APPROVED FOP RELEASE DATE:6
director
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fr prior iryf i
ROUTING
-
8
fcET
U V:UK
pilots
TAXi OFF5 ho-MS rJJ- 1 ICl-'i AffD S. :iIKuiaa, QriOSS0- IE .& t DIRTT, TAKE OFF"TS, ?Ri:iRUSE42E0 ft, CE-IKEES, . MAX.nXNKach THIS FLTIMWI*. TIMSHACHT It MINUTE i, TIN-ACH THIS FIX If ttiautu, [MEACH THIS FLTUTES. TIME 0 rl THIS FLTU0UTES. PURPCSEc HFC EVALUATION AID AIR startS IN DERICNEO CONDITION. CCNF:G'JRATIQF;i ND MANUALLY CONTROL'-ED Ft'ELVALVES OH BCTH MFC. YJ-YJENDIX MFC ON TNI LEFTiC OH THE RIGHT.
2. TAKES0 <EAS JCNEfcUoE WIIH BOTH FORWARD
and AFT DOORS CLOSED. fl OPXVEC AFT DOORSERCENT ANDE NTERCENT ON THE AFT DOGRi. GOT AN UNETART ON BOTHHIS TIME, PENING FORWARD DOORS AND AFT DOORS. CONTINUED ACCELERAIIJNTH8 JMSTARTSKD
C " 1 _ T
^Fi'ROIHlCllOfl byotveh ti-jan.FFlrf. COPY NO.
-0 L ii ii 1. '
hMO
SACKOI THE UfcST.lRT THEDLORSGOING TOUR KA'JIK FlffMX.VERYTHING VAr SMOOTHFORWARD OOGRS CLOSED Af'9 AFT DOOR5 AlERCEi'T. RO ST.'RfECIU (IU PC HEP. HEII CLOSED 1HI AFTHE FORWARD DQ3RS, TALL MB AN' UMSTAftl OH THE LDT SIBLAST RISE H" LEFT EOT. EGREESDE PILOT DECIDED TO MANUALLY OEflCM WHICH YZ DID ATiG? EES. EG; WE IT DOWNNGINE SMOOTHED OUT. CO NTDECELERATIONKE* ACCELERATEDOR ENGINE SHUTDOWN AND RESfART. AFTER LEFT ENGINE SHtllDOvt, TRIED FESlARI IN DERICMED CONDITION. NO START AFTER TWO ATTEMPTS, SO WENT TO NORffiAL irUEL FLOW CONDITION AHDOUD START* WERT, DE'ICHED, AN') SHUT ENGINE DOWN. OOD STlRT IN DERICHED CONDITION. TRIEE TKI9 PROCEDURE TWICE WITH 'COD STARTSE, I'ESGENT AND LANDING ftQRilAL.
NOTE: <l> THE 1'ER.iCHrtENT VALUE IS AUTOMATICALLY ACTIVATEDEGREES CENTIGRADE IN AD:ON TO itlNG CAPABLE OF BEING AMIVAIED hanuallyHE PILOT FOP TEST PURPOSES. POST FLIGHT ANALYSIS SHOWED THE DERlCKifENT VALVE DID ACTIVATE AUTOMATICALLY VHEN THENTEGREES, JUST AHEAD OF THE PILOT MANUALLY ACTIVATING NO ENGINE TRIM REQUIRED THROUGHOUT THIS FLIGHT.
PILOT:
OFF AT Htll HOURSOURINUTES. GROSS8 PERCENT, TAKE OFF0 FT, TAKE OFFTS, PRESSURE0 FT, TEMPERATUREEGREES, WIND CALM, MAXIMUM7 MACH, MAXIMUM ALTITUDEFT, TIMEACH THIS FLTINUTES, TIMEACH THIS FLTINUTES, TIME0 FT THIS FLTINUTES. PURPOSE! FCF AND FUEL DERICHMENT TESTS. CONFIGURATION! , NGINES WITH MANUALLY OPERATED FUEL DERICHMENT VALVES AND FROSTY FUEL CONTROLS ON BOTH SIDES.
2. LEFT ENGINE VERY HARD TOAD TO DOUBLE CLUTCH BUT STILL VERY SLOW. NO TRIM REQUIRED PRIOR TO TAKEOFF AS BOIHEGREES OF TARGET. CLIMBED OUT KEAS USING NORMAL DOOR SCHEDULE. ACCELERATION VERY GOOD AT FIRST BUT BECAME VERY POORN. WAS BARELY ABLE TO IN TURN. FINALLY7 AFTER TRYING SEVERAL SPEEDS AND DOOR SCHEDULES WITHOUT SUCCESS. ND FUEL FLOWS SEEMED NORMAL. STARTED DECELERATION IN MIL POWER.
PAGE TWO
3 UN VENT TOND ACTIVATED BOTH DEF.ICHHENT VALVES INDIVIDUALLY. ITTLEEGREES DROP IN EG!ROP IN RPH ALONGUEL FLOW DECREASE. THERE WAS NO YAW NOTED AND THE ACT IVATION/DEACTI VAT ION OF FUEL DERICH.-IENT WAS VERY SMOOTH. LANDING AND CXUTE DEPLOYMENT WAS NORMAL. INS AND SAS WORKED GOOD. AUTOPILOT WAS NOT USED. THE VOICE RECORDER WAS INOPERATIVE ENTIRE FLIGHT. NO ENGINESED THHOUGHOUI FLIGHT ANDELD GOOD.
END OF MESSAGE
liiZ MASSHUNE 65 PILOT:
TASK OFF6 HOURS FOR it hi NOTES. GROSS0 PERCENT, TAKE OFF0 PFET, TAKE OFFNOTS, PRESSURE ALTITUDEFEET, TEMPERATUREEGREES, WJ, MAXACH, MAX0 FEET, TIMEACH IHIS FLIGHTIJIUTES, TIMEACH IMS FLIGHTINUTES, TIME OVERMAGH THIS FLIGHTINUTES, TIME0 FEET THIS FLIGHTlUUTES. PURPOSE: NGINE EVALUATION CLEFT SIDED AND FROSTY FUEL CONTROL WITH DERICHMENT VALVE <RIGHT SIDE).
TAKE OFF AND CLIMBEAS LINE WERETHE EXCEPTION THAT| |COULD DEFINITELY FEEL IKEFROM THE LEFT ENGISE. RIGHT ENGINE FWD AND AFI BY PASS
DOORER AT ION WERE NORMAL. THE LEFT AFT BY PASS DOOR WAS CLOSED FOR THE ENTIRE FLIGHT AMD THE LEFT FWD BY PASS WAS SVHK'JULE'i T0 PUT iv AUTOMATIC MACH. CCK EXPULSION QCCy'RED ON THE LEFT SIDE2 MACK JUST AS PARK WAS REACHING FOR
[
ftt'PRODUClSCNTHER THAN THE ISSUING OFFICE IS PROHIBITED. COPY NO.
0i L
SIDE AS
AT ION WERE NORMAL.
THE SHlTCrtUT IHE FORWARD BY PASS DOOR Ifi AUlO,-iAT 1C. HE PUT IHE LEFT FOHWAKD BYOOK IN AUTOMATIC AND SHOCK RECOVERY WAS AUTOMATIC. NO ADDITIONAL DIFFICULTIES WERE ENCOUNTERED DURING ACCELERATIONX SPEED SCHEDULED FOR THIS FLIGHT). DECEL-LEftATION WAS NORrtALHOCK EXPULSION OCCURRED ON IHE LEFT DECELLERATED2 rtACH. LANDING AND CHUTE OPER-"ItRIKiMED THt LEFT ENGINE (BENDIX CONIRUL)
PRIOR TO TAKE OFF BUT DID NOT HAVE TO TRIrf THE RIGHT ENGINE AT ANY TlfMEa
END OF rtESSAGL
I. ADEN* PILOT:
TAKE OFF0 HOURS FOR 55 GROSS,6 PERCENT, TAKE OFF0 FT, TAKE OFFNOTS, PRESSURE0 FT, TEMPERATUREEGREES, WIND LIGHT AND VARIABLE, MAXIMUM1 MACH, MAXIMUM0 FT, TIMEACH THIS FLIGHTINUTES, TIMEACH THIS FLIGHT INUTES, TIMEACH THIS FLIGHTINUTES. TIME OVERT THIS FLIGHTINUTES. TOTAL AIRCRAFT PURPOSE: ENGINE ROUGHNESSJ) AND DERICHMENTJ) CONFIGURATION:
2. SUMMARY* PILOT ACCOMPLISHED ENGINE ROUGHNESS TESTS1 MACH. ROUGHNESS PICKED UPN ACCELERA'ECOND ROUGHNESS APPEARED7 MACH WHEN BY PASS BLEEDS OPENEDHIRD ROUGHNESS APPEARED DURING MANIPULATION OF THE INLET SPIKE AND BY PASS DOORSACH. FLIGHT ACCOMPLISHED
23S? IHTWO
WITH VinWlLL DY PASS VALVE OK ENGINE WHICH HAD PREVIOUSLY GIVEN ROUGHNESS. ALL TESTS SCHEDULED ON FLIGHT CARD ACCOMFLISHED AND ROUOHHESS APPEARED AS PREDICTED. THIS CONCLUDES ROUGHNESS INVESTIGATION OK ENGINE 3P5 IN THIS AIRCRAFT. INCREASEDNGINE WILL NOW BE INSTALLED. CHUTE DEPLOY/JETTISON NORMAL.
END OF MSG
r I.
, onune. atforin. takeoff speed: t. KfiXiS ft, waxf.k, temp:eg,
ngine evaluation. left engineeg and the right ekgineeg. the left thhottlttc idle and the engine flamed out, with residual smokeengine restarted normally. duhlng takeoff the pilot heldwhich indicated higher thrust o'vi left engine. althoughthe ball was near center, which indicpted equal thrusttwo engines. he aft doors wehe openedercent.
n the fwd doors were placed in auto and the left engine stalled and continued to stall while deceleratingkn. pilot tried kaky door and spike schedules with no success. accelerating out againkach left engine stalledkn. article was shaking violently during compressor stalls. igvunlet guide vaht>
<co*Vj>)
rime
I .b Y V. 'i N
Klttt a HAS, raxKK ur -ir, 2ftkeew roys a? t'
SCORE*: E)
2- .est. LAtf >RD f 6rHfcl aPLBClfSil OK IKE viattlu valv: SVSltt isa's APrASKm* solved THE RC4JBKIESSKEiM.TH thealve KflKOUl THE ttotu*. mere* i IKS. AvS.fr ths valveURTHERfri'W jar. FKEY RAY op .IA* rctvntut! vriT'. l
I. ADEILOT
AKE OFF. MAXr MAXEET. TAKE OFF GROSS WTBS, .ERCENT, TAKE OFF DISTANCEFEET,NOTS, TEMFEGREES,NOTS ATEGREES. TIKEPIN,0 MIN,5 MIN.
2. PURPOSE OF FLIGHT WAS ENGINE ROUGHNESS TEST. LAC AND PAH PERSONNEL HAD NOTED THAT REPLACEMENT OF THE WINDMILL VALVE IK THE FUEL SYSTEM HAD APPARENTLY SOLVED THE ROUGHNESS PROBLEM SINCE TWO FLIGHTS WERE MADE WITH THE NEW VALVE WITHOUT THE PROBLEM. THEY THEREFORE REINSTALLED THE VALVEURTHER VERIFICATION TEST AND THE ROUGHNESS DID RETURN. THEY MAY OR MAY NOT NOW INSTALL THE VALVE IN ANOTHER AIRCRAFT TO FURTHER VERIFY. IN ANY EVENT, THIS APPEARS TO BE THE CAUSE AND THIS FROBLEM SHOULD BE CONSIDERED CLEARED UP.
F.HD OF
uc ii r, r
: her than the issuingis prohibited, cop-
OXCART
op:
,,UNE, PILOT i TAKEOFF AT
RS, FORil.. GROSS WT i IIP UBS, C. G.ERCENT, TAKEOFF DISTANCE I 0 FT, TAKEOFFNOTS, TEKP; EG,AR, RAX MACH: AX ALTt 0 FT. TIME OVERPP55 MIN
2. 5N - IN. PURPOSE: JJ ENGINE ROUGHNESS INVESTIGATION, SUMMARY: TAKEOFF AND CLIMB NORMAL EXCEPT LEFT BURNER WAS SLOW TO LIGHT. EAS CLIMB INITIATED. ATN FWD DOORS AUTO ACCELERATING5 KN ROUGHNESS WAS ENCOUNTERED. LEFT FUEL FLOW WAS NOTED WINDINGBS WITH INCREASING ROUGHNESS. THE FUEL FLOW THEN INCREASED WITH DISAPPEARING ROUGHNESS.
I HEN SET
PERIOD OF THIS OSCILLATION VASECONDS. OSCILLOGRAPH TO HIGH TO RECORD THE ROUGHNESS. N, RETARDED BOTH THROTTLES BELOW MILITARY AND DECELERATED1 MN. THEN
II):
ACCELERATED OUT6 MN WITH NO ROUGHNESS. CONTINUED ACCEL. RIGHT ENGINE EGT WENT5 MN AND WAS TRIMMED DOWN.ARGE SPLIT IN8N. WENT TC AFT BYPASS CLOSED AND FWD OPENERCENTSI INCREASE IN CIP TOEFT ANDIGHT. DECEL
DECEL. PILOT NOTED ROUGHNESS AND LEFT FUEL FLOW OSCILLATION0BS DURING ROUGHNESS, RIGHT FUEL FLOWLIGHT FLUCTUATION. LANDING NORMAL, CHUTE SLCW TO DEPLOY. .
END OF MESSAGE
on.
9IE30
OPS
RIGHT ENGINE EGT STARTED TO CLIMBEG WAS TRIMMED DOWN. AFTER TURN, INVESTIGATED ROUGHNESS FURTHER. FOUND NONE. DECEL NORMAL. IN PATTERN
,,, PILOT'. TAKEOFF9 HRS FORin. WAX4 MN, MAX0 FT. TAKEOFF GROSSBS* C. G*ERCENT. TEMPEG, WIND CaLMo TAKEOFF DISTANCE! AKEOFF SPEED: NOTS. TIME500 FTin. THE LEFT ENGIHE WAS TRIMMED 'ii?8 DEG, THE RIGHT ENGINE UPEG. TAKE OFF AND CLIMB WERE NORMAL, ALTHOUGH THE LEFT ABECONDSMKLOV IN LIGHTING. THERE WAS TURBULENCE NOTED0 FT CLIMBING. 5MALL BUZZ WAS NOTED IN THE ARTICLE WHICH RAPIDLY DISAPPEARED.. NO OTHER ROUGHNESS WAS NOTED. SOME VERY MINOR GAUGE FLUCTUATIONS WERE NOTED HOWEVER> ACCELERATING NORTH OFT
FOUND GEAR HANDLE LOOSE IN HIS HAND, CCULD NOT
RE-INSTALL IT, WENT TO EMERGENCY SYSTEM, DROPPED GEAR, LANDING.
"1
'fHEW THAN THE ISSUING OFFiCE IS PROHIBITED, corr no.
IS5HZY 65
: directos
priorit'
ROUTING
"
:
est ops
ade plight .wonay. pilot off4ourih. mission fcf and egg test, gross5 percent, take off0 ft, take offts, tempegrees, wind calm. maxach, max0 ft. tikec hjw, time6 min, time03 nin.
take off normal, left engine went in and out of burner fuel flow went0 lbs0 lbs0 lbs. accelerated poorlyeasach to pick up enginewhich pilot noted as low amplitude high frequency. right cip
b lower than left. decelerated reconfigured bypass doors for record while acceleratingach. descendedeas, cip"s
matched.
chute normal.
end of message
...
FLTEST OPS
u ade aiOHTon pilot. [
TAPEI0 POURS FOBinutes. grossB PERCENT* take OFF0 ft, takeTS, pressure altitudeT,EGREES,2aximumAUHp haxihur0 ft, TIMF.ACH THIS flight it. mihutcs, TINEach THIS FLIGHTI HIRES. TIKEack ckie flight inutbs, TIKEACH
THIS FLIGHTESUTES. TIREB FEET THIS FLIGHTINUTES. PURPOSE( 5YSTEE-ESTS. COHFIGUSATIOH: ACH.
2. SUMMARY: AY TEMPERATURE WENT TOEGREES WHILE TAXIING OUT. RIGHT ENGINE STALLED SEVERELY THREE TIMES DURING UP TRIM BEFORE TAKE OFF. OCCILLCGRAPK TURNED OH FOR TAKE OFF ROLL AND AGAINw FORECONDS EACH. MASTER CAUTION LITE BLINKED SEVERAL TINES THROUGHOUT FLJGHT FOtf HO APPARENT REASON. AUTO PHOT TURNED OSN rtND NaDE SEVER At TRIMS. EGREE RIGHi BUSLIGHT LEFT ROLL. RIGHT POLL TRIM WOULD KELP
INTWO
MOMENTARILY 3IJT IT WOULD SLOWLY ROLL BrfCK TO THE LEFT. 5 DEGREE BANK IN THE TURN TO THE SOUTH. AFTER TURN BROUGHT LEFT ENGINE TO MIL POWER ANDEFT FIRE WARDING LITE WHICH VERIFIEDIRE. CAKE BACK ON POWER SLIGHTLY AND LITE WENT OUT. MACH HOLD WAS USEDND WAS VERY SMOOTH. SYSTEM A,ORKED GCOD. DESCENT AND LANDING NORMAL, BUT CHUTE WAS SLOW TO DEPLOY.
END OF MESSAGE
p.
INT
-i
PR/.OBIT*
KiiCRII (if"
tK7 rfU
'iU MISSIS SVSi'iM TtS'ING*
WlfiSsTAKEST&MCEFU St WAX0 M,
HAH0 ft, timeMIM, TIMESHth, TIMEG RID, TIKEM IlftE0 ftib.
