2 Aifcp Experience Data and Systems Reliability
6
t DIRECTORATE ofECHROlOGY Office of Specialw
Handle via BYEMAN controls
:
INTRODUCTION
This document contains experience data of the2 as of6 which we believe Justifies Its operational readiness statusigh degree of.
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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
Reliability Trend
Sortie Reliability Trend
System Reliability Trend
NAVIGATION SYSTEM
Flight Control Sortie Reliability Trend
System Sortie Reliability Trend
Systems Reliability
- Premature Terminations
Camera Systems
Camera Performance
Electronic Warfare System
Flight EWSRELIABILITY
SHIELD Validation Record
SHIELD Schedule and Validation FlightBLADEir Refueling Mission)
ir Refueling Mission)
DELTAir Refueling Mission)
Aircraft Accident Reliability
Engine Reliability
ngine (Abort) Reliability for Engine Cause
Operational Success Risk Summary
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A-12
AIRFRAME DATA
DATA
EET
EET
(BASIC)
BS.
(FUELED)
BS.
P&WWITH BYPASS
THRUST:
BS.
T.
DAY)
MACHKNOTS)
T
IR REFUELING,
(CURRENT OBJECTIVE)
TOD STTCRKT
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EXPERIENCE RECORD
AIRCRAFT
Flight Total Flights Total Hours
Total Flights atotal Hours atongest Flight ataxax
2
485
0 ft.
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 Tine
4
- AUTO PILOT
Flights Total Flight Hours Total Operating Hours
1
Flights
Total Flight Operating Hours Total Flights Aboveotal Hours atongest Flight at
35
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Average Pilot Experience Average Total Flight Time Time2 Time in Project2 Flights
LIFE SUPPORT Total Suit Flights (Detachment)
EWS
Total Flight Tests
DETACHMENT
Activated
Time in Trainingnit
Averagein Project (Personnel)
1
10onths
h bogan trainingnit coincident with delivery of first aircraft (trainer) inrior to that it had been supporting LAC flight test effort.
2 AIRCRAFT
INVENTORY
Operational Aircraft Two-Seater Trainer Flight Test Aircraft
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yLIGHT DEVELOPMENT STAGES
The single most important problem pacing the flight development (opposite page) of2 has been tho 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 expulsionsutomatically recover (restart) when shock expulsions do occur, and at the same time operate at optimum efficiency lo order to maximize engine performance and aircraft range. Tho notations under developmenthroughll refer to problems and components of this system. Resolution of these has loadeliability commensurate vlth the operational readiness established in
Fuselageoint Beefup (Stage IV B) Involved strengthening fuselage structure at the wing Joint because of heavier electronic warfare systems payload weight
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FLIGHT DKVKLOPMKNT 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" Can Inlet Control Improved IIC But Did Not Correct Condition
IV. 0
to Lockheed Electronic InletIIC.
oint Operational Alert5 On)
Capability
Performance Optimization and
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JOB fBcnpr
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FUNCTION OF2 INLET
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 onglnc. However, due to constraints imposed byaerodynamics, truly optimum performance with an ideal shock pattern and an inlet airflow exactly matched to the engine airflow requirement can ooly be provided at one flight condition. Since the OXCART aircraft must cruise forperiods of timepeed, maximum possible range is realized by providing this optimum inlet performance at theruise condition. The basic geometry and airflow characteristics of the inlet are 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 overboarderies of forward bypass doors or passed down the nacelle airflow passage around the engineeries of aft bypass doors.
In addition to those airflow passages shown on the accompanyingystem is also provided for bleeding off the low energy boundary layer air which forms along the surface of the spike. This improves inlet efficiency by making tho 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.
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ORTIES/PROFILES ABOVEETACHMENT AIRCRAFT
This chartreakout of those Detachment sorties flown between56 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 the period.igh and fast after takeoff, descend for air refueling, climb back up to high and fast again, etc.
2 major/minimum modification program got underway in the latter part oforties flown during the period outlined inere in non-modified aircraft.
All sorties/profiles listed on the chart were flownajor malfunction or incident which would have precluded continuance on the high/fast operational type profile.
