-2 Aircraft
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JJ OlffOOBAIf ofECHNOLOGY !
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INTRODUCTION
This document contains experience data of the2 as ofncluding its BLACK SHIELD deployment and operations commencing in, and continuing since
APPROVED FOP RELEASE DATE; 7
TABLE OF CONTENTS
Fact Sheet
Record
Development Stages
Function2 Inlet
Inlet Picture
Sorties and Profiles Above
Time atnd Above
Aircraft Averageours Per Flight
Flights Sortie Effectiveness
Sortie Reliability Trend
Sortie Reliability Trend
System Reliability Trend
Flight Control Sortie Reliability Trend
System Sortie Reliability Trend
Systems Reliability
- Premature Terminations
Camera Systems
Camera Performance
Electronic Warfare System
LACKSHIELD OperationalReliability
CROWN "E"ir Refueling Mission)
CROWN "F"ir Refueling Mission)
Aircraft Accident Reliability
Reliability
Engine <Abort) Reliability for Engineand Operational Summary
fon pre.
top ciicncT
OXCART
AIRFRAME DATA
DATA
EET
EET
(BASIC)
BS.
(FUELED)
BS.
P&WWITH BYPASS
THRUST:
BS.
T.
DAY)
MACHKNOTS)
T.
IR REFUELING,
(CURRENT OBJECTIVE)
TOP iSFPRFT
HANDLE VIA BYEMAN CONTROL SYSTEM 1
EXPERIENCE RECORD
AIRCRAFT
Flight Total Flights Total Hours
Total Flights at
Total Hours at
Longest Flight at
Longestlaeingle Flight
Longest Single Flight Duration
ax
ax
00 Hours0 Feot
ENGINES
Total Engine
Total Engine
Total Engine Flights at Mach
Total Engine Flight Hours at Mach
Total Groundnvironmental Ground Test
our Qualification
INS
Flights
Total Flight Operating Hours Total Operating Time
9
- AUTO PILOT
Flights Total Flight Hours Total Operating Hours
0
IV
Flights
Total Flight Operating Hours Total Flights Aboveotal Hours atongest Flight at
4
1.5
7
1.3
STOUT
PILOTS
Pilot Experience
Average Total Flight Time (All Aircraft)
Tiae2 (Least .'Avg-'Most)
Time In Project
2 Flights
0
LIFE SUPPORT
Suit Flights (Detachment)
Flight Tests
DETACHMENT
Tiae in Trainingnit
Average Time in Project (Personnel)
0onths
h began trainingnit coincident with delivery of first aircraft (trainer) inrior to that It had been supporting LAC flight tost effort
2 AIRCRAFT
INVENTORY
Operational Aircraft Two-Seater Trainer Flight Test Aircraft
J " f*
FLIGHT DEVEAGE S
The single most important problem pacing the flight development (opposite page) of2 has been the air inlet and its control system. This system which provides the proper amount of ram air to the engines at all flight conditions must minimize shock oxpulsions (mistatutomatically recover (restart) whon shock expulsions do occur, and at the same time operate at optimum officiency In order to maximize engine performance and aircraft range. Tho notations under developmenthroughll refer to problems and components of this system. of these has leadeliability commensurate with the operational readiness ostabllshod In
Fuselageoint Beefup (Stage IV B) involved strengthening fuselage structure at the wing joint because of heavier electronic warfare systems payload weight
FLIGHT DEVELOPMENT STAGES
I. 5 (To
Roughness at
Restart capability
Instability and Unstarts
II.
Mice Corrected IA
Bypass Incorporation Corrected IB
Instability and Unstarts Still Encountered
III.
A. Spike Static Probe and "J" Cam Inlet Control Improved 1IC But Did Not Correct Condition
IV. 0
to Lockheed Electronic InletIIC
oint Beel'up
V. Operational Alert5 On)
Capability
Performance Optimization and
VI. Phase Out
A. Onecision was made by higher authority to terminate the OXCART program as of An orderly phase-out program was implemented to carry out this decision.
VII. Operational Deployment
VIII. Operational Deployment extended through8.
TOP CfiCltKT
A supersonic Inlet or air Induction system Is designed to provide best possible aerodynamic performanceange of supersonic Mach numberstable and steady flow of air to the ongino. However, due to constraints imposed by supersonic aerodynamics, truly optimum performance with an ideal shock pattern and an inlet airflow exactly matched to the engine airflow requirement can only bo provided at one flight condition. Since the OXCART aircraft must cruise for considerable periods of timepuod, maximum possible range Is realized by providing this optimum inlet performance at theruise condition. Tlie basic geometry and airflow characteristics of the inlet aro then varied toinimum compromise of aerodynamic performance and efficiency at lower flight speeds. Some of this needed flexibility is provided by varying the position of the inlet spike. Since the airflow which can be admitted by the inlet is In excess of that which can be accepted by the engine at other than the design condition, this excess airflow is dumped ovorboarderies of forward bypass doors or passed down the nacelle airflow passage around the engineorios of aft bypass doors.