2. ould sot light at huhup area so article was
^TURNED i'O RAMP-. NTER*ITTENTEAKERSLYIGHTS, UNtfAY amdFi*. lAS
-MIJ SCHEDULE, ft'/'C PS LOT OB ROLL ONLY, AUTO MACH IKlfl WASKSIjTRSii TG COHSTftPtLY TRXM PITCSJ MOKE. HADE AUTO NAV TURN AROUND NORTH AT ROLL RATE at ROLL IN WAS TOO RAPID, SO PILOTPOWER EO AIITO WAV., SELECTED RANK AWiLE MAttl'ALLY AKD RELEASED ART TO AUTO NAV* HELD OK, CITS MATCHED CP'S, RIGHT cip VOMER IML'N LEFT, WEB1
2
FROM AFT BY PASSERCENT OPEN TO FULLORWARD DOORS MANUALLY CLOSED* NOTED AN INCREASEB CIP. SOME WANDERING WAS STILL NOTED ON CIP'S. BOTH ENGINES REQUIRED EGT TRIMMING DURING FLIGHT.AY TEMPERATURE WASEGREES AT END OF CRUISE, WENT TO FULL COLDAY TEMPERATURE. DESCENT AND LANDING WERE NORMAL. CHUTE WAS SLOW TO JETTISON.
END OF MESSAGE
DIRECTOR
R"ti7tng dmt
!i<
fu
;:ay
PKIORlIYl oxcart
PLTBS7 CPS
<e
ade k- KAY,0 FORik. MISSIONS EST; GROSS WT
bs, Co*ercent, mxi OFr distance ism ft, take
OFFNOTS. TEMPNOTS. KAX SPEED
ACH, KAX altft. tine OVERHACHin, TIKE
IN, TIKE5 KIN, TIMES MIN.
OFF and CLIMB NORMALEAS.
ADVISED TO
TURN CN SYSTEMS. GFEEN LIGHTS CAME ON IN COCKPIT. FLEW NORTH WITH AUTO PILOT IN ROLL NODE AUTO NAV AND PITCH IN MANUAL. TRIMMED BOTH ENGINES NUMEROUS TIMES. AUTO NAY WORKED SMOOTH. ACH CITASBSc* DISPARITY* RIGHT CIP LOW. GROUND SPEED0 KNOTSACH SOUTH BOUND. CTS. CHOPPED FIGHT ENGINE TO IDLE IKEN OFF. RELITE WITHIGHTSYSTEM SATISFACTORILY. LANDING NORMAL. CHUTE NORMAL.
end OF MSG
s I L I
reprcdikx-cu Ht olrie'?s wr wk.
PRIORITY OXCART
U ARTICLEI>; ILOT TAKE OFF AT2OUR. MISSION! EST. GROSS7 PERCENT, TAKE OFF0 FEF.T, TAKE OFFNOTS, TEMPEGREES*AXAX AL" 0 FT, TIMEACH THIS FLIGHTIN, TIME5 MIN, TIME0 MIN, TIME5 MIN, TIMETIN.
2, STARTING CARTS POTH CUTOUT DURING STARTING. TOOK OFF UNDER TUNNEL, CLIMBED OUTEAS. USED AUTO PILOT DURING CLIMB. INS NEEDLE WAS CENTERED STARTING OUT, FINALLY WENT TOEGREES BIAS TO RIGHT. ARTICLK WAS FLYINGEGREE BANK, ALSOLOW OSCILLATION DURING CRUISE. TRIED RUDDER TRIM TO STOP OSCILLATION WITH NO EFFECT. AROUNI TURN TO SOUTH BOUND LEG THE RIGHT CIP WAS 2 POUNDS LOWER THA- LEFT. WENT EAS0 FT. IN THE LEFT CIP STARTED WANDERING. YDRO SYSTEM WENT OVER BASEACK, DECELERATED IN MIL POWER WITH
ttt-c-
BY OTHER HAN THF. ISSUi.'lG OFFICE ib PROHIBUEO. cor: h
)
TWO
ROLLING INTO FIRST TURN IN AUTO NAV ARTICLE BANKEU UP TO 6ft 'EGREES BEFORE PILOT DISENGACEU AUTO PILOT.
NUMEROUS UNSTARTS. TRANSFERRED FUEL FORWARD. LANDING NORMAL, CHUTE DID NOT JETTISON. 3.
ENDS.MOE
o
MOM
Ml I? ft^Y
DIRECTOR
|2 MAf 65
ffilORTTi
ROfJTTTfO
1 7-
FLTEST OPS
1. ARTICLEALEi
TAKEOFF AT 7 HOURSOUR ANDINUTES. GROSL
BS, C. G. 7 PERCENT,0 FT, TAKE OFF KTS, PRESSURET, TEMPERATUREEGREES,, MAXIMUMACH, MAXIMUM0 FT, TIMEACH THIS FLIGHTINUTES, TIMEACH THIS FLIGHT 13 MINUTES, TIMEACH THIS FLIGHT INUTES, TIMEACH THISINUTES. TIME0 FT THIS FLIGHTINUTES. PURPOSE: FCF ANDEST. CONFIGURATION: .
2. SUMMARY: TAKE OFF NORMAL AND CLIMBED ATEAS AND RIGHT ENGINE STALLED AT 0 FT. ERE VERY LOW. CONTINUED CLIMBEAS THRUN AMD UP. TRONG BUZZ IN THE RUDDERSN. ENGAGED AUTOPILOT AND ACFT FLEWEFT BANKEGREES. WOULD HOT TRIM OUT. DISENGAGED AUTOPILOT AND AIRCRAFT HAS IN TRIM CLOSED AFT BYPASS DOORS IN TURN WITH FORWARDS
i i:
REPRODUCTION TY other that: irtt ISSUING office IS PROHIBIT, oorv no.
closed and slowly accelerated, right cipsi lower than the left which was then opened forwards, closed aft with min burner ano started uecelrationeas. teep descent. went downn. then started an accelerationd shut down right engine. with right forward doors open and aft doors ater cent there was roughness on right side. cleared the roughness partially by going full open on the aft doors. tried three relites at keas with right cip atnd psi.elite at. descent and landing were normal.
end of msg
nra
AG XCHU IMM -
BAM S
: RECTO*
UPS
TAKT
, ARTICLEHOE ai3SI 9'i. V|
*, K',8OURl BOTES. HISSIOtj LSI. (ROSSBS,2 PERCfiiT, TAKEOFFt, TAXSOFFi S, 3 KNOTS* MAX SPEIt> MAX ALT FT.
TAHEOFF AND CLIM* NORMAL* MAS VECTORED BY CO; RSE,
J. DOTHST ARTEC NORMALLY. IBS HOULDCHECKOUT SETOSE TAVEOFF. OULD HOT VORXUT WORKED OX IK FLIGHT.
n CONTROL AROUND
REQUESTED PILOT CHECK SYSTEMS LIGHTS. HE CONFIRMED SYSTEMS LIGHTS ON EXCEPT NOIGHTS DUR".S3 FLIGHT.
5- C TRAFFIC, LANDED; CHUTE AQPHAL. PILO" COMMENT I FUEL QUANTITY SYSTEM LOOKED
END OF MESSAGE
OXCART OPS .
S. ADE FLTi* PILOT:
TAKE
OURS FORINUTES. &ROSSBS,PERCENT, TAKE OFFFT. TAKE OFFT, TEMPEHATURE:EGREES,3 MACH, MAXIMUM0 FT, TIME OVER A, B.HECKOUT. CONFIGURATION
ACH. AY AND SPECIAL EQUIPMENT: YSTEMS.
COMPLETED TWO RACETRACK PATTERNSXPERIENCED STRONG TURBULENCE ON SECOND RUN WHICH MAY HAVE CAUSED AH INS STEERING MALFUNCTION. DESCENT, LANDING AND CHUTE DEPLOYMENT
2. TAKE OFF AND CLIMBEAS LINE0 FT WERE NORMAL *
CONTROL.
WERE NORMAL. THIS AC FT' IS SCHEDULED FORON
6 MAY AFTER WHICH IT WILL BE LAYED UP FOR ENGINE CHANGE, INLET SYSTEM MAINTENANCE AND T NSTRUMENTATION WORK. DETAILS OF
CABLEo
TESTING WILLi'ORTED BY
END OF MESSAGE
PiRECTOS
5 may FRK
XT
It!
pr.tqri7y
Starch
jj
s523
GXC r.
- ADE FLIGHTFF
S FORINUTES. MISSION: iND Is. GROSS2 PERCENT, take off0 FEET, TAKE OFFNOTS, TEMPEGREES,. MAX SPEEDACK, MAX ALTFEET,
ENGINE START NORMAL. RUNUP INDICATED BLEEDS NOT OPEN, VISUALLY CHECKED OK. TAKE OFF CLIM3 NORMAL, INS TRACK GOOD.
URNED ON. URNED ON ATREQUEST INBOUND.
ENTIRE FLIGHT MADEACHACH, AT MINIMUM AB BOTH SIDItS. 0 LBS')9 LANDING NORMAL, CHUTE NOR1AL.
END OF MESSAGE
BY OTHER THAN THE'.'F! MX PHOHIBiTEO
no.
TO : DIRECTOR
ROUTING T*l
INfO ;
1 1'IAY 65
PRIORJTY
PILOT:
TAKE OFF6 HOURSOUR. GROSS WEIGHTBS,2 PERCENT, TAKEOFF DISTANCE 8GC0 FT, TAKE OFF KTS, PRESSURE3 FT, TEMPERATUREEGREES, MAXIMUM3 MACH, MAXIMUM0 FT, TIMEACH THIS FLTINUTES, TINEACH THIS FLTINUTES, TIMEACH THIS FLTINUTES, TIMEACH THIS FLTINUTES, TIME8 MACH THIS FLTINUTES, TIME OVERB6 FT IHIS FLTINUTES.
PURPOSE: INLET SYSTEM, ENGINE AND AUTOPILOT TEST. ACH.
2. TAKE OFF AND CLIMBEAS TOACH ACCOMPLISHED FOR ENGINE AND INLET TEST REQUIREMENTS. ACFT ACCELERATED ATACHEAS FOR NORMAL CLIMB. AFT BY-PASS TOERCENI OPENACH AND FWD BY-PASS DOORS TO AUTOACH. AFT BY-PASS CLOSEDACH AT WHICH TIME RIGHT CIPSI BELOW LEFT SIDE.
REPRODUCTION BY OTHER THAN THE ISSUING OFFICE IS PROHIBITED, cow no.
(M
f DEGREE TURN FOR RETURN TO 3ASE WHEN
MACH, AC FT WOULD NOT ACCELERAIEACH INHILE ACFT WAS I* TURN. RIGHT CIP WAS RAISED TO LEVEL OF LEFTSD BY CLOSING RIGHT FWD BY-PASS AND OPENING AFT BY PASS TO il PERCENT. ACFT ACCELERATEDACHNUIE TEST OF MACH HOLD WAS SATISFACTORY. ThE RIGHT ENGINE EGT INCREASEDEGREES WHILE ATTEMPTED TO DOWN TRIM. WAS AS LOW AS HE COULD TRIM
WITH< RETARDINGLLEDUCED RIGHT EGT TO
THEN PUT RIGHT FWD BY-PASS TO AUTO AND AFT BY' PASS TO CLOSED. THE RIGHT CIPSI. DURING INIIIALSHOCK EXPULSION OCCURED ON THE LEFT SIDE4 MACH. SHOCK RECOVERY DID NOT OCCUR UNTIL IHE RIGHT SPIKE WAS PLACED FULL FORWARD. THE RIGHT INLET REMAINED ROUGH DOWN3 MACH. REMAINDER OF DESCENT, LANDING AND CHUIE DEPLOYMENT WERE NORMAL. INS OPERAIION WAS REPORTED AS GOOD. END OF MSG
1. ADE FLIGHTR PILOT!
TAKE OFF2 HOUPS FORINUTES. GROSS WEIGHTERCENT, TAKE OFFT, TAKE OFFTS, PRESSURE0 FT, TEMPERATUREEGREES,TS, MAXIMUM3 MAC, MAXIMUM0 FT, TIMEACH THIS FLIGHTINUTES, TIMEACH THIS FLIGHTINUTES, TIMEACH THIS FLIGHTINUTES. PURPOSE! FUNCTIONAL CHECK FLIGHT AND ENGINE RESTART TESTS.
2. HAD TO DOUBLE CLUTCH THE RIGHT HAND ENGINE TOTART. TAXI AND TAKE OFF WERE NORMAL. AFTER TAKE OFF AIRCRAFT WAS SENSITIVE IN THE ROLL AXIS. PILOT THENOLL SAS WAS OFF. IT RECYCLED OK. MANUALLY OPENED LEFT FORWARD BYPASS DOORS ATN, THEN TO AUTO POSITION. LIGHT RUDDER VIBRATIONN. HAD AH UN ST ART ON THE RIGHT SIDE CLEARED BY OPENING FORWARD BYPASS OOORS. WENT TO AUTO ON THE RIGHTN. ENGAGED AUTOPILOT IN PITCH AND ROLL ND GOTONTINUOUS
8 C T
PITCH CLIMB ATTITUDE VHtCH HE COULD NOT TRIM OUT SO TURNED AUTOPILOT CFF. 5 VENT TOERCENT OPEN FORWARD BYPASS AND CLOSEO APT ON LEFT GOT AN UNSTART WHICH CLEARED BY OPENING BOTH DOORS. FORWARD DOORSWENT CLOSED IN AUTO AND ACCELERATION SEEMED OK8 MN AND IHE FORWARD DOORS OPENED AGAIN TO ABOUTERCENT. 3 AND UP THERE WAS SOME ROUGHNESS ON RIGHT SIDE. CIP'3. EFT OIL PRESSURE WENT DOWN TOSI. STARTED DECELERATION AND5 IN MIL POWER GOT AN UNSTART ON LEFT SIDE FOLLOWED BY WHATOMPRESSOR STALL- EGT WENT0 DEGREES BUT REDUCING POWER AND OPENING FORWARD OOORS CLEARED EVERYTHING. AT7 MN CLOSED ALL BYPASS DOORS ON RIGHT SIDE AND BROUGHT BACK POWER ON RIGHT NOTED SOME ENGINE ROUGHNESS0 RPM BUT ENGINE DID NOT QUIT. THEN HE SHUT DOWN RIGHT ENGINE AND OPENED FORWARD DOORS. EAS,0 RPM GOT NO START. TART AT I. IT,EAS0 RPR WITHOUT SUCCESS. ALSO NO SUCCESSOT AN ENGINE START AT MN AND . THE RIGHT ENGINEJ CONFIGURATION. LANDING WAS NORMAL.
END OF HESS AG F
hmr
mm
10
WMPi? 65
i director
PRIORITY
oxcart
ROI'TINCi
FLTEST OPS
ADE FLIGHT0 APRIL,OFF ATORINUTES. MISSION-. FCF. 3 PERCENT, TAKE OFF0NOTS, TEMPEGREES, WINDNOT TAILWINO,
MAX2 MACH, MAX0 FEET, TINEACHIN, TIKEACHIN, TIMEIH, TIME0 FTIN.
I
DURING FIRST ATTEMPT TO RURUP PILOT FOUNDSYSTEM INOPERATIVE. REPLACED CIRCUIT BREAKER. SECONDDOUBLE CLUTCHING BOTH ENGINES. ABORT ON RIGHTWITH HIGH EGT. THIRD START ON RIGHT ENGINE WAS OK. TAKECLIHB NORMAL. FUEL FLOW ON RIGHT ENGINE00 POUNDS LEFT SIDE. ACH PILOT WENTFORWARD DOORS. TRIMKEO THE LEFT ENGINE DOWN2EVERE UNSTART OCCURRED WHICH BANGED PILOTOF CCCXPIT. THE SERIES OF UNSTARTS FOR THE REMAINDER OF THE
ctwo
flightilletailed analysis of the record. the pilot iried the primary schedule, the alternate scheduleew of his own. all with little success. the article had roughness and ades outach and during the deceleration. 5ydro fluctuations occurred which caused yawing in the apiicle. during deceleration the radio became inoperative. turning downwind the pilot noted dense smoke in cockpit. advancing power levers cleared the smoke. landing chute normal.
end of message
i. AWCHAFT IS* hf.OZIX pi?. aX0 KT. u tgs59, DURATIONi? MINUTES. TAKEOFF GSO'JS.5 TAKE OFFIAS,
WIND calk. time5 MIN;'lffi
5 min: 0 FIIN, PURPOSEi lit FLIGHT SURGE
. i
characteristics and NOZZLE STABILITY.'* v"
2- after normal take off, aircraft Ct. 1KBXAS TO S3tT. aircraft theno afl? KEAS0 F7 and started cm MS .
CLM30 ft5 WAS UHffTOBYFUL.
DESCENT5 WAS MADE BELOW WJLjTASV POWER ANDX* SEVERAL unSTARTSOWN. RESTARTS SATIS" FACTORY.
5* NORMAL LANDING AND CHUTE BepM-*YftC*r*
CRD OF
O'KCR THAN WEiSCUihC
1. ADE FLTM PILOT:
TAKE OFF5 HOURS FOR 1 D Jd MINUTES. GROCSBS,5 PERCENT, TAKE OFF0 FT, TAKE OFFTS, PRESSURE4 FT. TEMPERATUREEGREES,, MAXIMUMACH, MAXIMUM0 FT, TIMEACK THIS FLTINUTES, TIREACH THIS FLTINUTES. PURPOSE: FCF. DETERMINE IMFLT SURGE CHARACTERISTICS OF LEFT FUEL CONTROL, DETERMINE FUEL SCHEDULING CHARACTERISTICS AND CHECX NOZZLE STABILITY CHARACTERISTICS OF THE CONTROL SYSTEM. XNFIGURATIOKi .
2. TAKE OFF AND CLIMBEAS0 FTLIGHT VIBRATION WAS FELT. THIS VIBRATION CLEARED A3 KEAS INCREASEDOR REST OF CLIMB. RIGHT EGTEGREES AND LEFTEGREES DURING CLIMB. NO TRIM REQUIRED *CPD CRUISE. ATICHT FUEL FLOWBS HIGHER 7KAK LEFT WITH JJ ENGINE. RI3HT CIIEGREES HIGHER THAN LEFT,
REPRODUCTION BY OTHER THAN rrfESSSUIH^OfffdirSwDHiailEC. cow
ii
e&> PAGE TJO
DECELERATION FROilUTES WHERE LEFT ENGINE STALLED SEVERAL HUES. HEN POWER INCREASED TO MILITARY. EASEGREES UPTRIM AVAILABLEH ENGINES. INCREASED SPEEDEAS AND LEFT ENGINE TEMPERATURE WENTEGREES MOMENTARILY. REDUCED POWER AND TRIM. NO NOZZLE INSTABILITY AT ANY TIMS* LANDING AND CHUTE OPERATION NORMAL.