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ORTIES AND PROFILES ABOVEETACHMENT ACFT/SORTIES
(through
Mar1
Total 52
Total
Aug1
c 3
Total
C. ar1 Aug}
Total
Profiles
2 flight aboven5 by.
>
8
of above listed sorties and profiles flown without major incident or malfunctionwould have precluded continuance high/fast
10
Cil
01
3 3
CUMMULATIVE TIME ATND ABOVE
The rate of accumulation cfime as 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 the past seventeen months sincelight hours atnd above have been accumulated as compared to onlyours accumulated during the three years from first flight in2 to Thisatio of about thirteen to one.
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DETACHMENT AIRCRAFT AVERAGEOURS PER FLIGHT
The chart opposite shows the average time spent atnd above (or each (light. It is based uponlights of detachment aircraft including the relatively short Lockheed and detachment operated (unctional check flights as well as the longer multiple refueling training flights and simulated missions. Prior to5 there were nolights on detachment aircraft. The peak6ours 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 tho 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. The current period comprises training flights with usually ooe refueling rather than the longer and more costly three refueling simulated missions performed during the fall5 demonstration period.
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Flight activity geared to nalntaln pilot proficiency aad operational alert statuserial refueling training flight*
Reduced fllRht acllvltrccident
1
Has. effort black SHIELDerial refueling slaulatriri al Minna
Nolights Aircraft In Kod.
lonBtralton Period ft FltaMinine each fit0 Hre.
SEPT AUG
L- JULY
MAY 2
APR
MAR
FEB
JAN
OV
SEPT
L AUG
" r
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DETACHMENT FLIGHTS SORffE EFFECTIVENESS
Tho chart opposite shows the trend ofow4 to the mid-soventies during the spring and summer Each flight or sortie is rated either effective or not effective on the basis of all subsystems performing properly such that all plannedof the sortie were satisfactorily accomplished. The total sorties flown are divided into the number rated effective to arrive atercent 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 but along with those sorties which were completed and on which all planned objectives could not be accomplished. Premature terminations assignable to each subsystem are reflected subsequently under Subsystem Sortie Reliability. Hence the difference In Sortieand Sortie Reliability.
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JUN MAY
f- APR
MAR
FEB
JAN 1
DEC
NOV
OCT
UG
JUL
JUN
MAY
APR
MAR
-FEB -JAN i
DEC _
EFFECTIVE
VIA BYEMAN
TOPSYSTEM
The chart opposite presents the inlet sortie reliability trend andeneral improvement of inlet reliability. Por 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 the inlet spike and/or bypass doors. lightly less reliable rate obtained over theay to6 during which six sorties were terminated outnitiated, all for reasons similar to those mentioned for the period5 to
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0
IB
-
O
orties Coi pie ted 3S| Sorties ihitiated
to
e
3
M
c O
orties Coi pletcditiated
t>
a
m o
SORTIES COMPLETED
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The facing chart presents the engine reliability trend andeneral improvementery high current level of reliability for the engine of better.orties attempted in the period5 tonly one sortie was prematurely terminated dueroblem with the engine. This engine problem occurredesultailure in the system which injects fuel into the afterburner,oss of anspraybar threaded-end plug. An improved design which corrects this problem andoubly redundant method of securing this plug has now been incorporated In all engines.
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The inertial navigation system sortie reliability trend, noted on the page opposite, has shown steady The system has not caused any premature termination of sorties flown since
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Sort!
n
s Complet
r-
Z
o
H
in
o -ties Completedorties Initiated
ir,
to
If)
Borties Completed
Inltlated
c
3
PERCENT SORTIES COMPLETED
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INERTIAL NAVIGATION SYSTEM
The following Inertial Navigation System performancere plots by specific time periods of number of flights along the vertical scale versus specificption ratio along the horizontal scale. The specification ratio is the actual distance error at the endlight divided by the allowable design specification error for the time period of the flight. pecification ratior less means the flight was within the allowable specification limit.
Each chart indicates (a) the percentage of flightspecification ratio, (b) the specification ratio whichf all the flights for the time period noted, and (c) the percentage of flights includedpecification ratio. Por example, forf the flights were within aratiof the flights fellpecification ratioell within aratio.
A comparison of the charts indicates that theof in-specification INS flights steadily increased during calender5aximum valueor the5 time period. This value decreased slightlyuring6 anduring For the months of July andf the flights were within specification.
