked and test flown in FOG 369 when
available. Note that 369 will be flight tested and waiting for
the first set of the FOG APQ gear which is scheduled for March lst.
The first APQ-56 Radan is scheduled for the 1st of February and
thus can be test flown prior to receipt of APQ.
5. AUTOPILOT
No production 1420H mach sensors have yet been received from
First unit is expected shortly and will be installed in
367 to complement the C Camera tests.
Tests of prototype 1420 mach sensor indicate big improvement
but slow delivery has hampered the retrofit program. Present
5X1A5a2 4chedule is five a week, starting January 11th. According
to this, if present committments are satisfied, FOG would not receive
1420H mach sensors until March 1st, 1957. This program needs watch-
ing.
pprove
25X1X4
 A
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25X1X4
o roes
8. JP-1 FUEL
As a result of flight tests with twenty thousand gallons of
the high and low cuts of JP-l fuel, there does not appear to be any
k difference operationally with JP-1 or LP-lA. It has been checked
for range, air starts, climbs and fuel tank pressures with no
significant difference between the two fuels. The engine operation
and full control schedules are not affected. Air starts have been
made just as with LF-lA. The engine nozzle coking is the same as
with LF-lA and the airplane range is unaffected. These tests, made
in both -31 and -37 engines, are now considered to be finished.
The only question that can be raised here is whether or not
JP-1 is any more of a fire hazard than LF-1A. v e have had very
good results in the past with the LF-lA from this standpoint.
9. WEATHER RESEARCH
Special weather equipment hatch and racks are being built
for 368,. It looks desirable to let first RAdan delivery go into
this aircraft and let the second go Into 369 for the APQ-56 tests.
Schedule and actual test results of this aircraft depend on
the availability of Information and equipment to get the necessary
installations accomplished In time.
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10. SYSTEM IV
Hatch is ready and waiting. No delivery date for FOG System
IV has been established as yet. Should meet flight test date
shown for 376.
11. AN/ASN-6 and ASN-6 RADAN
This system will be incorporated Into four aircraft which
makes them very different internally to other FOG aircraft. Have
not seen delivery schedule as yet. Need onef ASN-6 set immediately
for functional mock up purposes.
12. SYSTEM III
A new program is required again for System III because its
antenna has been displaced by the ASid-6 Radan. This will be done
on 376 while flight testing ASid-6.
MOD KITS AND SERVICE BULLETINS
We are now following service bulletin distribution requested by FOG.
Copies of bulletins which affect FOG aircraft are attached.
Following table indicates status of FOG aircraft with respect to
these. The blocks indicate service bulletins outstanding and not
accomplished on aircraft to date. Blanks indicate service bulletins
which are incorporated by factory or field. rework.
New modifications which are about to be incorporated and retrofitted
by service bulletins are:
S.B. 147 Emergency Canopy Seal Pressure Release
S.B. 148 Speed Warning
F-500 DRAWING
An up to date copy of our control drawing F-500 is enclosed
which indicates our disposition of special installations to different
aircraft serials.
Approved For Release 2000/08/21 : CIA-RDP33-02415A000200190027-9