END OF MESSAGE
6. t.
ADER PILOTi
TALE OFFMS FOR 1 HOUR. iJROSS, dM LBS,
C. G. 21 PERCENT, TAKESTAACL*FT, TAKE OFF5 Fl, TEqifRftRTWEEGREES, wikd CALM, MAXIMUMACK, maximum >LT:TIDEFT, TIMEACK THIS FLIGHTINUTES, TIMEACH THISINUTES. PURPOSES' TC EVALUATE REL1TE CAPABILITIES OFSHOT TEB SYSTEM. TO OBTAIN FUEL CONTROL DATA AT LOW Clf. TO DETERMJHF TRIM CAPABILITIES OF LEFT MATN FUEL COHTROt AMD WHAT AREHT1S. CONFIGURATION:. Ri'iHTITH DRIP PROBE TLB.
2. TAKEK- CLIMBEAS TOm. ATBT RPM SURGE DUE TO COMPRESSOR BLEED VALVE CLOSING. B ATKEAS AHDS TK. RIGHT HAND ENGINETSOM. BIGHT CIPsi lO'JE*FT. STARTED TURN AM? -ajNTinUED ACCELERATION TC 0 FT. STARTED A
i
lY OTHER THANa OPFSCE i! cow
NIL POWER DESCENT AID HAD TO TRIM RIGHT ENGINE DOM* CUTc MR ANDASROUGH MET
GOT AM IMMEDIATE RELZTE* ELLEAAlION AT iS? KEASo OPENED RIGHTY PASS DOORS AN) AGAlS SHUT OFF PJGHT ENGINE. U.XK RELITE. CLOSED THE FORiAPD BYPASS DOORS AND SHUT DOWN AT0 FT. GOT ANOHER OUICX RELITE. NO FURTHER ENGINE TRIM REQUIRED AND NO SURGES NOTED. LANDING AND DRAG CHUTE OPERATION rfENE NORMAL. ESD OF MESSAGE
CL
AiTO :DIRECTOR
fltest OPS
1. ADEILOT
TAKE OFFINUTES. TAKE OFF GROSSBS, C.3 PERCCffT.- TAKE OFFa FEET, TEMPEGREES F, WINGfrCTS DOW* IND,NOTS, KAX, MAX8 FT. PURPOSE OP FLT; BTAIN BASE LINE DATA ON BEKDIX FUEL CONTROL,BTAIN LOW CIT DATA ON BENDIX,IRST FLIGHT ON .NEWKOT TEB SYSTEM,
NORMAL START AND TAKE OFF. CLIMB MACE ATEGREEEAS, RPMST, THENMED JELLY.
HAD CIT AND CIP DISPARTIE8 THROUGHOUT FLT. AFT BY-PASS INDICATORS POOR THROUGHOUT. HAD VIOLENT SHCCK EXPULSION ON LEFT SIDEEAST. BURNERS WERE RELIT6WICE EACH, ALL UNSUCCESSFUL. RT6KT EftK-INE WAS SHUT DOWN ATT. IT TOOK THS EE RELIGHT ATTEMPTS BEFORE RELIGHT WAS ACCOMPLISHED AT NORMAL LANDING AND CHUTE.
EKD OF MESSAGE
REPfiCDUCT iOM by OTHER THAN THE ISSUING OFFICE IS PROHI3ITEC. cow nr..
t0 prior mf
OXCART FIXES? ope
) i ADE FLIGHTN.ILOl
TAKE OFF AT1 HOURS; LAift'IBfi8OURINUTES.
MISSION* HEAT SCAX fiMH ENGINE FUEL CONTROL* GROSS
ERCENT- TAKii OFF0 FEET, TAKE OFF
NOTS, TEMPEGREES,AXIMUM5
MACK, HAKlRUf!IMEACH THIS FLIGHT
INUTES, TIMEACHINUTES, TIMEACH
SMUTES, TIME0 FEETINUTES, ROUTE COPPER BRAVO.
2, SUMMARY. ON RUNWAY LEFT ENGINE STALLED0 LBS FUEL FLOW, WAS TRIFMED DOWN. RIGHT ENGINE OK. AT RUNUP BLEED OPEN LlGfcTF CAME OK0 RFK OOTH ENGINES. TAKE OFF NORMAL, AT EET ALT VERY HIGH FREQUENCY VIBRATION NOTED IN ARTICLE* CHASE NOTED RIGHT EJECTOR FLAPS FLUTTERING. CAME OUT OF AS, VlBRATIORS SUBSIDED VEST BACK .TO MAXEAS, CLIMBED^ JS'i JET. AFT BY-PASS DOOR INDICATORS DO NOT OPSH TOGETHER, ft? tifiY- ALT LEFTIGHT. ?0 FEET
tCOHT-3
JtOD'JCnON BV OTfcrft YiiAN THE ISSUING OFFICE IS PROHIBITED, oonr no.
l I
DECELERATION IN AUTOMATIC, LEFT ENGINE STALLED. EGT WENT TOSPIKE FORWARD DID NOT CLEAR STALL. FORWARD BY-PASSCLEARED STALL. WENT AUTO ON SPIKE CLOSED FORWARDWAS tlADEEAS. TALLED RIGHT ENGINEENGINE. TRIED TO LIGHT RIGHT AB (HYDROGEN) TEN TIMES. 0ACH RIGHT AB LIT. 5 MACH. IPBP INDICATORTURN. DESCENT NORMAL, LANDING NORMAL,
CHUTE SLOW TO DEPLOY, KETTISON OK.
3f COMMENTt FUEL QUANTITY INDICATOR.
END OF MESSAGE
TAKE off MISSION INLET PER-
FORMANCE. GROSS5 PER CENT, TAKE OFF0 FEET, TAKE OFFNOTS, TEMPERATUREEGREES, WIND 14 KMJTS, MAXIMUM6 HACH, MAXIMjM0 FEET. TIMEACHIN, TIMEACH,IN, TIMEACHIM, TINE0 FEETIN.
2. HI Afa WAS SLOW TO LIGHT. CLIMb AND ACCELERATION WERE NuRHAL. PILOT DID NOT TRIM EITHER ENGINE DURING FLIGHT. PILOT ENGAGED ATTITUDE HOLD, HACH HOLD WITH OSCILLATIONS NOTEDOTH MODES. . NO INLET'J BLOWOUTS. LANDING NORMAL, . bRAKING POOH.
END OF MESSAGE
j . "j
REPROOvCTlOMCR THAN THE:SSOlMGOiTlClHsf-ROHIBfTEO. cow no.
ROUTING INT
1
I
jh
WAXIBUfcft^
HIS FLIGHT feflURPOSE?DOOP OPERATES." ' *
ARE 3FF ASO CLTW&'toH iHE/ti AT ION AMD ALLWERGriS DEGHEr .'TURN WAS KCCWL
TC-
wstsjlLxbs,
T, TA-fcE offT; -lirYelATER .
fli KttNl Mn^ac
-
ME? (
RRALACH AT WHICH lf> FOR RETURN" TO'RASE. VTO PILOT ATTITUDE HOLD
T IDSkW*RCDOORS TO OPEN
CLOSED .RFTORS
CKJCCM At^XLfftftT POWER..
WXW
STOP COCKED TMfc LEFT tNGINE0 KEAS AND
M,fftr> FT. THE SNGlfcE DID K'-'T RELIGHT i ANOIKER POWER LEVER CYCLE TO GUI OFFhfeK HID NOP ft/fc hANCE RESULTED IN AN ENGINE START At U2 KEf.iS0 FT- THISlTIOt SYSTEM INSTALLED. REMAINDER UF DESCENT. LANDING AND CHUTE DEPLOYMEXT WERE NORMAL*
END OF MESSAGE
- 0EC 64 1 Zl'
.'iiwaa
it
l
ft )
FLTEST
ADE FLIGHTN3OURINUTES. MISSION* ACH WITH HYDROGEN IGNITION SYSTEM, ACCELERATION TO OBTAIN ENGINE CAM DATA. GROSSOUNDS, TAKEOFF0 FEET, TAKEOFFNOTS, TEMPWIND CALM. MAXIMUM4 HACH, MAXIMUMFEET. TIMEACHINUTES, TIMEACH
INUTES, TIMEINUTES, TIME0 FEETINUTES.
WERE TRIMMED PRIOR TO TAKE OFF AS FOLLOWS AMDRETRIMMED IN FLIGHT. LEFT 7A5 DEGREES,WAS SMOOTH WITH SOME ROUGHNESS NOTED UP TO AN UNLIMITED CLIMB WAS MADE THPOUPH TUNNEL. ROUGH AIMAT THE HIGHER ALTITUDES. WHILE STRAIGHT AMD LEVEL AT$ MACH THE ALTITUDE HOLD WAS ENGAGED WITH ADVERSE PITCH
TWO
ON THE ARTICLE, WAS DISENGAGED, CIPS WEPE VARYING ONE ONE HALF POUNDS DURING ACCELERATION. EFT TURNEAS CLIMBING0 FEET0HOCK POPPED THEN THE OTHER. SPIKES FORWARD CLEARED THE DISTURBANCES. EOT'S DID NOT CO OVERBOARD DURING STALLS. PILOT NOTED PITCH TRIMECREES DOWN DUPING COMMENTED CG, SEEMED AFT.REDUCED TO MILITARY FOP DECELERATION CAM DATAACK. ACCELERATIONACHEAS CP. APPEARED TO BE AFT DUPING ACCELERATION IN ROUGHNESS. FUEL FLOWSMATCHED0ACH WITH NO STALLS. ENGAGED MACH HOLDACH PLUS OPACH INEGREE LEFT BANK. BEST OPERATION IN ARTICLE TO DATE. EAS 'EDUCED POWERNGINE, AFT BY-PASS OPEN, FORWARD OPEN, SPIKE AUTO. OPENED THROTTLE TO ONE HALF BEFORE ENGINE HAD DECELERATED TOECOND. ROUGHNESS NOTED. HARP STALL NOTED. POWER TO MILITARY, SPIKE CAM DATAEAS, LANDED. 3. PARACHUTE FAILED. ROLLED OUT ON
EXTENSION, BPAKED
NORMALLY. PILOT REMARKED PITCH AXIS UNUSUAL DURING FLIGHT.
END OF MESSAGE
i
4 DEC 64
ttNOM
DIRECTOR
TORI
PRIOR ETFLTEST OPS
I. ADE FLI6HTILOT
IS THE SECOND FLIGHT THIS ARTICLE THIS DATE, OURINUTES. PURPOSE OF FLIGHTr 1. CHECK REFUELING SYSTEM. 2. , HACH WITH FULL FUEL. HECK INLETS ANI' ENGINES 4. OBTAIN REFUELING PHOTOS. GROSSGl ERCENT, TAKEOFF0 FEET, TAKEOFFTEA.S. EMPERATUREEGREES. MAXIMUMACH, MAXIMUMIME0 FEETINUTES, TIMESACHINUTES, TIMEACHINUTES, TIMEACHINUTES. TIMEINUTES.
2. TRIMMED BOTH ENGINES MANUALLY,EGREES,EGREES. SPIKES AUTO, AFT BY-PASS MANUALLY CLOSED. TAKEOFF AND CLIMB TO TANKER NORMAL. JOINED WITH TANKER, COULD ONLY0 LBS INDICATED WHILE DESCENDING0 FEET WHERE DISCONNECTED AT MINIMUM ALTITUDE FOR TANKER CLEARANCE. ACCELERATED
I REMAINEDACHINUTES. RPM BOTH ENGINES STEADY PILOT NOTED TDI OSCILLATING PLUS ORITH NO AIRFRAME ACCELERATION. WITH IFF, OMNI INOPERATIVE PILOT CALLED FOR VHF DF WHICH CONFIRMED POSITION. FIELDVERCAST. DUMPED FUEL. LANDING AND CHUTE-NORMAL.
END OF MESSAGE
EAS. PILOT NOTED ACCELERATION POOR. IFF INOPERATIVE. PILOT WpS ON TOP OF OVERCAST FOR MAJORITY OF FLIGHT. ACCELERATEDACHACH IN TURN. MODERATE AIRFRAME ROUGHNESSACH. ACH THE LEFT AFT BY-PASS DOORS CLOSED. THE RIGHT AFT BY-PASS DOORS WERE WANDERING BETWEEN OPEN AND CLOSED. ACH THE KEAS. THE OIL TEMPERATURE REMAINED ABOVE0 PSIACH FLIGHT. FUEL FLOW0 FEET0 POUND PER HOUR FER ENGINE. THI VOR VAS OPERATING ERRATICALLY". PILOT VISUALLY IDENTIFIED
ISft
3 DEC 64
ro ,DIRECTOR
two :
TORl DEC 64
PRIORITY1
INK)
FLTEST OPS
1. ADE FLIGHTH B1 PILOT
TAKEOFF2LIGHT OF 5fl lift Iff faS DURATION. PURPOSE OF FLIGHTl INUTESACK* TOR HEAT SOAK OF PLASTICS, AIR STARTS. ENGINE, AND To CMtCK TRIrtrflNG OF CAMS ON L. H. ENGINE. TAKEOFF GROSS WEIGHTBS, CGJ 7 PERCENT. TAKEOFF 0AEOFFNOTS, TEMPERATUREEGREES, HIND CALM. nAAIrtdrt7 nACH, flAAIHIM0 FEET. TIHEACK 21 nlNUltS,ACriINUTES, TIHElACH TIHEINUTES. -
2. THE LEFT ENGINE HAS NOT TRIMMED PRIOR TO TAKEOFF OR DURING FLIGHT. STABLlZEDEGREES AT TAKEOFF. THE RIGHT ENGINE WAS TRINHED DOWNEGREES PRIOR TO TAKEOFF AND WAS RE-TRIMMED1 DURING FLIGHT MANY TIMES. TAKEOFF WASTS AND CLIMB WAS EAS. UNNEL CLEARANCE WAS NOT OoTAINED, AND TRANSONIC ACCELERATION WAS nADE LEVEL. 0 FEETEAR END EJECTOR VIdRATIOi. WAS NOTICEABLE. THE MAM
7
mia (INTWO
WAS OFFEGREES AND IFF INOPERATIVE. TRANSONIC ACCELERATION WAS POOR. ACrt hFI dY-PASS DOokS STARTED OPEN AND WERE FULL OPENiACH. THERE WAS NO NOTICEABLE ROUGHNESS OUTACrt.
3. ACCELERATION WAS CONTINUED0 DEGREE BANKED TURNMACH0EAS. ROUGHNESS WAS NOTEDHACH AND WAS CONTINUOUStACri. THE ARTICLE WASTHE BASEtACrt0 FEET FOR SONIC BOOM. THEWAS THEN SHUT DOWN. KEASHELD0 DURINGATTEMPTS, NSUCCESSFUL START ATTEMPTS WERE HADE . THE HYDROGEN IGNITION SYSTLriACrt DOWN8EAS0 FEET ALTITUDE RE-LIGrtT WAS.A. LANDING NORMAL. CHUTE OPERATION
vOF
PILOT
TAKEOFF ATOURS FORINJTES- GROSS3 PERCENT, PRESSUREFT, TEMPEGREES,MAXIMUM4 HACH, MAXIMUMVERHIS FLTINUTES, TIMEINUTES. TOTAL ACFTl9. PURPOSECRUISEACH WITH MACH HOLDENGINE AIR STARTSACH
AKEOFF AND CLIMB, USING THE NEW CLIMB SCHEDULEEAS AND ADVANCING POWER FROM MILITARYACH TO MAXIMUM POWERACH, WERE NORMAL. MACH HOLD WAS GOODLOW, SMOOTH ROLLER COASTER EFFECT. MACH WAS HELD38 MACH.0 DEGREE BANK WAS ESTABLISHED IN MACH HOLD, THE ROLLER COASTER EFFECTRANSIT OCCURRED, WHEN THE AUTO PILOT WAS DISENGAGED, THAT POPPED THE SHOCK ON THE
LEFT SIDE. THE FIGHT SHOCK WAS INADVERTENTLY POPPED IN AN ATTEMPT TO RECOVER THE LEFT SIDE. THE RIGHT RECOVERED AUTOMATICALLY. THE LEFT RECOVERED AFTER THE AFTDOORS WERE PLACED IN "AUTO", THE RIGHT ENGINE WAS SHUT DOWNACHEAS. BURPING STARTED AND COULD NOT BE CLEARED BY PLACING THE SPIKE FORWARD. ROUGHNESS STARTED AND CONTINUEDACH. SEVERAL RESTART ATTEMPTS WERE MADE IN BOTH ROUGHNESS AND AFTER THE INLET SMOOTHED OUTACH. THE AFT BY-PASS DOORS WERE PLACED MANUALLY CLOSEDOOD RELIGHT ACCOMPLISHEDACH. DESCENT, LANDING AND CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
r.i
-
OV 64
r.
PRIORITY OXCART
SZOV 64
FLTEST OPS
FOLLOWING INFO APPLIES: DURATIONIN. TINE4 MINUTES.
END! OF MSG
j
REPRODUCTION BY OTHER THAN THE ISSUING OFFICE IS PROHIBITED, copy no.
COSSIFlliD
ov 64
irector from ;
T
^2
EE 1
as
9 nov 64
oxcart
fltest ops
night action
ade8 pilot
take off gross5 percent. waxax take offt,egrees f.
2. purpose of flight! new fuel control cam on left engine. h2 ignition. drip teb system on right engine. air starts.
5. take off and climbeas were normal. three engine shut downs were made on right side, checking fuel drip tee probe system,4 relites were made on all shut downs with no trouble except roughness prior to and during
4. landing was normal. more relites will be attempted on next flight.
end of message
. t
HEPRODUCT1CN EY other than the issuing office is prohibited, cop* no.