In addition to those airflow passages ehown on the accompanyingystem is also provided for bleeding off tho low energy boundary layer air which forms along the surface of the spike. This improves inlet efficiency by making the entire main inlet flow passage available to the high energy, high velocity air.
A rather complicated automatic electronic control system senses aerodynamic environment to provide the proper scheduling of spike and forward bypass door positions at all flight conditions. Aft bypass door positions are selected manually by the pilot.
ORTIES/PROFILES ABOVEETACHMENT AIRCRAFT
This chartreakout of those Detachment sorties flown from5 through7 wherein2 aircraft flew above. The profiles column lists the number of times the aircraft accomplished the high/fast operational profile during the sorties flown In theigh and fast after takeoff, descend for air refueling, climb back up to high and fast again, etc.
2 major/minimum modification program gotin the latter part of Sorties flown during the period outlined inere in non-modified aircraft.
TOP SliCHMT
ORTIES AND PROFILES ABOVEETACHMENT ACFT/SORTIES
(Tlirough
Mar1
Total 52
Total 57
Aug1
Total600
Total920
ar1:
Total
Total977
2 flight aboven5 by
.
r.
>
TOP SKTBFT
CUMULATIVE TIME ATND ABOVE
Tho rate oi accumulation ofime an shown by the slope of the curve (opposite page) began to substantially increase In Prior to this time,light was confined to the three flight test aircraft only. After5 each of the seven detachment (operational) aircraft as they completed necessary modifications began to fly atnd aboveoutine basis.
The significance of this data is that during tho past thirty-throe months sincelight hours atnd above have boen accumulated as compared to onlyours accumulated during the throe years from first flight in2 to
Ton srcHfc'T
pi
3
80.
>
mean
HANDLE VIA BYEMAN CONTROL SYSTEM
DETACHMENT AIRCRAFT AVERAGE"OURS PER FLIGHT
The chart opposite shows the average time spent atnd above for each flight. It is based upon alllights of detachment aircraft for the period examined including the relatively short Lockheed and detachment operated functional check flights as well as the longer multiple refueling training flights andmissions. Prior to5 there were nolights on detachment aircraft. The peak8ours per flight during the fall5 reflects the validation or demonstration period wherein three refueling simulated missions were performed. During6 flight activity was substantially curtailed during the investigation ofccident with only some of the short functional check flightsery few minutes at Mach. 3. This is normal procedureeriod of inactivity wherein it is necessary to recheck all systems during short periods atrior to resuming the longerraining flights. Byormal level of training activity was resumed reflectingours ater flight. Tho poriod botween January and7 reflected training flights with usually one or sometimes two refueling(s) rather than the longer and more costly three refuoling simulated missions performed during the fall The slight increase in averageime per flight for the current reporting period reflects the BLACK SHIELD activity.
TOP ClililUiT
BLACKSHIELD IMPLEMENTED
Flight activity geared to maintain pilotand operational alert status. orlal refueling training flights.
accident
Maximum effort BLACK SHIELD validation.
1
Demonstrationits with Ninime eachrs.
Nolights, Aircraft in Mod.
T
d at co
CO
o
RS PER FLIGHT
top srrui't
rflP crrefT
detachment flights sortie effectiveness
The chart opposite shows the trend olow4 to the low eighties. Each flight or sortie is rated either effective or not effectivo on the basis of all subsystems performing properly such that all planned objectives of the sortie were satisfactorily accomplished. The total sorties flown arc divided Into the number rated effective to arrive at the percent effective figure. The sorties rated not effective do not mean that all such sorties were prematurely terminated or aborted. Certainly all premature terminations or aborts which did occur are Included in these data as are those sorties which wore fully completed but on which all planned objectives could not be accomplished. Premature terminations assignable to oach subsystem are reflected subsequently under Subsystem Sortie Reliability. Hence tho difference in Sortie Effectiveness and Sortie Reliability.