It should be noted that basedomponent-by-component analysis of the INS, the best consistent performance that can be expected ofNS isn-specification and any values greaterhould be viewed as being definitely above the normal expected.
It is also interesting to note that if all of the components inystem performed within their respective tolerances, and if simultaneously all the tolerances were on the high side of the tolerance limits, the best INSattainable would onlypecification.
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AUTO FLIGHT CONTROL SORTIE RELIABILITY TREND
Tho automatic flight control system sortie reliability trend has remained relatively steadyevel since Only two sorties were prematurely terminated since5 due to an automatic flight control gyro problem.
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The aircraft hydraulic system sortie reliability level has remained steadily high,, since Two flights were terminated prematurely due to hydraulic system problems during the period5 toutotalorties initiated.
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VIA BYEMAN CONTROL SYSTEM
"Other" systems referred toide variety of systems und events. etailed listing Is contained on the page following the facing chart. It should be pointed out, however, that three sorties during6 to6 period were prematurely terminated for precautionary reasons. The trend in premature termination presented for "other" systems appears to remain constant. Special emphasis is being placed on higher quality control and closer supervision to achieve Improvement.
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REMATURE TERMINATIONS
The opposite table first summarizes the prematurely terminated sorties assignable to each of the foregoing subsystem charts for the latest period examined6 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 premature terminations assigned to the indicated problems or components which are not part of the foregoing major subsystems examined.
Total premature terminations for the6 tiirough6 areutotalorties initiated.
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OREGOING MAJOR SYSTEMS AND OTHER PREMATURE TI RUINATIONS OF AIRCRAFT FLIGHTS
16 Through6
Major Systems:
Unstarts, luctuations
: Right Yaw
Major Systems Sub-Total
"Other"
Pressure
SAS Connectors
Reserve, Bad Weather
Leaks
Oil Pressure Indicator
Air in Fuel Lines
Spike Actuator
Air Refueling Pressure Switch
Hydraulic Pressure Indicator
Oil Temperature Gauge
Surge Box Contamination
T Switch
Misrigged Aircraft
recautionary
Power Interruption
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CAMERA SYSTEMS
ameras arc built by Perkin-Elmer. There are twoA" series cameras in the inventory and sixC" series-
Type II cameras are built by Eastman Kodak. There are two of these in the inventory.
The first summation (opposite page) includes only test flights at0 feet altitude. The second summation includes all test flights since the beginning of the program.
Performance in general has been acceptable with thexhibiting better resolution and the Type II having greater reliability.
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38
CAMERA PERFORMANCE (As of
Test Flight Time*
C"II
in.
*Only Flights At.
TOTAL FLIGHT EXPERIENCE
C"II
95Flights
72Hours
6Failurei
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ELECTRONIC WARFARE SYSTEM
A brief functional description of the Electronic Warfare Systems follows:
BIG BLAST -
BLUE DOG -
PIN PEG
A redundancy exists between the recognition and jamming systems employed, thusower degree of vulnerability to the aircraft and accounting for the high) of total system reliability. It appears at this time that the antenna problems associated with PIN PEG operation have been solved.
AIRCRAFT FLIGHT ELECTRONIC WARFARE SYSTEM%
OR BOTH ECM SYSTEMS OPERATED ON ALL RUNS
5 =
MISSILE GUIDANCE JAMMER (BLUE
O
*> FAN SONG NOISE JAMMER (BIG
3
PASSIVE DP ON FAN SONG (PIN
ailures caused by antenna problems.
52
48
(1)
001
1
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SYSTEM RELIABILITY
The chart opposite summarizes three levels of reliability for each major system fron5 through The first (red) barometer for each system reflects the percent of sorties completed safely by that system 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 the percent of sorties initiated during which that system operated completely satisfactorily. Numerical figures used in the percentages are shown below each barometer.
"Interface" refers to the system listed to the left of "interface" and accounts for malfunctions which arc not assignableault of the system itself but which affected tJie system's overall operation. Typical examples aregenerated electrical power or cooling air interruptions to such systems as the cameras, navigation and stability systems.