C'ATI
1 IK ih'"'
? nov 64
* director
t
ACTION: h'-o i
5 nov 64
to
priority
INFO
routing
'
ops fltest
ade flt pilot: taxe offours forinutes. grossbs, c.ercent, take off0 ft, take offts, pressure0 ft, temperatureegrees, wind* light and variable, maximum3 hach, maximum0 ft, time overhis fltinutes, timeach this fltinutes. total acft. purpose: extend the airstart for the hydrogen ignition system .and gather cam data on engine trim. configuration i standard. .
take off has normal with spikes "auto" and both forward and aft by-pass doors manually closed. the aft by-pass doors were placed in "auto* after take off. aximum power, eas climb was madeacheas climb to cruise. igh frequency, low amplitude vibration beganach and continued toach. ach was reached the keas was reduced
TWO
. ILITARY DECELERATIONEAS WAS MADE5 MACH WHERE THE LEFT ENGINE WAS SET UPHUT DOWN. THE FORWARD BY-PASS DOORS WERE OPENED, POWER RETARDED TO IDLE AND THEN CUTOFF. INLET BURPING STARTED AND COULD NOT BE CLEARED BY PLACING THE SPIKE FORWARD. ON UNSUCCESSFUL AIRSTAPT WAS ATTEMPTED IN ROUGHNESS. THE INLET BECAME SMOOTH5 MACHOOD RELIGHT ACCOMPLISHED, ANOTHER SHUTDOWN WAS MADEEASACH WITH THE FORWARD BY-PASS DOORS "MANUALLY" CLOSED. AS CUTOFF WAS SELECTED, THE AFT BY-PASS DOORS PROGRAMMED FULL OPEN WITH OCCASIONAL BURBLING OF THE INLET. TWO UNSUCCESSFUL AIRSTARTS WERE ATTEMPTED. THE KEAS WAS INCREASEDOOD RELIGHT MADE. THE DESCENT WAS NORMAL BUT THE CHUTE FAILED TO DEPLOY.
END OF MESSAGE
OFFOURS FORINUTES. GROSSBS,PERCENT, TAKE OFF0 FT, TAKE OFF0 PT, TEMPERATUREEGREES,3 MACH. MAXIMUM0 FT,HIS FLTINUTES, TIMEACH THIS FLT 8ACFT. PURPOSE: ENGINE RELIGHTS AT DIFFERENT MACH.USING THEMYDROGEN IGNITION SYONF IGURATIONlv|WITH HYDROGEN IGNITION SYSTEM OF LEFT. ENGINE ANDSUSPECTED NOZZLE INSTABILITY OK RIGHT
. 2. NEITHER ENGINE WAS TRIMMED PRIOR TO TAKE OFF ORHE FLT. THE AFT BY-PASS DOORS WERE MANUALLY CLOSED FOR TAKE-OFF'J>fm. AND PLACED "AUTO" AFTER TAKE OFF WHERE THEYL^THE'^RAFFIC PATTERN WAS ENTERED FOR LANDING. THEEAS CLI.MBSEDACH WHERE THE KEAS WAS REDUCEDMApH. AS OBTAINED, THE KEAS WAS ALLOWED TO BLEED OFF:^
T
L 1-
)
TWO
FOR LEFT ENGINE SHUTDOWN WERE INITIATEDEFT FORWARD BY-PASS DOORS WERE OPENED. BOTH THROTTLESMILITARY AND THEN THE LEFT THROTTLE WAS RETARDED TO IDLETO STABILIZE. THE ENGINE WAS SHUT DOWNACHTO STABILIZE PRIORMOOTH RELIGHT. SMOOTH. ILITARY DESCENT WAS MADEEAS TO THE LEFT EGT ATTEMPTED TO GO OVERBOARDACH.THROTTLE WAS RETARDED TO DUMP THE EGT. ANOTHERACHEAS. THE LEFT INLET CHUGGEDENGINE WAS SHUT DOWN. THE FORWARD BY-PASS DOOR WAS MANUALLY TO CLEAR THEHE RELIGHT ATTEMPT WASWAS INCREASEDO COMPENSATE FOR THE .FORWARDBEING OPENED. OOD RELIGHT WAS THEN MADE. .DESCENT,CHUTE DEPLOYMENT WERE .'
END
PRIORITY OXCART FLTEST OPS
ADE FLIGHTN OFF5 HOURS FORINUTES. GROSS WEIGHTtERCENT, TAKEOFF0 FEET, TAKEOFF SPEEDPRESSURE2 FEET, TEMPERATUREEGREES,6 MACH, MAXIMUM0 FT, TIME OVER
ACH THIS FLIGHTINUTES, TIMEACH THIS FLIGHTINUTES. TOTAL AIRCRAFT. PURPOSEl LETT ENGINE^RESTARTACH. USING HYDROGEN CONFIGURATION! STANDARD WITH HYDROGEN IGNITION ON LEFT ENGINE AND RIGHT ENGINE WITH SUSPECTED NOZZLE INSTABILITY'.'
ENGINES WERE NOT TRIMMED PRIOR TO TAKEOFF OR DURINGTAKEOFF AND CLIMBACH WERE NORMAL. PREPARATIONSSHUT DOWN WERE INITIATED3 MACHEAS. RETARDED TO MILITARY, AIR CONDITIONING CROSSOVERBY-PASS DOORS FULL OPEN, POWER STABILIZED AT IDLE ANDSHUTDOWN WITH RPM STABILIZING MOOTH RELIGHT WAS
TWO
OBTAINEDACH AND POWER ADVANCEMENT TO MILITARY WASEAS DECELERATION WAS USED. THE DESCENT AND LANDING WERE NORMAL. THE DRAG CHUTE DEPLOYED MOMENTARILY AND THEN SHREDDED. THE CHUTE JETTISON WAS NORMAL.
END OF MESSAGE
!. ade fltn it) pilot takeoff atoursourinutes. gross weightbs, C8ercent, takeoff0 ft, takeoffts, pressure> ft, temperature
degrees,aximum1 mach, maximum0 ft, timeH this fltinutes*
purpose left engine exhaust nozzle 'stability test. configuration
aft by-pass automatic operation* .
akeoff and climb using the standard procedure was
normalach. climb speed lineeas and nozzle flucuation developedach and continued8 hack, the left engine power lever was retarded to" military power and the exhaust nozzle flucuationecond acceleration
was madeeas and again exhaust; nozzle flucuation
si art edach and continued3 mach.
terminated
-
the test at this point. descent, landing and chute deployhent were normal.
end of kessage
CT 64
OPS FLTEST
1. ADEN PILOT*
TAKE OFF AT2 HOURS FORROSS WEIGHT: OUNDS,
ERCENT, TAKE OFFEET, TAKE OFF
if;
M^OTS, PRESSUREEpT, TEMPERATUREEGREES, WIND
) i
AXIMUM2 MACH, MAXIMUM0 FEET, TIME OVERHIS FLIGHTINUTEjS. VlME OVERHIS FLIGHTINUTES, TIMEACH THIS/FUGHTINUTES. TOTAL AIRCRAFT. PURPOSE: OBTAIN NOZZLE^INSTABlllTY DATA FROM THE LEFT ENG-WE WHICH IS SUSPECTED OF HAVING, NOZZLE INSTABILITY. OBTAIN CAM DATA FROM THE RIGHT ENGINE BY FLYING THE- ENTIRE FLIGHT WITHOUT TRIMMING. CONFIGURATION: STANDARD WITHNSTALLED ON THE LEFT SIDE.
2. THE RIGHT ENGINE STABILIZED-EGREES PRIOR TO TAKE OFF AND WAS NOT TRIMMED FOR THE ENTIRE FLIGHT. THE TAKE OFF AND CLIMB WERE NORMAL. THE FUEL TOTALIZERARGE ERROR PASSING THROUGH
EET AND ALSO LATER IN THE FLIGHT. EACH TIME, THE NUMBER 3
,-.
TANK WAS ALSO IN ERROR. LEFT NOZZLE INSTABILITY BEGAN8 MACH
AND REACHED ITS WORST POINTACH. DATA WAS RECORDED DURING THIS PERIOD OF INSTABILITY. DESCENT, LANDING AND CHUTE OPERATION WERE NORMAL.
END OF MESSAGE
CTIOH: INFO :
vo
1 OCT 64
DIRECTOR
TOR* 1 OCT 64
iWPO
EJ
CLASSfNCa MESSAGE - * routing"
ROUTING INT,
^1
3
7
OXCART FLTEST OPS REF* A.
a.
FLT0IHE AT OR ABOVE
INUTES.
OF MESSAGE
ET"
REPRODUCTION BY OTHER THAN THE ISSUING OFFICE IS PROHIBITED. COPY
FLTEST OPS
1. ADE FLTft T>INUTES. . GROSS0 LBS,9 PERCENT. MAXIMUMAXIMUM0 FT. .0.EAS, WIND CALM, TEMP 49
PURPOSE' OF FLIGHT! AFTERBURNER
DEGREES F. PILOT
ELOWOUT INVESTIGATION.
EGT ON BOTH ENGINES SATISFACTORY THROUGHOUT FLIGHT WITH NO TRIMMING
THE CARD CALLED FOR CLIMB8EEAS AND THEN 1DLD MAXIMUM AB AND CLIMB8 UNTIL BLOWOUT OCCURRED. N THIS MANEUVER8 THE LEFT INLET STALLED WHEN AIRPLANEEAS. AFTER RECYCLING SPIKE TO RESTART INLET THE SPIKE WOULD NOT RETURN AFT BUT STAYED IN FULL FORWARD POSITION. AFTER REOPENING FORWARD AND AFT BY-PASSES AND CYCLING POWER ON THE RIGHT ENGINE, IT BECAME NECESSARY TO RECYCLE SPIKE AGAIN
mt two
and this time it returned aft after restart.
the maneuver was then reattemfted and this time inlet St ALL occurredeas.
pilot then elected to start second part of card calling8 cruiseeas including turns. aircraft performed perfectly at these conditions9 degree bankegrees including cycling of power on each engine from MAXIMUM to minimum ab and return. everything was glassy smooth DURING this maneuver.
was normal with good chute. vhf was marginal.
end of message
ADE FLTK. PlLOTl
TAKE OFFOURS FORINUTES*. GROSSBS,
C.8 PERCENT, TAKE OFF0 FT, TAKE OFF5 FT,EGREES, WINDACH, MAXIMUMIME OVERINUTES, TOTAL ACFT. PURPOSE: ACCELERATIONACH WITH NO ENGINE TRIMMING*
WERE TRIMMEDEGREES LEFTEGREESINLET CONFIGURATION FROM TAKE OFF, UNTIL THE AFT BY-PASSMANUALLY CLOSED FOR LANDING, WAS SPIKESFT BY-PASSFORWARD DOORS MANUALLY "CLOSED". THE COMPLETE FLT WASTRIMMING. EAS CLIMB WAS MADE ANDCRUISE. CRUISEACH WASINUTES. PRIOR TOAS USED AND KEAS BROUGHT. THROTTLES
WERE RETARDED TO MILITARYMOOTH TRANSITION. THE RIGHT
l CTWO
EGT ATTEMPTED TO GO OVERBOARD DURING THE DECELERATION BUT COULD EE CONTROLLED BY THROTTLE MOVEMENT. DESCENT, LANDING AND CHUTEWERE NORMAL,
END OF MESSAGE
wi im uiC envies
74
DAT*
CTION: INFO s
W i DIRECTOR
TOR: 74
TO
zz)
OPS FLTEST
1. ADE FLTN PILOT
TAKEOFFOR 1 HOUR AND 5 MINUTES. GROSSBS, 9 PERCENT, TAKEOFF0 FT, TAKEOFFNOTS, PRESSURE7 FT, TEMPERATUREEGREES, WIND CALM. MAXIMUMB HACH, MAXIMUM0 FT, TIMEACH THIS FLTINUTES, TINE8 HACH THIS FLTINUTES. PURPOSE ACCELERATION AND CRUISE HACH WITH NO ENGINE TRIMMING. CONFIGURATION AFT BY-PASS IN AUTOMATIC OPERATION AND FORWARD BY-PASS MANUALLY CLOSED FOR ENTIRE FLT.
2. TAXEOFF AND CLIMBEAS LINE AND MAXIMUMOTED THAT AFT BY-PASS STARTED TO MODULATE
WERE NORMAL.
4 MACH. AFT BY-PASS STARTED TOINACH. VERY MILD INLET ROUGHNESS DEVELOPED5 BUT DISAPPEAREDATTER OF SECONDS. MILD SPIKE HAMMER DEVELOPED MOMENTARILYACH. WHEN ACFT1
)
i n
-2-
THROTTLES TO MINIMUM AFTERBURNER
HE CRUISEDINUTES1 MACH USING MINIMUH AFTERBURNERS. THISEGREE TURN,EGREE BANKrS. DESCENT, LANDING AND CHUTE DEPLOYMENT WEREUICK POSTFLIGHT INSPECTION INDICATEDANELS AND BLANKETS WERE OKAY. INSTRUMENT PACKAGE VERIFICATION OF FLIGHT TEST DATA REVEALS THATINUTE CRUISE WAS8 MACH.
END OF MESSAGE
FLTEST
DEGREES. PILOT
1. ADE TAKEOFFURATIONINUTES. MAX MAXT. TAKEOFF GROSSBS, CG: 5 PERCENT. TAKEOFF0 FT, KIAS, WINDO 20 KNOTS, TEMPERATURE 66
PURPOSE OF FLIGHT! ACCELERAION
CLIMBEAS0 WITH NO ENGINE TRIMMING.
v. THE START REQUIRED DOUBLE CLUTCHING OF ONE ENGINEARE START ON THE OTHER. ENGINES SETTLEDEGREESEGREES FOR TAKEOFF. CONFIGURATION WAS SPIKE AND AFT BYPASSES (ONION SLICER) ON AUTOMATIC, FORWARD BYPASS DOORS CLOSED THROUGHOUT FLIGHT.
J. BAD VIBRATION NOTEDEAST.
f, ACCELERATION VERY BAD AND PITCH TRIMEGREES DOWN. ABOVEHE TRIM LEVELLED OFFEGREES AND ACCELERATION IMPROVED SOMEWHAT BUT WAS STILL CONSIDERED POOR.
/
INTWO
it THE AFT BYPASSES (SLICERS) OPENED ATESPECTIVELY BUT0 THE RIGHT SLICER INDICATOR SHOWED IT CLOSED AND IT REMAINED SO FOR THE REST OF THE FLIGHT UNTIL AIRCRAFT SLOWED DOWN. THE AFT SLICER MODULATEDN OUT TO
fcj ROPPED AS LOWEGREES BUT WERE NOT TRIMMED
UP.
PILOT FELT AIRCRAFT WAS DRAG LIMITED0 IN THIS CONFIGURATION, HOWEVER THE EGT'S WERE LOW. PILOT REPORTS THIS CONFIGURATION IS HARD TO SLOW DOWN ON THE DECELERATION. Q. NORMAL LANDING WITH GOOD CHUTE. END OF MESSAGE
fl'-X
OXCART OPS
F REFERENCE AS PERTAINS-TO CONFIGURATION IS CHANGED TO READ AS FOLLOWS: EVERY OTHER TUBE IN THE BY-PASS DOORS WAS SCREENED WITH THE REAR OF SCREENED TUBES BLOCKED OFF TO ALLOW THE AIR TO GO OVERBOARD. BY-PASS DOORS CLOSED ENTIRE FLIGHT. ONION SLICERS USED TO MODULATE AIR.
END OF MESSAGE
SECRET
TAXEOFFOURS FORINUTES. GROSS.4 PERCENT, TAKEOFF0 FT, TAKE OFF XTS, PRESSURE0 FT, TEMPERATUREEGREES, WIND CALM, MAXIKUM2 MACH, MAXIMUM0 FT, TIME OVERHIS FLTINUTES. TOTAL ACFT. PURPOSE! ACH WITHOUT TRIMMING ENGINES. CONFIGURATION! EVERY OTHER TUBE IN THE BY-PASS DOORS WERE SCREENED WITH THE REAR OF THE SCREENED TUBES BLOCKED OFF TO ALLOW THE AIR TO GOOVERBOARD. BY PASS DOORS CLOSED ENTIRE FLIGHT. ONION SLICERS USED TO MODULATE AIR.
NGINERIOR TO TAKE OFFEGREES LEFTEGREES RIGHT. IMMEDIATELY AFTER TAKEOFF BOTH ENGINESEGREES. ACCELERATIONACHACH WAS EXTREMELY SLOW.
NOTED DURING THIS PERIOD, THAT THE PITCH TRIM INDICATOR
EGREES DOWN AND THEEGREES. THE ONION
INTWO
SLICERS WERE PLACEDFTER TAKE OFF AND NOT RETURNED TO MANUALLY UNTIL DECERLERATINGACH. THE SLICERS PROGRAMMED ON SCHEDULEUTO" OPERATION. INTERMITTENT AND VARYING DEGREES OF ROUGHNESS OCCURREDACH TO MAX MACH OBTAINED. THE RIGHT EGT DROPPEDEGREESACH.
IwAS TOLD BY FLIGHT TEST TO TRIMEGREES WHICH HE DID. FUEL FLOWS CAME MORE IN LINE AND ACCELERATION IMPROVED AFTER TRIMMING. UPONACH, THE AIRSPEED WAS BLED OFF KEAS AND POWER REDUCED TO MILITARY FOR THE DESCENT. THE POWER LEVERS WERE RETARDED SLIGHTLY BELOW "MIL" ACH TO ALLEVIATE ROUGHNESS. DESCENT AND LANDING WERE NORMAL. DRAG CHUTE WAS SLOW TO DEPLOY. END OF MESSAGE
Off ATOURS FORINUTES. GROSS9 PERCENT, TAKE OFF0 FT, TAKE OFFTS, PRESSURE7 FT, TEMPERATUREEGREES,3 WITH G'ISTS TO TS, MAXIMUM7 MACH, MAXIMUM3 FT, TIM?ACH THIS FLTINUTES. TOTAL ACFT. 'URPOSE: ENGINES5 MACH WITHOUT TRIMMING. CONFIGURATION: STANDARD.