09
X
00
SiTRFT
The chart opposite presents the inlet sortie reliability trend andeneral improvement of Inlet reliability. For the period5 tonly three of all attempted sorties were prematurely terminated due to problems with the Inlet system. These three flights were prematurely terminated due to Inlet unstarts or other problems associated with actuation or scheduling of tho inlet spike and/or bypass doors. lightly loss reliable rato obtained over theay to6 during which six sorties were terminated outnitiated, all for reasons similar to those mentioned for tho period5 to The rate remained almost constant througheptember to6 period when six sorties were terminated outnitiated, again for the same reasons as cited earlier. There was considerable improvement in inlet performance7 and7 when only eight sorties wore terminated outnitiated.
fiCREI
ompletjedl initiated
1 JanO Jun 67
nitiatee
Sep1 Dec 66
sortiis compleljed ofnitiated
iiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
Nov0 Apr 66
Aug0 Nov 65
sorties completjed of
Marpr 65
The facing chart presents the engine reliability trend andenerally very high current level of reliability for the engine with an overall average level of reliability for the tine period covered on this chart of better9 flights successfully completednitiated). orties attempted in the period5 to7 which represents more thanonths of operations, only twelve aortios were prematurely terminated dueroblem with the ongine. One engine problem occurredesultailure In the system which injects fuel into the afterburnor,oss of an afterburner spraybar threaded-end plug. The othor premature terminations due to engine problems were caused by an Inlet guide vane failure whichompressor inlot temperature sensor failure, an Independent compressor inlet tomperature sensor failure, exhaust gas temperature and RPM fluctuation, two engine electrical harness deficiencies, lack of ability to trim exhaust gas temperature on an engine dueurned out trimmer motor, and two afterburner fuel control malfunctions. Design changes have been developed to correct the hardware problems which caused the first six deacribed failures. The other six failures aro considered to beandom nature.
TOP SFPPFT
a oo e
SortlJf
uiiiiiiiiiiiiiiiii
1 Julec 67
orties complotfednitiatec
1 SopI Dec 66
3
MayI Aug 66
X
11
I
0 Jl
nitlatod
orties completednitiate)
ortiis complctbd of 71
Nov0 Apr 66
6 AugO Nov 65
orties completed ofnitiated
NAVIGATION SYSTEM RELIABILITY TREND
During this reporting period, two sorties wereterminated due to apparent INS malfunctions. One of the terminations resultedad steering motor In the ropoater circuit. The other, upon moro extensive ground checking, was dueroken wire onf thenverter and was, in fact, an Interface Although the ln-flight reliability of the INS has remainedery high level, the nean-tlme-betwcea-fallure hours havo been decreasing steadily, primarily because of the very large number of operating hours already on the systems. On rare occasions even dlllgont ground maintenance is unable to prevent an air abort. Under present OXCART phasedown ground rules no funds have been made available for an INS IRAN program which Is nocessary to raise the mean-tlme-betweon-failures up to the original level.
ort I
sortl
completed] initiated]
1 JanO Jun 67
Sep Dec 66
sort,
Mayl Aug 66
sortl
Novpr 66
sortl
completed and ln
llllllllllllllll lllllllllllllll
Aug 65
0 Nov 65
ompletf 36
llllllllllllllll lllllllllilllll llllllllllllllll
Mayun 65
sortl
complet
lilill-
65
HANDLE VIA BYEMAN CONTROL SYSTEM
During this reporting period only one sortie was prematurely terminated duelight control system malfunction. oll transfer valve in the roll channel of the stability augmentation system opened intermittently with hot oil applied. Thisandom "oneind" malfunction.
TOP ssavEE
09
Jul1 Dec 67
ompletednitiated
Jan0 Jun 67
orties completed and initiated
May1 Aug 66
Aug0 Nov 65
sorties completed and initiated
Mayun 65
-i!
Marpr 65
3
The aircraft hydraulic systom sortie reliability level has remained steadily high,ince Four flights were terminated prematurely due to hydraulic system problems during the period5 toutotalortlos initiated.
HANDLE VIA BYEMAN CONTROL SYSTEM
8
sort
comple
Jul1 Dec 67
sortl
complc
Jan0 Jun 67
aortlts lultla
and cc opleted
Sep1 Dec 66
sort! *s lniti
pleted
May1 Aug 66
pr 66
sortie** initiated and coniplftud
Aug0 Nov 65
sortlop Initiated and completed
May5 Jun 65
sortiefe lnitiat
and coejpleted
Mar0 Apr 65
TOP MCMg
"OTHER" SYSTEMS RELIABILITY
"Other" systems referred toide variety of systems and events. etailed listing is contained on the page following the facing chart. There was marked Improvement ln tho number of premature terminations during theuly through7 when only eleven flights outnitiated were terminated for "other" systems or ovents. Special emphasis is being placed on higher quality control and closer supervision to achlove continued Improvement.