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INTERFACE
I
PHOTOGRAPHIC AUTOPILOT
INTERFACE
STABILITYSYSTEM
INTERFACE
INERTIALSYSTEM
LIFE SUPPORT SYSTEM
NAVIGATION ENGINE INLET SYSTEM
rccRn.
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BLACK SHIELD VALIDATION RECORD
The upper chart (facing page) indicates the number of BLACK SHIELD operational profile missions scheduled during validation period, and the number airborne, withindicatedercentage in tho right hand column.
The lower chart indicates the number of airbornetypo operational profile sorties which accomplished the mission with reasons for unsatisfactory missions. Effectiveness is indicated in the right hand column.
These special BLACK SHIELD validation were conductedctober and
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BLACK SHIELD SCHEDULE AND VALIDATION FLIGHT SUCCESS
SUCCESS
AIRCRAFT
SCHEDOLED
EFFECTIVE
1
VALIDATION FLIGHT SUCCESS
ACFT
AIRBORNE
SYSTEM
SYSTEM
NAV
NT
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SHARPIR REFUELING MISSION
This was the first long training mission planned to closely simulate an operational mission and refuelreat distance from the local area and/or home base. Legs are0 NM between refuelings. This route was first flown in
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46
EFUELING MISSION
This mission was developed as an alternate to SHARP BLADE to be used when the weather precluded refueling in the Montana area. Legs are0 NM between refuelings. Route was first flown innd is regularly scheduled and flown two or three times per week
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SUGARIR REFUELING MISSION
This mission was developed to practice over water rendezvous procedures that would be used an on operational mission. The air refueling area is.
S'Californla and was first used on This is presently the only over water refueling area in use and is scheduled regularly for training missions.
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IRCRAFT ACCIDENT RELIABILITY
The chart opposite reflects the three aircraft accidents which have occurred during the program.
Of interest ie the fact that not nny of these accidonts involved the high Mach number high temperature regime of flight in which this program has spearheaded the state-of-the-art. Also of interest is that two of these accidents occurred in the local home base area within feet of the runway. All of these accidents Involved traditional problems inherent in any aircraft. The life environment system ejected the pilot safely in all three of these accidents with two of these ejectionsew hundred feet from the ground.
's accident occurred nway from the baseoutine training flight. Itlugged pitot static tube during icing conditions resulting in erroneous cockpit Instrument Indications of air speed.
's accident occurred during landing approach. Italfunction of the flight control surface actuating system resultingontinuous and uncontrollable roll.
's accident occurred during take-off climb-out. Ituman error wherein the flight line electrician connected the wiring for the yaw and pitch gyros of the stability system tn reverse. This resulted in complete uncontrollability of the aircraft.
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SORTIES RETURNED
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5 HANDLE VIA BYEMAN CONTROL SYSTEM
The accompanying chartngine abort reliability. ifferentiation is made between aborts which occurred at any timelight (complete flight) and those which occurred aftor climb. The aborts which occurred after climb are considered to be more representative of those which might occur over denied territory. The abort reliability on an after climb basis is better This level of reliability is computed on the basisngine flights which havo taken place since the development of an operable aircraft inlet system on all programs includingnd Of4 engine flights, only eleven of the aborted flights actually represent instances of complete in-flight loss of power from one engine or Involuntaryshut down of an engine. Of these eleven Instances, seven occurred after climb and prior to landing approach. Design mcdlflcations have been developed and successfully flight tested to correct the deficiencies which caused each of these abort situations. The probability of complete loss of power from both ongines is extremely low. owered aircraft has ever failed to returnlight due to an engine cause.
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NGINE (ABORT! RELIABILITY FOR ENGINE CAUSE ICUMUUTIVE THROUGH
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OPERATIONAL SUCCESS RISK SUMMARY
OF NOT LOSING AIRCRAFT OVER DENIED TERRITORY ON ANY SPECIFIKI MISSION INCLUDES ALL HAZARDS.
ERCENT
OF MISSION SUCCESS ONCE AIRCRAFT IS AIRBORNE.
PERCENT
OF SUCCESSFULLY LAUNCHING ONE AIRCRAFT AT SPECIFIED TIME AND DATE
PERCENT
OF SUCCESSFUL MISSION AT SPECIFIED TIME AND DATE.
PERCENT
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