2. INLET CONFIGURATION FOR TAKE OFF HAD ONION SLICESS ANDCRS MANUALLY CLOSED AMD SPIKES -AUTO". RIOR TO TAKE OFFEGREES LEFTEGREES RIGHT. THE TAKE OFF WAS NORMAL AND THE SLICERS PLACED IN "AUTO" AFTER TAKE OFF. ACH WAS SLOW WITH
SETTING THE PITCH
EGREES OUT OF Nr! UT3AL AT THIS POINT. ACCELERATION WAS NORMAL WITH VERY MILD ROUGHNESSACH. SHOCK EXPLUSION ON THE RIGHT AND THENSIDE OCCURRED7 MACH. AUTO RESTARTS
ati
TWO
WERE OBTAINED. RETURN TO BASE WAS WADE3 HACH. THE ENGINE WERE NOT TRIMMED THROUGHOUT THE FLT WITH THE LEFT APPEARING TO BE THE BETTER. DESCENT, LANDING AND CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
DATE
SEP 64
TO IRECTOil
FROf*
ACTION: 1npo :
TOrtEP 64
70
IMMEDIATE OXCART
arc
/ 4
tADE PILOT TO IIKE
URATIONtlrJUTES. nAA' rtAXHCa.NOTS,0 FEET. PURPOSE OF FLIGHTS ACCELERATION TOO CHECK AUTOMATIC OnlOfc SLICiRa AND FUELNE
..
ENGINES WERE PRETRIrittED AND WEREEGREESEGREES AT TAKEOFF, BOTH SETTLED OUTEGREES DURINGUT
SLIPPED DOWHEGREES Ab ALTITUDE
rtERt HE RAN OUT OF TRIM,
ATNION SLICER WAS nOVING AND APPEARED TO bt WORKING SATISFACTORILY, HOWEVER AT1 THE SHOCK POPPED, THEEwGIrti VEnTJ DEGREES, rtO AUTO RESTART OCCURRED,
REDUCED THROTTLE3 TO IDLE AwD EiiGImE REMAINEDEGREES, He. INITIATED RESTART CYCLE AND ENGInES RESTARTED. AT5 HEa, Wt.*TAUTOpIATIC, ACCELEDD RETURNED
0 POUNDS OF FUEL RtftAI.vcD.
GOOD LANDING WITH SLOW CnUTE DEPLOft-iiti!.
OF .rifCvttGr.
C ii
REPRODUCTION BY OTH&SaN THE ISSUING OFFICEROHIBITED. Copy No.
DXCAtt OPS FLT ESI
I. ARTICLE U*T iL Sft. TAKEOFF AT iOUnS FORIHUTES* AttAMCu 5JU-AKE OFFS, PftES.lLRtM PEA AT IKEEGREES* hilND MAXIMUMi MACX, MAXIKUMHEf MACH THIS FLTHlNUTESi TOT ALftE OURSINUTfi8, PUn-Pt'SE t oEnDIX FUEL COM AOL OrlrtAflON OUTACH AND AUTOMATIC ONION HCEa OPERA! ION. CONFlOUrtAT ION: SPIKES AW ONION SLICERS AUTOMATIC, oY-PASS DOOHS MANUALLY CLOSED .
2- TAKE OFFflo ON THE 4JO KEAS LINEACH ANO THENEAS LINE3 HACH HERE POWER WAS HE2UCEDLNDECELEWAi ING Ti)ECOND ACCLLLnATION kASSHEp. MACH. IHIS ACCELERATION kAS TERRINATEOAUSE FUELAS GEM ING LOW. THE SECOND DECKLES AT ION, DeANDING AND SHUTE DCR.OYNENI HERE NORMAL THEIX FULL COT AIUELW LSIHROUGHOUT THE FLT
TJ Of
PRIORITY
OXCAAT OPS FLTEST
AKE
ADE FLT PILOT: OFFOURS FORINUTES. GROSS0 LBS^ERCENT. MAXIMUM1 MACH, MAXIMUM0 FT." URPOSE: ACFT SYSTEMS OPERATIONACH WITH EMPHASIS ON BENDIX FUEL CONTROLS AND AUTOMATIC ONION SLICERS.
TAKE OFF AND CLIMBEAS LINE WERE NORMALACH AT WHICH POINT SHOCK EXPLOSION OCCURRED ON THE RIGHT SIDE. RIGHT ONION SLICERS TO FULL OPEN DID NOT CLEAR THE STALL, BUT THE STALL CLEARED IMMEDIATELY WHEN THE RIGHT BY-PASS DOORS
WERE MANUALLY OPENED. AFTERBURNER RELIGHTS .WERE ACCOMPLISHED5 MACH AND ACCELERATION INITIATED WITH RIGHT ONION SLICERS AND BY-PASS DOORS OPEN. RIGHT ONION SLICERS WERE PLACED IN AUTOACH AND THEN BY-PASS DOORS WERE CLOSED. SHOCK EXPLOSION OCCURRED IMMEDIATELY. OPENING BY-PASS DOORS ELIMINATED THE STALL AND ACCELERATION CONTINUED1 MACH. DURING DECELERATION, THE RIGHT BY-PASS DOORS WERE CLOSEDACH WITHOUT INCIDENT. DESCENT, LANDING WERE NORMAL.
B l i. A L T
TWO
THE CHUTE RIPPED DURING DEPLOYMENT. THIS WAS AN OLD TYPETHAT BENDIX CONTROLS WORXED VERY WELL
WITH ONLY MOMENTARY DOWN TRIM REQUIRED DURING DECELERATION. END OF MESSAGE
SECRET
DATC Wl0 JUN 64
to DIRECTOR FROM
ACTION; OSA5 INFO i
H4FO
3 JUN 64
TO PRIORITY
OXCART OPS FLTEST NO NIGHT ACTION
ADE FLTN OFFOURSOURINUTES. GROSSLBS,.ERCENT. TAKE OFF0 FT,TS, TEMPERATUREEGREES, PRESSURE6 WITH GUSTS TOTS, MAXIMUM5 MACH. PURPOSE: CONTROLLED ACCELERATIONMACH. CONFIGURATION: TWO BENDIX FUEL CONTROLS WITH
EGT LIMITSEGREES.
OFF NORMAL AND CLIMB MADEEAS LINE. ACH, VIBRATION FROM THE STANDARD EJECTOR FLAPSAND CONFIRMED BY THE CHASE ACFT. THE, RIGHTACH ON EACH ATTEMPT TO ACCELERATEACH.
THE ONION SLICER IS SUSPECTED AS NOT MODULATING. AN ACCELERATION WAS MADE ONEAS LINE FROMACHACH. DESCENT, AND LANDING WERE NORMAL. DRAG CHUTE WAS
DID Of
SLOW TO DEPLOY.
Ct
L I
TOR: UNE 64
UTIN(J INT
OPS fLTEST NO NIGHT ACTION
ADE FLIGHT NUNE Al 7 HOURS FORINUTES. GROSS WEIGHT.07 KNOTS, PRESSURE ALT FT9 FEET, TEMPERATUREWIND CALM, MAXIMUM4 MACH, MAXIMUMFEET. PURPOSE HIGH SPEED EVALUATION OF BEND IX
FUEL CONTROL INSTALLED ON LEFT ENGINE.
SLICERS AND SPIKES WERE IN AUTOMATIC ANDWERE MANUALLY CLOSED. TAKEOFF AND CLIMBWERE AS AIRCRAFT PASSEDACHWAS EXPERIENCED |wAS NOT SURE IN THE INLET RECOVERED THE SHOCK WAVE AUTOMATICALLYACTION. THIS OCCURRED ATTER OF SECONDS ANDIS THE FACT THAT THE AFTERBURNER DID NOT BLOWROUGHNESS DEVELOPED5 MACH AND PERSISTEDACH ON DECELLERAT ION. VHEN AIRCRAFT REACHED
/
ACH RIGHT engine egt and RPM DROOP DEVELOPEDs THAT the fuel control TRIM lever APPEARED INOFERATIVeT
andingchute deployment were normal.
two stated
end of message
OXCART OPS FLTEST NO NIGHT ACTION
I CLE ADE FLIGHT N PILOT j
TAKEOFF AT0 HOURS FOR ONE HOUR. GROSS WEIGHT .AKEOFF DISTANCE0AKEOFFNOTS, TEMPER AT UREEGREES, PRESSURE0USTS TO NOTS. MAXIMUM3 MACH, MAXIMUM ALT II0 FEET. PURPOSE EVALUATION OF AUTOMATIC ONION SLICERS, EVALUATION OF HAMJXTON STANDARD FUEL CONTROL, RIGHT ENGINE; BEND IX FUELEFT ENGINE* WITH NO TRIMMING IN FLIGHT AND NO ENGINE EGT LIMITS. CONFIGURATION AUTOMATIC ONION SLICERS.
AND CLIMB WERE NORMAL. TWO ACCELERATIONS THE FIRST WAS MADE FROMACH TO ACH, ONIONAND BY-PASS DOORS MANUALLYNE INCH STOP.
THE SECOND WAS MADE FROMACHACH, ONION SLICERS -AUTO" AND BY-PASS DOORS THE SAME AS FIRST ACCELERATION.
TWO
NEITHER ENGINE WAS TRIMMED DURING Ft IG HI" THE LEFT ENGINE PERFORMED VERY WELLEGREES ONEGREES BELOWEGREES CIT ANDT MAXIMUM SPEED. THE RIGHT ENGINE WAS LOW THROUGHOUT* M DROOPED ATEGREESOUGHNESS OCCURREDaCH AND THE SHOCK POPPEDACH. THE INLET RESTART WAS AUTOMATIC ANDAS RELIT. ANDING AND CHUTE DEFLO YHENT WERE NORMAL.
END OF MESSAGE
OXCART OPS FLTEST WO MIGHT ACTION
I- LEADE FLT PILOT: TAKE OFF AT 1 HOURS FOROUR AND INUTES. GROSS5AKE OFF0 FT, TAKE OFFNVJTS, PRESSURE. MAXIMUM SPEED3 MACH, MAXIMUM0 FT. PURPOSE: TRANSONIC ACCELERATION DATA COLLECTION, CHEESE GRATERS <SCOOPS) INSTALLED ON AFT END OF TERTIARY DOOR HOLES. REMAINDER OF NACELLE CONFIGURATION STANDARD.
STATED ACCELERATION IMMEDIATELY AFTER TAKE OFF SEEMED MUCH BETTER THAN NORMAL. ACCELERATION CHECKSEAS
2. TAKE OFF AND CL 1KB THROUGH UNDER TUNNEL WAS NORMAL. ONION SLICERS WERE PLACEDERCENT OPEN FOR ALL ACCELERATION AND DECELERATION CHECKS. SPEED, POWER CHECKS WERE MADEEAS. DESCENT, LANDING AND CHUTE DEPLOYMENT WAS NORMAL.
3
WAS NOT NOTICEABLY BETTER THAN NORMAL.
EF T.
P Z
TWO
MODERATE VIBRATION ATACK ARD AGAINACH BOTH CM ACCELERATION AND DECELERATION. CHASE PILOT REPORTED OSCILLATIO
"IfEELIMS VIBRATIONS IN ACFT.
OF EJECTOR FLAPS COINCIDED VflTH
CHASE PILOT STATED EJECTOR FLAP OSCILLATION WAS VERY APPARENT THAT ST WAS IN ONE OR TWO SEGMENTSIME AND GRADUALLY WORKED AROUND ALL EJECTOR FLAPSIRCULAR MOTION. AFTER FLT INSPECTION REVEALED EJECTOR FLAPS DAMAGED TO SUCK AN EXTENT THAT THEY MUST BE REPLACED.
END OF MESSAGE
FLTEST OPS MO NIGHT ACTION
1. ADE9
PILOT
DURATION ONE HOUR
TAKEOFF3 HOURS AND ONE MINUTE. TAKEOFF GROSSOUNDS,.ERCENT. TAKEOFFEETr TAKEOFF'NOTS, TEMPERATUREEGREES. MAXAX0 FEET. PURPOSE OF FLTt SPEED EXTENSION OF FULL PLASTIC CONFIGURATION. THE CONFIGURATION WAS STANDARD EXCEPT FOR ONION SLICER AND REMOVAL .OF SECONDARY BLOW- IN OOORS IN NACELLES.
2. iNGINES WERE TRIMMEDEGREES ON RUNWAY. ACCELERATION WAS SLOW REACHING0 POUNDS FUEL REMAINING. ACCELERATION AND CLIMB WERE CONTINUED TO2 FOLLOWED BY MILITARY POWER DECELERATION WITH DOCRS AND SPIKES IN AUTOMATIC. DESCENT WAS SMOOTH WITH NO STALLS OF BUFFETING. ORMAL LANDING WAS MADE WITH GOOD CHUTE.
IIITWO
3. TKK ONION SLICE* VaS placed atERCENT TOC,ERCENTndia OF THE FLIGHTDESCENT. DOCKS AND SPUE ON
A. PRIOR TC TAKEOFF THE RIGHT Ei*iIMEIMESEGREES. REDUOTIOIJ TOEGREES ENDED STALLS.
ROUTING INT
**
"-
is
PRIORITY
OXCART OPS FLTEST NO NIGHT ACTION
ADE FLIGHTN PILOTOFF1 HOURS FOR ONE HOURINUTES. GROSS.ERCENT, TAKE OFF DISTANCE0 FEETNOTS, PRESSURE8 FEET, TEMPERATUREWIND CALM, MAXIMUM0 FEET, MAXIMUM SPEED XTEND MAXIMUM SPEED ON ARTICLE NGINE IDLEACH, ENGINE SHUTDOWN
ACH AND AUTO PILOT MACH HOLD EVALUATIONACH.
OFF AND PASSAGE UNDER TUNNEL CLIMB WAS MADE ONKEAS LINE FROMACHACH. ACH, THE LEFTINDICATOR BECAME INOPERATIVE AND FOR THE REMAINDER OF THELEFT ONION SLICER POSITIONS WERE ESTIMATED BY THE PILOT. THEWERE PLACEDERCENT OPEN DURINGRUISE. THEHACH HOLD WAS EXCELLENT. THE RIGHT ENGINE WAS BROUGHT TO IDLE
ACH AND SHUT DOWNACH. THE ENGINE BEGAN BURPING AT
If*TWO
SiOO RPM. PLACING THE BY-PASS DOORS OPEN SMOOTHED THE ENGINE. AN UNSUCCESSFUL RESTART WAS ATTEMPTEDACH. THE BY PASS DOORS WERE PLACED IK AUTOOOD RELIGHT OBTAINED. DESCENT LANDING AND DRAG CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
ADE FLIGHTN PILOT TAKE OFF8 HOURS FORROSS.ERCENT, TAKE OFF0 FEET, TAKE OFFNOTS, PRESSURE0 FEET, TEMPERATUREEGREES, 'WIND CALM, MAXIMUM0 FEET MAXIMUMACH. PURPOSE: EVALUATION OF MODIFIED REVOLVERAP EXIfT.
ACCELERATION WAS MADEACH WHERE THE RIGHT ONION SLICERS WERE OPENED, BY PASS DOORS OPENED, AND SPIKE PLACED FORWARD. RIGHT ENGINE WAS BROUGHT TO IDLE AND REMAINED SMOOTH.
MACH THE RIGHT ENGINE WAS SHUT DOWN. ROUGHNESS OCCURRED0 RPM. THREE UNSUCCESSFUL RESTARTS WERE ATTEMPTED INUCCESSFUL START WAS MADEACH. DURING ATTEMPT TO ACCELERATE TO MILITARY, INGINE STALLS OCCURRED. BY-PASS DOORS WERE PLACEDUTO" AND THE STALLS CLEARED. AN AUTO SEQUENCE FUEL FEED PROBLEM DEVELOPED AT THIS TIME SO THE PILOT RETURNED TO 8ASE, DESCENT, LANDING AND CHlfTE DEPIO YMFNT WERE NORMAL. END OF MESSAGE
-OHl! USE PWFYlOm
ticks
DATE APR 64
j1* IRECTOR
FROM i
2 APR 64
ACTION:INFO t
BY OTHER THAN THE ISSUING OFFICE IS PROHIBITED. Copy No.
-
DEPLOYMENTAFTER LANDING INVESTIGATION SHOWEDLEVIS HAD FALLEN FROM THE NOZZLE FOLLOWROD. HALFUNCT IONORRECTED AND ACFT RESCHEDULED FORPR.
END OF MESSAGE
. TO PRIORITY
OXCART OPS FLTEST NO NIGHT ACTION
ADE FLTN OURS FOROUR AND INUTES. GROSS WEIGHT5 PERCENT. TAKE OFF0 FT, TAKE OFFNOTS, PRESSUREEGREES, WIND CALM. MAXIMUM0 FT. MAXIMUM2 MACH. PURPOSE: SPEED POWER POINT DATA COLLECTION FROMACH TO5
TAKE OFF, CLIMB AND LEVEL OFF0 FT WERE NORMAL. ACFT WAS STABILIZED0EAS ANDACH. SLIGHTLY MORE THAN MINIMUM AFTERBURNER WAS REQUIRED FOR THIS CONDITION. ONION SLICERS WEREERCENT OPEN FOR ALL SPEED/POWER POINTS. OINT WAS0EAS ANDACH. MINIMUM AFTERBURNER WAS REQUIRED FOR THIS CONDITION. THIRD POINT WAS0 FT ,
EAS ANDACH. AGAIN, MINIMUM AFTERBURNER WAS REQUIRED FOR BIS CONDITION. FOURTH POINT WASEAS ANDACH. POWER HALFWAY BETWEEN MINIMUM AND MAXIMUM AFTERBURNER WAS REQUIRED.
oa re wart
mm :
I ; V 22 t PR 64
TQ DIRECTOR
TO PRIORITY
PILOT
OFF6 HOURS FORINUTES, GROSS WEIGHT 5 PERCENT. TAKE OFF0 FT, TAKE OFFNOTS, PRESSURE2 FT, TEMPERATUREEGREES,. MAXIMUM0 FT. PURPOSE: TWO TRANSONIC ACCELERATIONS FROMACHACH USINGERCENT OPEN ONION SLICERS ON THE FIRST ANDERCENT ON THE SECOND. TO RETARD THE RIGHT THROTTLE TO IDLE5 MACH AND SHUT DOWN THE ENGINEACH,
2. THE ENGINES WERE NOT TRIMMED PRIOR TO TAKE OFF, NO INDICATION ON THE "L" SYSTEM WAS RECEIVED WHEN ThE GEAR WAS RETRACTED. THIS WAS ALSO TRUE OM GEAR EXTENSION, AFTER TAKE OFF THE ONION SLICERS WETOERCENI. WHEN THROTTLES WERE BROUGHT OUTO MILITARY, IKE RIGID NOT CUT OUT * ATACH,C0 FT, ROTARY ACFT OSCILLATIONS OCCURRED. CHANGING SAS CHANNELS HAD NO EFFECT BUT WHEN THE POWER WAS REDUCED, THE OSCILLATIONS STOPPED,
REPSOPUCTiON BY OTHER THAN THS ISSUING OFFICE IS PROHIBITED. Caoy No.