Ton srrgrT
m
sortl
couplet
1 Jul1 Doc 67
sortl
Sepl Doc 66
sortli
initiatod
1 Mayug 66
sortl*
complot
lllllllllllllll llllllllllllllll
ov0 Apr 66
onplvt
of 71
ug0 Nov 65
TOU SFfHFT
win srrpFT
REMATURE TERMINATIONS
The opposite table first summarizes the prematurely terminated sorties assignable to each of the foregoing subsystem charts for tho latest period examined7 through The number of sorties initiated for each subsystem may differ because only the sorties on which that particular subsystem was used is counted. The engine, being used on every sortie, reflects the total numberorties initiated during the period.
"Other" includes all other prematuressigned to the indicated problems or components which are not part of the foregoing major subsystems examined.
Total premature terminations for the7 through7 areutotalorties initiated.
Engine
AFCS
Hydraulic
INS
Spike, Fluctuations
ENP, Fuel Flow Nozzle Fluctuations and Oil Pressure Fluctuations Duo Engine Harness Problem*
SAS Pitch Control, SAS Roll
Left System Failed
Large Terminal Error and Bad Stoorlng
3
3 1
2
.
Faulty Fuel Pressure Indicator
Roll SAS Malfunction, Due Faulty Servo's
INS Failure, Duenverter Inoperative
Autonav Steering Error, Due Pilot Error
HF/SSB Inoperative
ailure Camera Failed
SAS Yaw Transients and Rudder Oscillations, Duo Power Interruption
Fillet Panel Loss
Pitch Trim Malfunction
Fuel Leak
TflP SECRET
TOP SECRET
CAMERA SYSTEMS
ameras aro built by Perkin-Elmer. Tlioro are fiveC" aeries In the inventory. With the phase-down of the OXCART program the twoA" series were placed In storage.
Type IV cameras aro built by Hycon. There aro three of these in the Inventory. Two of these have been validated and declared operationally ready. The third Is scheduled for prevalidatlon and validation flights on or about
The first summation (opposite page) includea only test flights at0 feet altitude plus the twenty-two operational missions. The second summation Includes all flights including operational missions since the beginning of the program.
ffir grrnriT,
CAMERA PERFORMANCE (As of
Test Flight Time at0 feet
C" Series
in.
Type3 Min.
TOTAL FLIGHT EXPERIENCE
C" Series
98Flights
75Hours
6Failures
Type IV
lightsoursailures
TOP SECRET
|
ELECTRONIC WARFARE SYSTEM
Sy8toisbioIlows"Ctl0nal doBcrlption of the Electronic Warfare DEFENSIVE:
BIG BLAST -
DOG -/
r
PEG -/
^MAD MOTH -/
A rodundancy exists between the recognition andemployed, thusowor degree oftho aircraft and accounting for the high degreetotal system
ELINT COLLECTION:
SYSTEM RELIABILITY
Tne chart opposite summarizes three levels of reliability for each major system from5 through The first (red) barometer for each system reflects the percent of sorties completed safely by that systom relative to the total sorties initiated for that system. The second or green barometer reflects the percent of the sorties initiated which were not prematurely terminated or aborted because of that system. The third (black) barometer reflects tho percent of sorties Initiated during which that system operated completely satisfactorily. Numerical figures used in tbe percentages aro shown below each barometer.
"Interface" refers to tho system listed to the left of "interface" and accounts for malfunctions which are not assignableault of the system itself but which affected the system's overall operation. Typical examples aregenerated electrical power or cooling air interruptions to such systems as the cameras, navigation and stability systems.
INTERFACK
CNi
I, II, IV
ICNJ
PHOTOGRAPHIC
CNJ
SYSTEM
SYSTEM
its
INLET SYSTEM
LIFE SUPPORT SYSTEM
PERCENT SORTIES
s
< w
owe
iio--
0
k-h <N
h
*
IJIJCIU'T.
SCOPE CROWN "E" IR REFUELING MISSION)
This mission was developedamera package evaluation route. Resolution targets at Phoenix, Arizona, are covored. The route also incorporates an over-water air. off the coast of California. Route was first flown in
TY1P CirniT 36
SCOPE CROWN "F" IR REFUELING MISSION)
This mission was developed from SCOPE CROWN An additional air refueling and cruise climb leg was added to simulate an operational mission for pilot training. Mission was first flown In
HANDLE VIA BYEMAN CONTROL SYSTEM
TOP KffPBFT
IRCRAFT ACCIDENT RELIABILITY
The chart opposite reflects the four aircraft accidents which have occurred during the program through7
SfVf.act that notf thesethe high Mach number-high temperature regimein which this program has spearheaded the Also of interest is that two of thesein the local home base area within feet of the these accidents involved traditionalin any
's accident occurred onhe baseoutine training flight. It plugged pilot static tube during icing conditions erroneous cockpit instrument indications of airpilot was ejected
's accident occurred4 during landing approach. Italfunction of the flight control surface actuating system resultingontinuous and uncontrollable roll. The pilot was ejected safely.
ccident occurred on5 .Ur off climb-out. Ituman error wherein the flight line electrician connected the wiring for the yaw and pitch gyros of the stability system ln reverse. This resulted in complete uncontrollability of the aircraft. The pilot was ejected safely.