INTWO
BOTH ACCELERATIONS HERE MADE ONEAS LINE. PILOT COMMENTED THAT BOTH ACCELERATIONS WERE POOR WITH THE SECOND BEING THE BETTER. THE RIGHT THROTTLE WAS RETARDED AND ENGINE STAYED SMOOTH TOPM. ESTART WAS MADEO ECONDS IN THE ROUGH AREA. THE ENGINE BURPED TO5 MACH THEN BECAME SMOOTH, OTALIZER AND AUTO FUEL SEQUENCING MALFUNCTIONOW LEVEL LITE. DESCENT, LANDING AND CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
sTrm
i. ade flightnpr m. pilot:
take off6 hours forinutes. gross weight .ercent, take off0 feet, take offnots, pressure4 feet, temperatureegrees, hind calk, maximum5 mach, maximum0 feet. purpose: evaluation of shock trap baffle andby-pass doors.
2. engines were not trimmed prior to take off. take off and climbeas line were normalach. ach, the left engine starting bleed lite came on and | (ran out of engine up trim at the same time. the engine rpm fell off0 and popped the shock. opening the BY-pass doors cured the problem and brought the shock back in. ach the right engine vas broughtdle, the onionnd by-pass doors WErE opened and the engine remained smooth. the engine was shut
Kt:PRODUCTION BY OTHER THAN THE ISSUING OFFICE IS PROHIBITED. Copy Ko.
DOWN3 MACH AND ROUGHNESS OCCURRED. MOVING THE SPIKE FORWARD DID NOT CURE THE ROUGHNESS. THREE JKSUCCESSFUL RlRSTARTS WERE ATTEMPTED IN ROUGHNESS DURING DECELERATION. AT5 MACH THE ENGINE SMOOTHED AHD THE THROTTLEUGHT UPo TART OCCURRED'S MACH BUr ENGINE STALLSRECEIVED DURING ACCELERATION TO MILITARY. DESCENT, LANDING AMD CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
ltn s pilot: schalk. ours forinutes. grossbs,percent. take off0 ft, take offemperatureegrees, . 9 mach,
maximum0 ft. purpose: inlet control investigation with shock trap shock trap air going through tubes in by-pass area to nacelle whenr5 were closed, overboard via by-pass area when by-pass doors are open.
off and climbeas line were normal exceptto trim egt more frequently than normal. rightegreesh and all down trim had beenengine power was reduced to military power to controlengine vb was relit5 mach and egt stayed withinright engine was shutdown0 mach as pre-planned,-
i
! ETWO
ONION SLICERS AND BY-PASS DOORS WERE OPEN, BUT ROUGHNESS WAS ROUGHNESS SUBSIDED5 HACH AND ENGINE WAS RELIT5 HACK. DURING NEXT ACCELERATIONOOKED GOODACH. RIGHT ENGINE WENTO POWER WAS REDUCED TO MILITARY. SCHALK TERMINATED TEST AT THIS POINT BECAUSE OF INABILITY TO CONTROL RIGHT ENGINE EGT CBENDIX CONTROL). DESCENT WAS NORMAL. LANDING WAS LONG AND FAST BECAUSE LEFT ENGINE IDLED0 RPM AND RIGHT ENGINE IDLED0 RPM. PERATION WAS NORMAL. ACFT NOW LAID UP FOR RIGHT ENGINE CHANGE, DUE TO FUEL CONTROL PROBLEM. END OF MESSAGE
PUSKI 4CTI0N
!, ADE FLIGHT PILOTl TAKE OFF7 HOUR?E HOUR ANDlRyTES. GROSS* 21 S OFFEET, TAKE OFFNOTS PRESSURE0 FEET, TEMPERATUREEGREES, KNOTS. HaXIkUH SPEED: ACH,UN ALTITUDE! 0 FEETt PURPOSES ACCUMULATE CRUISE TIHEACH.
2. TAKE OFF CL1H5EAS LINEL. AS AIRCRAFT ACCELERATEDACK, THE RIGHT THROTTLE "AS REDUCED TO HILITARYASS DOORSPENED. ET REMAINED SMOOTH. THE SAME PROCEDURE WAS TRIEDACK, SUT THE SHOCK POPPED. SPIKE FORWARD REGAINED SHOCX AND INLET WAS SHOOTH4 -JACK. ACFT WAS THEN ACCELERATEDACH AND REMAINED AT THAT SPEED FOR 3U' MINUTES, THE AUTO PILOT, SACH HOLD, WAS E'BD RUT "ITHlNITCH CHANNEL KICKED CUT.
aCPKOD"JCTfflM ftY OTHER THAN THE ISSUING OFFICE IS PROHIBITED. Copy No.
WO
THE; AUTOPILOT TEST WAS DISCONTINUED AND RECYCLING SAS "S" FITCH CHANNEL FAILED TO CORRECT SAS MALFUNCTION* | INATED THE FLIGHT TEST AT THIS POINT. DESCENT LAKDIWG AND CHUTE DEPLOY KENT VESE
5, THIS AIRCRAFT NOWt IN NED 3Y- PASS OUTLETON THE RIGHT ENGINE INTENTED T( TESTTRXMKED LOUVRES, WERE INCONCLUSIVE,THAT THE
SPlKiV/bY PASS DOOR CONTROLS WORKED VERY WELL: END OF MESSAGE
OXCART OPS FLTESTNIGHT ACTION
ADE FLIC-HI PILOTOFF AT 5 LOCAL FOR ONE HOUR and FIVE MINUTES. GROSS WEIGHTLBS. 6 PERCENT. take OFFAKE OFFEMPERATUREEGREES,NOTS, PRESSURE ALTITUDEEET. MAXIMUM*ACH, MAXIMUMtf FEET I PURPOSE: TO CHECKENGINES. OBTAIN CLIMB PERFORMANCE DATAEASAUIO PILOTACH.
ENGINES HAD JUST BEEN TRIMMED PRIOR TO FLIGHT TEST
TRIMMEDEGREES DURING TAKE OFF ROLL. CLIrtS AND LEVEL OFF0 FEET WERE NORMAL. AFTER PASSING THROUGH TUNNEL, ACFT VAS ACCELESaTeDEAS LINEACHEET PILOTIGH PITCH DUCT BUZ? WHILE ACCELERATING
DIC NOI ND OF RUNWAY. . OFF0 FEET LONGER IRAN PROGRAMMED BECAUSE FUEL CONTROLS HAD SHIFTED DOWNEGREES.
L*i "
I- AIRCRAFT ADE PILOT LOU SCHALK- TAKE OFF9 LOCAL, OURATR IN, TAKE OFF GROSS WEIGHT1 PER CENT . MAX MACHAXT. TAKE OFFT. TAKEIAS. N VAT TEMPEGREES, ZERO9 FT WESSUkE ALTITUDE, PURPOSE OF FLIGHT WAS FULL FUEL TAKE OFFEAS CLIMB.
2. DURING AND AFTER TAKE OFF THE FUEL CONTROLS HELD THE TRIM VERY WELL UP. THEYEGREESEGREES RESPECTIVELY ON IAXE OFF AND NEVER GOTEGREES ON CLIMB. IT WAS NCT NECESSARY TO TRIM UNTIL HE. ACCELERATION WAS POOR TftANSOMICALLY AND REMAINED POOR THROUGHOUT THE FLIGHT. THE CHANGE IN ACCELERATION IS VERY NOTICEABLE WITH THE INCREASED WEIGHT, DUE TO THE LOSS OF VOROLID UNDERCAST SCHALK ELECTED TO STAM HIS TURN. DURING THE TURN HIS EGT DROPPED RAPIDLY ANC HIS SUN SHADE DROPPED DOWN, SO BETWEEN THE TWO HE WAS DOWN
E
j
ftYAN THE ISSUINGILE l> PROHIBITED. Cow
PAGE TWO
AS BEFORE HE STAGED RECOVERING SPEED AND GET'ING BMK TO SYS KEAS. HE ROLLED OUTURNND ACCELERATED POORLY THE SPIKES SCHEDULED OKjtXCESSIVE FLUCTUATIONS STARTED WITH PLUS ORSZ EXCURSIONS. HE THEREFORE SHUT DOWN THE AS'S AND DESCENDED AT THIS POINT HE ACCELERATEDEAS TO tfAS0 lbs and the acceleration was noticeably better THAN at THE HIGHER gross WEIGHTS.
before takeoff and ONCE during flight PILOT had difficulty IN starting RIGHT ENGINE, it appears toeb problem at the moment .
landing, chute and brakes were satisfactory.
for the next flight they plan to change the spike actuator and theneas climb out.
endessage
ROUTING
FLTEST OPS
ADE PILOT [
TAKEOFF4 HOURS LOCAL, DURATION 1 HOUR
ANDINUTES. TAKEOFF GROSSOUNDS, 3 PERCENT. KAX SPEED KAXP FEET. RUNWAY TEMPERATUREEGREES, TAKEOFF0 FEET, TAKEOFFNOTS, ZERO WIND. PURPOSE OF FLIGHT! MAX WEIGHT TAKEOFF. HEAT SOAK AND RANGE FUEL SPECIFICS AT
PRIOR TO TAKEOFF HAD THREE ENGINE STALLS ON LEFT SIDE DUE TO INABILITY TO TRIM DOWN RAPIDLY ENOUGH. HOWEVER, PRIOR TC TAKEOFF BOTH ENGINES SETTLED OUTEGREES,
THIS WAS THE HIGHEST TAKEOFF WEIGHT TO DATE. THE START UP WEIGHTOUNDS, WITH AN ESTIMATED TAKE OFF WEIGHTLUS POUNDS. THIS ACFTASIC WEIGHT0 POUNDS SO THIS IS0 FOUNDS OF THE MAXIMUM WEIGHT POSSIBLE A3 STATED BY LACST PERSONNEL. THIS HAS NOT BEEN
, +
/
G
4. taxeoff "as good breaking ground3 feetxas. durxno take of? pitch hokiior LlW cane om but reset ok* made ab
curbeet then passed under tunnel at military, continued
cuk3 oh KAB side in AB topping Out At9 in the turn
KEARapproximatelyinutes after take off.
THE CLXtfi; ACCELERATION WAS MADEeas. afters9RE reduced to owe HALF AB ANDburner roughness 'jas so?ed which went away after rolling
HE THEK proceeded SOUTH to
CUT Of THE
reackik3 there3 pounds fuel remaining amd reading 2fi90Sa pounds total fuelat the tike. deciding HE hadinutes cf fuel reka1nik8 he turned sortk TO
AND returned south to the BASE before coming out
the descent amd lahdir3 were normal. the newoot para-sail parachute was used and WAS.
total time above5 WAS approximately ONE hour, apd at THIS TIME NOalfunctions, or FAILURES IN Tlii aircraft have BEEN reported.
end of message
I- ADE FLT PILOT: |
TAKE-OFFOURS FOR 1 HOUR AND 3ft PlNtJTES. GROSSBS, 7 PERCENT. MAXIMUM5 BACH, MAXIMUM0 FT. TAKE OFF DISTANCETIAS. TEMPERATUREEGREES, WIND CALM AND PRESSURET. PURPOSE: TO CRUISEACH FOR FUEL SPECIFICS. TO DETERMINE LIGHT INTENSITY IN THE COCKPIT AT ALTITUDE AND TO CHECKF IFF.
2. FLT WAS NORMAL WITH THE EXCEPTION OF LEFT HYDRO FLUCUATIONS. THE FLUCUATIONS WERE INTERMITTENT AT DIFFERENT MACH NUMBERS WITH VARIATIONS FROMSI TO0 PSI. THE PILOT THOUGHT PROBLEMS INDICATING SYSTEM MALFUNCTION RATHER THA* SPIKE MOVEMENT SINCE THERE WAS NO SPIKE HAMMER OR AIRCRAFT ROUGHNESS. DESCENT AND LANDING NORMAL. THE DRAG CHUTE WAS SLOW TO DEPLOY.
OF
! o
I
REPRODUCTION BY OTHER THAN THE ISSUING OFHCn IS PROHIBITED, Co*/
DIRECTOR
TOR: 8 JAN 64
TO
CTION: INFO i
PRIORITY
OPS FLTEST
ADE FLTN PILOT!
TAKE OFF AT 3 HOURS FOROUR ANDINUTES. GROSS8 PERCENT, TAKE OFF ROLL0 FT,0 FT, TAKE OFFEAS, PRESSURE3 FT, TEMPERATUREEGREES,NOTS, MAXIMUM1 MACH, MAXIMUM0 FT. PURPOSE: INLET INVESTIGATION, DISTANCE AND CRUISE DATA,FF, HEAVY WEIGHT TAKEOFF AND AUTO PILOT ATTITUDE HOLD ACCEPTABILITY AT CRUISE MACH.
OFF, CLIMB, AND LEVEL OFF0 FT WEREPASSING UNDERLIMB WAS INITIATED TOT. ACCELERATION AND FUEL CONSUMPTION WERE VERYMACH WAS HELD FORINUTES AND DESCENT BEGAN0
LBS FUEL REMAINING. DESCENT, LANDING AND CHJTE DEPLOYMENT WERE NORMAL.
X ANDFEALFUNCTION BY
Rf PRODUCTION BY OTHER THAN IHt PVJIHOIi PROHIBITED. Cap*
vQ
HITTINGATTITUDE HOLD FUNCTION OF THE AUTO
PILOT IS NOTA MACH OR KEAS CRUISE CONDITION. AFT
FLT INSPECTIONON THE LEFT ENGINE.
END OF MESSAGE
z flK
DIRECTO!'
J-tL- W
TOrts 5
64
IM
FLTEST OPS NO MIGHT ACTION
ADE FLT4 TAKEOFF TIMENE HOURINUTES. TAKEOFF GROSS6 PERCENT. MAX8 MAX ALTITUDE TAKEOFFEET, TAKEOFFEGREES, WIND LIGHT. PILOT LOU SCHALK. PURPOSE
OF FLIGHT I EXTENDED CRUISE.
TAKEOFF AND CLIMB AIRCRAFT ACCELERATEDFEET AND REMAINED BETWEEN0 FEETOTAL OFINUTES. TWO TURNS WERETHIS TIME AND PILOT ESTIMATES HE0 MILES.
UNUSUAL OCCURRENCES. NORMAL LANDING WITH GOOD CHUTE.
END OF MESSAGE
n
REMtODUCTiflp. BYTHAN ii&
AN 64
OPS FLTEST NO NIGHT ACTION
ADE FLIGHTN 2 FOR ONE HOUR AND SIX 5 PERCENT, TAKEOFFNOIS, PRESSURE0 FEET,DEGREES,AXIMUM6EET, PURPOSE INLET INVESTIGATIONACH
AND SPEED POINTSHASE AIRCRAFT.
CLIMB, AND LEVEL OFF0 FEET WERESPEEO CALIBRATION POINTS WERE ACCOMPLISHED4 HIGHEST SPEED ON CHECK2 MACH BEFOREAWAY. 2 AIRCRAFT HACHACH HIGH. SCHALK THEN ACCELERATEDT) BEFORE HYDRO FLUCTUATION INDICATEDMOVEMENT. TEST WAS TERMINATED AT THIS POINT. AND CHUTE DEPLOYMENT WERE NORMAL.
)
TVO
IHE RIGHT SPIKE HADSCHEDULED 1NCH FORWARD OF NORMAL POSITION PRIOR TO FLT AA. THIS ACTION APPARENTLY ELIMINATED THE RIGHT SPIKE FLUCTUATION PROBLEM REPORTED ON PREVIOUS FLIGHTS. LAC PLANS TO RE-SCHEDULE THE LEFT SPIKE
1 TO 1iiCHES FORWARD PKIQA TO NEXT FLIGHT.
END OF MSG
INTWO
iNGE. IN AN ATTEMPT TO LEARN MORE ABOUT THIS CONDITION, INCREMENTAL 'UAL BY PASS DOOR CONTROLS WILL BE INSTALLED NEXT WEEXLD GUESS INCREMENTAL MANUAL SPIKE CONTROLS WILL BE THE NEXT P. IN EFFECT THE PILOT AND ACFT ARE OESIGNING THE**INLET EDULE.
IS ALSO SOME FEELING THAT THE ENGINE BY PASSTOO SOON CAUSING THEERCENT INCREASE IN AB FUEL,
S BUILDING UP BACX PRESSURE IN THE AB AND SLOWING THEN RPM. ENIES THIS STATING THAT THEIR ALTITUDE ILITY HAS NOT SHOWN THIS.
THE MOMENT THEY ARE BOTH GROPING THEIR WAY ALONG.LIKE AN INCREMENTAL step BY STEP IMPROVEMENT FROM HERE
S. EAS DESCENT0 FEET AN AIR START WASON RIGHT ENGINE. IT WAS NECESSARY TOTTEMPTS INCREASE SPEEDEAS TOTART. START0 FEET.
r. ARTICLE USED UP APPROXIMATELY ONE HALF THE0 IDS) BY TURN AROUND. HOWEVER, IT RETURNED TOLUSOUNDS. LANDING WAS MADEDS. NONE WAS DUMPED.
END OF MESSAGE
AP 63
. ARTICLEKftDS FLT 6:- DURATIONfXUrESAXEET PLUS- . GROSS WEIGHTOUNDS,? PEiJCEOTr PILOT LOU SCHALK. PURPOSE OF WAS EXmSXOH OV THENVELOPE AND HIGH RACK
ftW TAKEOFF AND ULXHB TOEET FOLLOWEDRATING CRUISE TO HUB. URN WAS THEN INITIATED AT
ACCELERATING. STABILITY CHECKS 1ADE
OKIKG OUT OF THE TURN AND THEN THE ACFT WAS LERATED56 PLUS FEET RETURNIMG TOWhRD . THE LEFT EiiGINE APPARENTLY HAD COMPRESSOR STALL AT
SO fit/ THROTTLES WERE PULLED BACK AND AIRCRAFT DECELERATED. aiTY CHECKS WERE MADE ATACH INCREMENTS WHILE ITERATING. ORMAL LANDING WAS MADE.
, THE BYPASS DOORS WERE INTENTIONALLY HELD IN AAND ONE-HALF DPEHY STOPS WHEN THE CONTROL WflS MOVEDLOSED.
1
C D.
'iriXM (UJDJ.VTQLAi'gfcALiJlfSECTTCNftL STABILITY DATA*
2, AB 7ABE0FPSLIHB0 FELTEAS, CRlKSE TO VK MILES] jfiBO THEK TURNED BACK S'ARP BAST.. UJ.TKPOUNDS OF FUEL HEWAXSIHS HE TREKD FRJia9 TOLOS FEET WHEN FLT WAS
:RNIRAtSD*
ASS DOORSPUT ON AUTOMATICi ANDLUCTUAtED BET WEEKASD PARTIALLY CLOSED JTrlCULARLYHE LEFT ENS IKS* THIS PfrESU-iABLY CAUSED ft'/AW TO THS LEFT WITCHURK CAUSED THEUTSKOCTt OH THE left THRUST THEREFORE STARTED V't nkjat1'HAT SiDE ALTROuei: IvCQtfPiVL'SSOR STR AS flL&WlrlrV :G HOWEVER, THE FLT SAS TERHIfiATED THERE SINCE VI-'E acit
U6
5 g IL II
ll)
JS KAR
fTE ACTION
, HE: IN. FLOWN 2KALK. . GROSS WEIGHT: . 7 PERCENTB04 HACH NUMBER. ACCELERATION FELL OFF FROMP4 MACH. PILOT FELT HE HAD REACHED SPEED LIMIT. JI1CT RUZZ8 MACH NUMBER INTERMITTENT AB YTIOM64 MACK. DUCT BUZZ DISAPPEARED DURING -ER4TIO*!. LANDING WAS MADE HEAVY0 LBS OF FUEL. ING NORMAL WITH PROPER DRAG CHUTE OPERATION.
END OF MESSAGE
. THE FOLLOWING CORRECTION IS MADE TO8 FEB
F! THE MAXIMUM VELOCITY REACHED90 FEET.
. FURTHER INFORMATION ON THE FLIGHT DERIVED FROM *UWENTATION RECORDS AS FOLLOWS: ACCELERATION TO MACH LOOKS GOOD, HOWEVER, SEVERE DUCT BUFFET OR RUMBLE AT POINT DESTROYED FURTHER GOOD RECORDS. WHEN THIS RUMBLE RRED THE PILOT PLACED THE BYPASS DOORS ON AUTOMATIC TO IN RELOCATING THE SHOCX IN THE INLET, HOWEVER,CHEDULE IS APPARENTLY OFF SINCE THIS ONLY AGGRAVATED SITUATION AND CAUSED AB BLOWOUT AND POSSIBLEF ONE OR BOTH ENGINES, BY THIS TIME THE SPEED HAD HED9 BUT THEN THE ACFT STARTED DECELERATING HINGEFORE ENGINES WERE RUNNING SMOOTH AGAIN. . AT THIS POINT, THE AIR CONDITIONING SYSTEM MALFUNCTIONED
INTVO
PILOT'S SUIT HEATED UP SO HE RETURNED TO HOME BASE AND LANDED .'APIDLY AS POSSIBLE.
t. DURING ROUTINE INSPECTION FRIDAY NIGHT THE FOD WAS DISCOVEREDND IT VAS PULLED. INSPECTION SHOWED THrlS DAMAGE :XTENSIVE EXTENDING COMPLETELY THROUGH THE COMPRESSOR. THE ENGINE IEING TORN DOWN HERE BEFORE RETURN TO HARTFORD TO DETERMINE IF FOREIGN MATERIAL REMAINS AND WHAT IT IS. THE MOST LIKELY >ECT AT THE MOMENT. TO MY MIND, IECE OF HEAVY RUBBER [ATOR HOSE WHICH IS PLACED ON THE NOSE GEAR UP-LOCK WHENIS ON THE GROUND TO PROTECT GROUND PERSONNEL FROM HEAD INJURIES. THIS WERE INADVERTENTLY LEFT IN PRIOR TO TAKEOFF IT COULD EASILY KE OFF AND BE INGESTED DURING TAKEOFF RUN. THIS IS THE ONLYAN FIND WHICH MEETS THE APPARENT.ND FIRMUBBER MALLET PLUS SOME SMALL HARD METALLIC T. THIS ITEM IS FIRMABRIC HOSE WITH ONE SCREWED STREAMER. SOME PERSONNEL FEEL THIS IS LOGICAL
OTHERS FEEL IT COULDN'T POSSIBLY HAPPEN. HOWEVER, AT THE MOMENTIRPLANES ANDF THESE ITEMS.
IS AS FOLLOWS:
5. THE FOD TO DATE AT
INE
NTHREE
T
6. LAC IS INSTITUTING MORE STRINGENT MAINTENANCE RULES, MORELISTS, ANDAYING THE NACELLES OF EACH ACFT HERE AT
TRONG ATTEMPT TO REDUCE OR ELIMINATE THIS PROBLEM. END OF MESSAGE
""bst
ORRECTEOCOP
i xlfK :i9 feb 63
aadeur at ion of fltIN,ax altitudet, pilot
? lbs06 percent. purposf of flight:
heck "ofnd extension or plight envelope.
high speed run ended0 ft due toecifitated by putting 3lsi1ds ON automatic there ha? some peelWG of the magic paint ar treatment due = of it being uncurrf.d. itke pre-flight CUR IMG sc mandatory.
. further report will follow om
end of message
jk*
T.CTED PER J. PARANGOSKY
.EB 63
ECTOR
IRT
ADE FLTURATION OF FLTIN.AX1
FT. PILOT
fl LBS,6 PERCENT. PURPOSE OFCHECK OFND EXTENSION OF FLIGHT HIGH SPEED RUN ENDED40 FT DUE TOPRECIPITATED BY PUTTING BLEEDS ON
1. THERE WAS SOME PEELING OF THE MAGIC PAINT AR TREATMENTT OF IT BEING INCURRED. IT LOOKS LIKEg*in L BE MANDATORY.
4. FURTHER REPORT WILL FOLLOW ON It
END OF MESSAGE
P'OCU-.YICNTHER IMAr. Til! ISSUING
ACFT NUMBER TWO MADE FLIGHT NUMBER TWOEB. OURS AREA TIME FOR ONE HOUR AND ONE MINUTE. PILOT LK. GROSS0 POUNDS WITH6 PERCENT. AKEOFF AND CLIMB0 FEET. AB'S OFF AND LEVEL FLT.RUISED AT. CHECKED ENGINE OPERATION MADE APPROPRIATE READINGS. BURNERS IN, CLIMBED ATEET. ACCELERATED TOND MADE DAMPER AND ACCELERATION CHECKS. PILOT IMPRESSED WITH LERATION CHARACTERISTICS ABOVE. ACCELERATED IN
TO80 FEET. THIS OVERSHOOT ON SPEED AND TUDE DUE FAST ACCELERATION. FIRST AIRSTART ATTEMPT ATECOND ATTEMP SUCCESSFUL. CHECKEDESSFUL. AUTOPILOT CHECKED OK. MADE LANDING GEAR CHECKS,AND EMERGENCY SYSTEM. INLETIGHTS CHECKED OK.
TANK SEQUENCING AND TRANSFERRING CHECKED OK. DUMPED FUEL OK.
OVHAN. THi" ISSU'NG Or "ICE 1
INTWO
CONDITIONINGorked FINE FIRST HALF OF FLIGHT -iTED GETTING warn AIR DURING LAST PART OF FLIGHT. PILOTNGINEIKED EXCELLENT RESPONSE WHICH MAJOR (ovehentvs. NEXT FLIGHT SCHEDULED FOR TtFEB. IT Q
END OF MESSAGE
/
*ORl 5i3
HCCART
f. ACFTADE FLIGHTNANOR i3 MINUTES. TAKE OFF8 LOCAL TIME, GROSS WEIGHTLBS,3 PER CENT. PILOT
2. AFTERBURNER TAKE OFF AND CLIMBEAS0 FT.EL OFF0 FTEAS, FOR ACFT SYSTEMS 1PERATIONAL CHECKS. AFTER3URNER3 FT0 FT ATACH. LEVEL OFF0 FT ANDftCH FOR CFT SYSTEMS OPERATIONAL CHECK. ACFT ACCELERATED FROKOACH. AFTER STA3LILIZINGACH THE COCKPIT EMPERATURE CONTROL MALFUNCTIONED WHICH RESULTED IN NO COOLING IR. THE ACFT RETURNED TO BASESP LBS OF FUELE DESCENT. LANDING AND CHUTE DEPLOYMENT WERE ORMAL. ALL ACFT SYSTEMS OPERATIONAL CHECKS WERE SATISFACTORY XCEPT FOR THE AIR CONDITIONING SYSTEM. CAUSE OF ALFUNCTION HAS NOT BEEN DETERMINED AT THIS TIME. GINES OPERATED SATISFACTORILY. ACFT GOING INTO LAY-UP TO
CTMTWO
ENTS ARE BEING DEFERREDCFT FURNISHED CHASE.
VATE SPIKES, REPAIR AIR CONDITIONING SYSTEM AND REPLACE AMD TURBINE INLET TRIMMER HARNESSES OMNGINE.
IS AVAILABLE,
END OF MESSAGE
DAT! AN 64
to irector
fKQlA
AC noH
WO
^
io
TOR: 6 JM 64
PRIORITY
ROUTING
!1
OXCART OPS FLTEST NO NIGHT ACTION
ADE FLIGHT RE on PILOT* OFF7 HOURS FORINUTES. GROSS WEIGHT: ERCENT, TAKE OFF0 FEET, TAKE OFF SPEED:
NOTS, PRESSURE ALTITUDE: 0 FEET, TEMPERATURE: EGREES, WIND: 7 KNOTS, MAXIMUM SPEED: 2 MACH, MAXIMUM0 FEET. PURPOSE: INLET INVESTIGATIONACH WITH ENGINE SHUTDOWNSACHACH.
OFF, CLIMB AND ACCELERATIONACH WEREROUGHNESS WAS EXPERIENCED. ON SECOND ACCELERATION THEWAS SHUTDOWN AT MACH. ROUGHNESS DEVELOPED ANDAIRCRAFT DECELERATED5 MACK.
FIRST RE-LIGHT ATTEMPT WAS UNSUCCESSFUL. SECOND ATTEMPT WASBUT AIRCRAFT HAD DECELERATED TOACH AND HAD DESCENDED0 FEET. PROGRAMMED ENGINE SHUTDOWNACH
E 4-
BA
72
TWO
WAS NOT ATTEMPTED BECAUSE OF ROUGHNESS ENCOUNTERED DURINGACH SHUTDOWN. DESCENT. LANDING AND CHUTE DEPLOYMENT WERE NORMAL. LAC PERSONNEL CONSIDERED FLIGHT SUCCESSFUL SINCE AIRCRAFT2 MACH WITHOUT ENCOUNTERING ROUGHNESS.
END OF MESSAGE
:xcnrr ops fltest
.0 n' action
U ade flight S3t.;. PILOTi
Take off1 forinutes, gross iohti ounds s3ercent, take off, take offnots,
ElPSRAT'jRttree5, MXIKUN5 sack, MAXIMUMPEC feet. PURPOSE* first Hl'iif speed FLIGHTNLET SPEEDICE) AND shock TRAP AIR BLEED1 nx. NACELLE MODIFICATION. SPIKES ANDDOORS in AUTOMATIC,
2. TAKE off CLICB a'ID level off0 FT were NORMAL. AIRCRAFT WAS ACCELERATED ON KEAS line ANDACK,FEET, BOTH SHOCKS POPPED AVD AFTEPBUR'isrs BLEWOUf. by-PASS DOORS O'EN AND spikes FORWARD CLEARED the STALLS IMMEDIATELY AND THE AFTERBURNERSRE rel IT. as AIRCRAFT ACCELERATEDACH for SECOND TIME, THE right engineK popped again. PROCEDURE AS above CLEARED STALLS, but STALLS OCCURRED AGAIN EACH
THER THAN THE JSSUlNO OFFICE IS PROHIBITED. Cop/ Ho.
OXCART FLTEST OPS NO NIGHT ACTION
ADE FLIGHT PILOT
TAKEOFF2 HOURS AREA TIME FOR ONE HOURINUTES. GROSS0 POUNDS, COERCENT. MAX5 MACH, MAX0 FEET. PURPOSE FUNCTIONAL FLIGHT TEST AFTER INLET SPEED BUBBLE (MICE) AND SHOCK TRAP AIR BLEED TO ENGINE NACELLE MODIFICATIONS.
CLIMB AND LEVEL OFF0 FEET WERE
NORMAL. SYSTEMS CHECKS ACCOMPLISHED0 FEETEAS.
MAX POWER CLIMB0 FEET WHERE ADDITIONAL SYSTEMS
CHECKS WERE ACCOMPLISHED. MINOR SAS AND AUTOPILOT MALFUNCTIONS
WERE ENCOUNTERED. DESCENT, LANDING AND CHUTE DEPLOYMENT WERE
NORMAL.
END OF MESSAGE
7 DEC 63
PRIORITY
OXCART OPS FLTEST
NO NIGHT ACTION
ADE FLT PILOT:
AXE
OURS FORINUTES. GROSS0 LBS,2 PERCENT. MAXIMUMACH, MAXIMUM0 FT. PURPOSE: INLET INVESTIGATION.
2. TAKE OFF AND CLIMB KEAS LINE TO POINTACH. RIGHT BY-PASS DOORS OPEN AND RIGHT THROTTLE RETARDED TO IDLE. STALLS WERE CLEARED BY MANUALLY PLACING THE RIGHT SPIKE FORWARD. DECELERATION5 WHERE ENGINE WAS SHUT DOWN. ROUGHNESS OCCURRED BUT SMOOTHED OUT6OOD RE-LIGHT OBTAINED. POINTACH OBTAINED AND SAME PROCEDURE ON LEFT ENGINE ATTEMPTED. LEFT SPIKE FORWARD DID NOT CLEAR ROUGHNESS. ROUGHNESS CLEAREDACHOODOBTAINED. HACH TRIM WAS VERY POOR, ARGE AMOUNT OF FORWARD PRESSURE TO OVERCOME. DESCENT, LANDING AND CHUTE NORMAL.
END OF MESSAGE
MM MMMUVMtfM fttTMvM
FLTEST OPS NO NIGHT ACTION
|. ADE FLTECT2 HOURS AREA TIKE FORINUTES. GROSS.ERCENT. HAX1 HACH, KAX8 FEET. PILOT LOU SCHALK .
NORMAL TAKEOFF AND CLIHB.1 RETARDED THROTTLE AND STALLED, ADVANCING THROTTLE CLEARED STALL.
ETARDED THROTTLE AND STALLED. ROVING SPIKES FORWARD AND OPENING BY-PASS DOORS DID NOT CLEAR. ENGINE FLAKED OUT AND VERY ROUGH DOWN TO RESTARTED THEN
AND RETURNED
END OF MESSAGE
TO PRIORITY OXCART f
INFO
I FLTEST OPS
ADE FLT7 DURATIONIN.,.6 LOCAL. MAX, MAX0 FT. . GROSS0 LBS,.ERCENT. PILOT LOU SCHALK. PURPOSE OF FLIGHT: ENGINE SHUT DOWN AND RESTART AT HIGH MACH NUMBER.
AFTER TAKE OFF AIRCRAFT CLIMBED0 FT. AB'S WERE SHUT DOWN AND RIGHT THROTTLE RETARDED BUT VIOLENT STALL XCURRED BEFORE REACHING IDLE. PILOT COULD NOT CLEAR STALL WITHOUT ADVANCING SPIKES. STALL CLEARED AND SPIKES RETURNED TO AUTOMATIC THIS WAS TRIED AGAIN AND NO STALL OCCURRED UNTIL ENGINE WAS ACTUALLY SHUT DOWN AHD THEN RIDE BECAME EXTREMELY ROUGH.
SPEEDI5 ENGINE RESTARTED BEFORE STALL CLEARED WITH SPIKES FULL FORWARD AND SPEED
CURRENT MODIFICATIONS OF DUMPING SHOCK TRAP BLEEDBY-PASS AREA HAS NOT PROVED TOO GOOD AND WILL PROBABLY^ ^
E
ro CK/i
PRO _
TOf? fi^2flZOV 63
OXC/iTT OPS fltest NO SIGHT ACTIO*
ade flightn 7 hours for one hour and two kinutes. BS,2 percent. maximum5t. purpose: accelerateeas line toback-offeas, retard one throttle to idle, if
A STALL did not develop, shut down the engine and attempt relight.
off and climbeas line0 ft werethe left turn0 ft5 mach for return to"l" hydro system started to fluctuate and then the leftblew OUT. spikes were put to forward position and thewere opened. inlet roughness and engine surge persisteddeceleratedach,as relit at this point. HAD accelerated5 mach, the left engine stalledn.
terminated the test card and checked out mach hold5
MACH., system held acft plus or minusmach. as acft passed
BET"
)
TWO
TJ KEAS, THE LEFT ENGINE WAS RETARDED TO IDLE00 FT, THE RIGHT ENGINE WAS ALSO RETARDED TO IDLE- ENGINE O'EhW'ION WAS MORHAL THROUGHOUT DESCENT. LAND IMG WAS NORMAL, BUT "ME CHUTE FAILED TO DEPLOY. ACFTT OF OVERRUN BEFORE STOPPING.
END OF MESSAGE
INFO .
TORI
22
63
PRIORITY
FLTEST OPS NO NIGHT,.ACTION
ADE FLTN 21 PILOT TAKEOFF4 HOURS AREA TIMEINUTES. GROSS0 POUNDS, CGERCENT. MAX SPEED: 4 MACH, MAX0 FEET. PURPOSE: EVALUATIONO INCH SLOTTED OPENING IN ENGINE TO NACELLE ADAPTER RING.