's accident occurred7 during descent aboutiles from the base, ituel system gaging malfunction resultingigher than actual indicated fuel quantity reading. Because of this, the aircraft was out of fuel before reaching the base. The pilot was killed on impact with the ground becausealfunction precluding man-seat separation after ejection from the aircraft.
Tnp SFCRET
PERCENT SORTIES RETURNED
Apr1 Doc 67
prl Aug 67
VIA BYEMAN CONTROL SYSTEM
TOP SECflliT,
i8
ENGINE RELIABILITY
The accompanying chart8 engine abort reliability. ifferentiation is made botweon aborts which occurred at any timelight (complete flight) and those which occurred alter climb. The aborts which occurred after climb are considered to bo more representative of those which might occur over denied territory. The abort reliability on an after climb basis is better. This lovel of reliability is computed on the basis8 engine flights which have taken place since theof an operable aircraft Inlet system on all programs Includingnd
M GI ME (ABOT) RELIABILITY TOR ENGINE CAUSE CUMULATIVE THROUGHECEMBERi7)
a
NUMBER OF ENGINE FLIGHTS EXAMINED
CJ
a a
o
10
(3
U U .Ik
0 to to *>
c
2
2
i to
c
DCnBT
BLACK SHIELD DEPLOYMENT AND OPERATIONAL SUMMARY
A. DEPLOYMENT
May7 ACFT flew non-stop from
AB, Okinawa0 hours, me iught required top-offerialand0 feet during cruise ator two legsor ono leg.
7 ACFTlew non-stopKadena AB, Okinawa0 hours.
The flight was similar to that of ACFTbove except an altitudo0 feet was reached during cruise.
3- 7 ACFTlow
Wake Island0 hours. landingwage "Island was precautionary duealfunctioning navigation system. Ihe flight was made at0 feet altitude. The aircraft proceeded uneventfully to Kadena on
B. OPERATIONAL SORTIES
(All missions employed thoamera) (altitudes and Mach numbers represent maximum attained during mission).
1 Mission was flown atnd bo,ooo feeturation5 hours. Imagery quality: Good.
Mission was flown at0 feeturation0 hours. Imagery quality: Good.
0 Mission was flown at0 feeturation0 hours. Imagery quality: Excellent.
0 Mission was flown at0 feeturation0 hours. Imagery quality: Good.
5- Mission was flown at50 feeturation0 hours. Imagery quality: Good.
ission was flown at70 Teeturation8 hours. Imagery quality: Excellent.
0 Mission was flown at6 andeeturation5 hours. Imagery quality: Good, despite haze problem.
1 Mission was flown at0 feeturation5 hours.
Imagery quality: Good to Excellent.
Mission was flown ateeturation2 hours.
Imagery quality: Good until camera malfunctioned.
Mission was flown at
5 and SO.OdO feeturation1 hours. Imagery quality: Good.
Mission was flown at60 feeturation0 hours. Imagery quality: Excellent.
Mission was flown at40 feeturation9 hours. Imagery quality: Excellent,
Mission was flown at90 feeturation0 hours. Imagery quality: Good. Mission was prematurely terminated dueaulty oil pressure indicator.
Mission was flown atd0 feeturation1 hours. Imagery quality: Good.
Mission was flownl0 feeturation1 hours. Imagery quality: Good.
topVIA BYEMAN
TnP.PnCBlTT ,
8 Mission was flown at50 feeturation9 hours. Imagery quality: Good.
9 Mission was flown at30 feeturation6 hours. Imagery quality: Good. "
0 Mission was flown at00 feeturation4 hours. Imagery quality: Good.
Mission was flown ato0 feeturation9 hours. Imagery quality: Good.
0ission was flown at70 "feeTuration1 hours. Imagery quality: Good.
5 Mission was flown at
0eeturation9 hours. Imagery quality: Good.
22. Mission was flown at
00 feeturation6 hours. Imagery quality: Good.
j ^
1 .
Original document.
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