TAKEOFF, CLIMB AND CRUISEACH TO
NORMAL. EGREE TURN, ACFT ACCELERATED4 MACH0 FEET AT WHICH POINT ROUGHNESS DEVELOPED. LEFT ENGINE WAS RETARDED TO IDLE AND STALL DEVELOPED. THROTTLE ADVANCED TO MIL POWER, STALL CEASED AND SPEED INCREASEDACH. LEFT THROTTLE AGAIN RETARDED TO IDLE AND STALL DEVELOPED. WHEN ACFT DECELERATEDACH, ROUGHNESS CEASED. DESCENT WAS MADE0 FEETEAS LINE WITH LEFT ENGINE IN IDLE. NO
DIFFICULTIES ENCOUNTERED. FINAL DESCENT, LANDING AND CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
7 NOV 63
MP^AQE SECRET
PRIORITY OXCART FLTESTITE ACTION
aUCUATION AND QUICKLY WENTFLIGHT TEST AND RETURNED TO BASE IN MINIMUM AFTERBURNER. WAS LOWERED BY THE EMERGENCY SYSTEM. LANDING ANDWERE NORMAL. NOSE GEAR STEERING NOT AVAILABLE DUE HYDRO SYSTEM FAILURE AND BRAKES SEEMED VERY MARGINALROLLED OUT ON OVERRUN. BOTH ENGINES
BECAUSE BRAKE ACTION WAS NOT STOPPING AIRCRAFT. AIRCRAFT CAME TO STOP ON
ADE FLIGHTNOVECOND FLT OF DAY). OFFOURS FORINUTES. GROSS0 POUNDS. 8 PERCENT. MAXIMUM5 MACH AND MAXIMUM0 FEET. PURPOSE: ENGINE RE-LIFHT JUST BELOW INLET RROUGHHESS SPEEDACH),
TAKE OFF AND CLIMBEAS LINEACH WERE NORMAL. CLIMB SPEED WAS REDUCEDEAS IN PREPARATION FO* ENGINE RELIGHT OPERATION. THE "L" HYDRALIC SYSTEM GAGEAPID
WEST OF OVERRUN. NO DAMAGE.
TERMINATED
OF MESSAGE
fc T
date 0 2 16 63
T0 Til RECTO*
FROM
INFO i
TO?t! 6 NOV 63
TO PMORITY
FLTEST OPS
ADE FLIGHTN 0 HOURS FORINUTES. GROSSACH, MAXIMUM0 FEET. CLIMB PERFORMANCE INVESTIGATION. SPIKES ANDIN AUTOMATIC,Q IN SLOTTED ENGINE ADAPTER RING, AIR BLED OVERBOARD AT BY-PASS DOOR LOUVERS.
FEET AFTE* WHICH
AND AFTERBURNER CLIMBEAS LINE0
DESCENDEDEET FOR SECOND CLIMB.
ACCELERATEDEA
AIRCRAFT STARTED TO CUTOFF AFTERBURNEREAS.
>Pijrr? Maximum AFTERBURNER AMD ROTATED AIRCRAFT TO APPROXIMATELY DEGREE ANGLE FOR CLIMBEASC^LERATE IMMEDIATELY AND
WHEN AIRCRAFT DECELERATEDEAS, STILL INEGREE PITCH ANGLE, MAXIMUM AFTERBURNER WAS REAPPLIED. CLIMB TEST WAS TERMINATEDEAS,0 FEET,
STATED THAT CLIMB
PERFORMANCE MUCH BETTEREAS THANEAS. AIRCRAFT
WET
ZOV 63
F.TEST OPS NO NIGHT ACTION
ADE FLTN I PILOT TAKE OFF5 HOURS T ItIHEINUTES. GROSS0 POUNDS. 0 PERCENT. MAXIMUM8 MACH, MAXIMUM0 FEET. PURPOSE: ACFTWO ACCELERATION CLIMBS, ONE ONEAS LINE AND ONE ONEAS LINE, UNTIL ENCOUNTERING ROUGHNESS.
AFTER NORMAL TAKE OFF EXTERNAL PICTURES WERE TAKEN OF EJECTOR RAPS0 FEET ON BOTH ACCELERATION CLIMBS. POWER WAS REDUCED TO MINIMUM AB AND ACFT CRUISE CLIMBED0 FEET ON SECOND RUN. DESCENT, LANDING AND DRAG CHUTE WERE NORMAL.
SPIKE AND BY-PASS DOORS AUTOMATIC SWITCHING LEFT AND RIGHT SPIKE ATTITUDE PROBES DID NOT ALLEVIATE THE RIGHT SPIKE HYDRO-PRESSURE FLUCTUATION PROBLEM REPORTED ON LAST FLIGHT. HYDRO-PRESSURE FLUCTUATEDSI THROUGHOUT FLIGHT. TIME0 FEET, INUTES. TIMEACH, INUTES. END BF MESSAGE
BY other than THE ISSUING OffJCF ijNo.
TORI 1 OCT 6^
PRIORITY
FLTEST OPS NO NIGHT ACTION
ADE FLTN PILOT SCHALK. TAKE OFF0 HOURS AREA TIME FORINUTES. GROSS0 POUNDS. 0 PERCENT. MAXIMUM5 MACH, MAXIMUM0 FEET. PURPOSE! ACFT PERFORMANCE -RIGHT SPIKE SET ONE AND ONE-HALF INCHES AHEAD OF NORMAL SCHEDULE.
AFTER NORMAL TAKE OFF, CLIMB WAS ACCOMPLISHED ONEAS LIVE0 FEET. AS ACFT PASSEDACH, SLIGHT HYDRO PRESSURE FLUCTUATIONS INDICATED RIGHT SPIKE INSTABILITY. INLET ROUGNESS DEVELOPED2 MACH, BUT STALLS DID NOT OCCUR. DESCENT AND LANDING WERE NORMAL. THE DRAG CHUTE FAILED TO DEPLOY (DOORS DID NOT OPEN) AND THE ACFT USEDEET OF OVERRUN. ACFT SCHEDULED FOR NEXT FLT AFTERNOON OFCT. THE LEFT AND RIGHT SPIKE ATTITUDE PROBES WILL BE SWITCHED FOR THIS FLT.
END OF MESSAGE
^PRODUCTION BY OTHER THAN THE ISSUING OFFICE I: -Tronrw
r
WilliCT 63
, ,
DIRECTOR
OPS FLTEST NO NIGHT ACTION
ADE FLIGHTN PILOTS TAXE OFF HOURS FORINUTES. GROSS8 PERCENT, TAKE OFFNOTS, TAKE OFF0 FT, PPESSURE0 FT, TEMPERATUREEGREES, WIND CALM. MAXIMUM3 HACH AND MAXIMUM0 FT. FURPOSEs AIRCRAFT PERFORMANCE WITHQ INCH OPENINGS IN ENGINE ADAPTER RINGS.
TAKE OFF, CLIMB AND LEVEL OFF0 FT WERE NORMAL. ACFT ACCELERATED0 MACH FORINUTES OF CRUISE0 FT. ENGINE INLET ROUGHNESS EXPERIENCES15 KEAS}. DESCENT, LANDING AND CHUTE DEPLOYMENT WERE NORMAL.
END OF MESSAGE
/
. 2 oct 63
to irector
osa i 15
tm i
2 oct s3
priority
0M
MESSAGE
oxcart fltest ops
ade flightn <second flight of day). pilot schalk. take off6 hours forinutes. cross,.ercent. maximumach, maximum0 ft. purpose: performance investigation at transonic speed range.
take off, climb, and level off were normal. the first performance run vas made at maximumeas, achach. the second performance run vas made at militaryeas,achach at which point the aircraft became power limited. descent, landing, and chute deployment were normal.
the tertiary doors were free swinging on this flight;
otherwise. this flight was the same as the pilot stated
that hp flmv difference between tertiary doors blocked P
*>
open and erie swinging.
ItPilODUCTiON BY OTMEP THANISSUING OffiCC IS rroi wig
end of message
priority oxcart pltest ops
ade flightnilotloff0 hours forinutes, gross0 lbs,
co.ercent. maximumach, maximum0 ft. purpose* performance investigation at transonic speed range.
take off, climb, and level off were normal. the first performance run was made at maximumeas,achach. the second performance run was made at militaryeas,achach at which point the aircraft became power limited. descent, landing, and chute deployment were normal.
the tertiary doors were blocked open for this flight. the aircraet is scheduledecond flight today, duplicating the first flights card, except that the tertiary doors will de free swinging.
end of message
13
n it raou
5
TOR: i3
in
oxcart ops fltest no night action
ade flightnctecond flight of day). pilot take off7 hours forinutes. gross08 percent. maximum5 mach, maximum8 ft. purpose! performance investigation at transonic speed range.
engines were trimmedegrees before take off and were not touched for remainder of flight. take off climb and level off were normal. the first performance run was made at maximumeas,achach. the second performance run was made at militaryeas, achach at which tihe acft was power limited. on return tothe pilot accelerated5 mach0 ft to burn fuel, reduce weight and be at proper altitude in the special operating area. descent, landing, and chute deployment were normal.
during climb out the right engine egtnd the left engine egt went, however. both engines ere within lthits
REPRODUCTION BY OTHER THAN THE ISSUING OFTCE D
70 ' DIRECTOR
OCT 65
priority
OXCART OPS FLTEST
1* ADE FLIGHTN j0 PILOTi
TAKE OFF5 HOURSOUR ANDINUTES. GROSSBS,ERCENT. PRESSURE, TEMPERATUREEGREES f. TAKE OFFT, TAKE OFFNOTS, WIND CALM. MAXIMUM5 MACH, MAXIMUM3 FT. PURPOSE! HEAT SOAK AND INLET ROUGHNESS INVESTIGATION.
2. TAKE OFF CLIMB AND LEVEL OFF0 FT ANDACH VERS NORKALo SPIKE AND BY-PASS DOOR CONTROLS WERE IN AUTOMATIC AT START OF ACCELERATION RUN. AS ACFT PASSED9 MACH, HYDRO PRESSURE FLUCTUATIONS INDICATED THAT THE RIGHT SPIKE WAS MOVING IN AND OUT VERY RAPIDLY. AIRCRAFT SHAKING AND YAW MOVEMENTS CONFIRMED RIGHT SPIKE MALFUNCTION. THE RIGHT SPIKE CONTROL WAS PLACED IN MANUAL FORWARD AND THE BY-PASS DOORS WERE PLACED IN MANUAL OPEN* THESE ACT IONS ELIMINATED THE SHAKE, BUT YAW WAS STILL APPARENT BECAUSE OF THRUST DIFFERENTIAL BETWEEN LEFT AND
l
L
sE*f ISSUING-OFFICEMjrWHCU.
Copy No
adecturationin, take off0 local. gross weightbs. 8 per cent, take offempegrees, wind calm, maxax0ilot lou shalk. purpose of flight* roughness at high speed investigation, new right hand spike control installed.
normal take off, climb and acceleration50 ft where spike normally begins program. at this point the spike began to fluctuate badly and lou could feel it shaking entire aircraft in yaw. hydro pressure fluctuations variedsi0 psi, article continued to accelerate40 where lou put spikes on manual and this stopped the intermittant fluctuations and shake. at this point he elected to return home, particularly since the weather was closing in rapidly. heon manual40 ft. on the way hone.
landing was made0 lbs. of fuel, it was normal with good chute deployment and turn off at taxi.way.
by other than the issuing office is
No
If ;2
ATXBG TURN AT KORTK EKDUTE. . after LEVEL OFF-KKADXHS. ACFT EXPERIENCED UHUSUAL yaw DUEYTIETRY CAUSED BY HIGH FUEL FLOV IN LEFT EDS IREFCWS RAHBK* C CUT OF MIL RfcMQS. WHENCCELERATION IN CLIHB RATHER THANLEVEL FLIGHT. ftED IN high EGT READINGS
REQUIRING 'TSIHMIKS down BOTH ENGINES.
dLETESS frT ANY SPEEDACH;
HOWEVER* actual ROUGHNESS EXFSRIHNCaD WAS OF SUCK LOW MAGNITUDE IT mpstiasfif^-grTc nn??. THE EXPECTED roughness dw UOT APPEAR AT MAXIMUM SPEED END OF SPEED RUN. RELITE has satisfactory. AUTO-pilot CHECKED OUT DURING TEST EXCEPT FOR DIFFICULTY MENTIONED IN HACH HOLD. ROUTINE DESCENT, APPROACH AND LANDING KADE WITH NORMAL CHUTE DEPLOYMENT AND FOSVFLIGHT_ REVEALED LITTLE DAM ASF.FCTOR FLAPS AS COMPARED to PREVIOUSHIS FWVj RflMMrHT.
END OF MESSAGE
7 OCT 63
T
1ft ^
ZZi7Z
0
Y
FLTEST iK-'ST ACTION
1. KADE FLT.
PILOT;
OK?C HOURS
FOR ONE HOUR AND TEH
GROSSOUNDS,! PERCENT-PRESSURE8 FEET* TEMPERATUREEGREES f. TAKEOFF0 FEET. COMPUTED AND ESTIMATEDNOTS WITH ROTATION KNOTS WIND LIGHT AND VARIABLE. MAXIMUM7 MACH, MAXIMUM ALTITUDEEET0 FEET. PURPOSE: HEAT SOAK AND ENGINE INLET PROBE ROUGHNESS TEST.
2. A3 TAKEOFF0 FEET, OUT OF BURNER FOR LEVEL FLT UNDER TUNNEL- THEN AB CLIMBEAS TOACH THENACH CLIMB0 FEET WHERE LEVEL OFF AND ACCELERATION BEGIN*. RECUIRSO DIVING TOS0 FOR DESIRED SUPERSONIC FIT, CHECKED VARIOUS ENGINEERING PREDICTIONS DURING LEVEL OFF, ACCELERATION, AND CRUISE. EXPERIENCED DIFFICULTY IN ACCELEK-
m
ttlTWO
THE RIGHT HA;ID SPIKE CONTROL SYSTEM IS BEING CHECKEDTHE. ,
^ SEW SUBJECT: THE REWORKED PARACHUTE WITH NEW SHOULDER STRAP* IKCil thihher PACK WAS TRIED BV LOU SHALK AHD HE SaYSHEAT IMPROVEMENT OVER THE PRESENT ONE. good SHOULDER MOBILITY, GREAT DEAL MORE comfortb
SUBJECT: Out to brittle ROD end ball bearingsFE
a. of,, and uiu
BE DOWN THE REST OF the WEEK,
SUBJF.cts DUE tc deteriorating weather conditionsprobably be NO HO RE flying
EOT Or message
Dl
4 SEP 6E
to IRECTOR
run ,
S'
EP 63
PRIORITY
OPS FLTEST NO NIGHT ACTION
I. ADE FLIGHTN PILOT:
1 TAKE
ATOURSOUR AND II MINUTES. GROSSBS, CGERCENT, PRESSURE0 FT, TEMPERATUREAKE OFF0 FT, TAKE OFFNOTS,NOTS, VARIABLE. MAXIMUM3 HACH, RAXIHUH0 FT. PURPOSE: HEAT SOAX.
2. TAKE OFF, CLIMB, AND ACCELERATION3 MACH WERE NORMAL. RIGHT ENGINE STALLED WHEN ACFT VAS AT0 FT. STALL CLEARED AND AFTERBURNER RELIT WITHOUT DIFFICULTY. MAJORITY OF FLIGHT WAS5 MACH. DESCENT ANO LANDING NORMAL, BUT CHUTE DID NOT DEPLOY. CHUTE DOORS FAILED TO OPEN. SPIKES AND BY-PASS DOORS WERE IN AUTOMATIC. SAS WORKED WELL. AUTOPILOT USED IN MACH HOLD MODE5 MACH AND WORKED SATISFACTORILY.
END OF MSG
HPRODUCnONTrlGt THAN THEfFlC= ISVKOVBnBX o
1 SEP 63
vc 'DIRECTOR
EP 63
IN
re
1 HRINUTES, TAKEOFFOCAL. GROSS9 PERCENT. TAKEOFFT. MAX, MAX0 FT. PURPOSE OF FLIGHT: HEAT SOAK AT MACH NUMBER JUST BELOW ENGINE STALL AT HIGH ALTITUDE.
in
MAJORITY OF FLIGHT WAS MADE70 FT. INUTES0 FT, HAD AB BLOWOUTUST LIKE YESTERDAY.
PILOT WENT NORTH TO
AND ON RETURN TO
HOME BASE0 LBS FUEL REMAINING, SO MADE ANOTHER LOOP TO
SUIT PRESSURIZATION AND. SAS SATISFACTORY. END OF MESSAGE
9 SEP 63
TO 'DIRECTOR
Fl*Of
fltest ops
1. ade pilotinutes, takeoff0 HOURsT [time. gross
OUNDS, 9 PERCENT. MAXIMUMAXIMUM0 FEET. PURPOSE OF FLIGHTi TO CLIMBEAS UNTIL ROUGHNESS OR ENGINE STALL OCCUR AND THEN BACK OFF AND CLIMB AT THAT MACH NUMBER UNTIL ENGINE STALL.
AIRCRAFT CONFIGURATION WAS FULLY AUTOMATIC INLET CONTROLS, SUPERFAST TRIMMERS, ENGINES TRIMMED DURING PRE-FLIQHT TIE DOWN GROUND RUNS. ENGINES WERENDEWORKED5 K, WITH LATEST AB LINERS, FINE HONEYCOMB, NEXT TO LATEST FUEL CONTROLS SET RICH, CLOCK SPRINGS ON THE THROTTLES.
TAKEOFF WAS NORMAL FOLLOWED BY CLIMBEAS TO AIRCRAFT WAS EXTREMELY SMOOTH TO THIS POINT BUT
2 VIOLENT SURGING OCCURRED FOLLOWED BY AB BLOWOUT. HOWEVER,
REPRODUCTION BV OTHER THAN IHE ISStflNG OFHCE I*
r.UT'ivi in.'
Zcat Ita
3 PAGE Z 2
ENGINE KEPT RUNNING AND AFTER BACKING OFFHE Afi VAS RELIT AND FLIGHT PROCEEDED. HE THEN CLIMBED8HEREURN0 DEGREE BANK THE RIGHT AB FLAMED OUT DUE TO LOW KEASLOWOUT), PILOT THEN ELECTED TO RETURN TO HOME.
TIHE0 FEET WAS APPROXIMATELYINUTES WHICH IS LONGEST TO DATE. PILOT STATED THAT EVEN THOUGH AIR CONDITIONING WAS SET UP TO FULL COLD HE BECAME VERY WARM AND UNCOMFORTABLE.
DURING FLIGHT TRIMMERS WERE USED TWICE ONCE JUST AFTER TAKEOFFLIGHT ADJUSTMENT AND LATERLUS FLIGHT TO EVEN
UP RPM OF BOTH ENGINES SUPERFAST TRIMMERS WORKED
PRELIMINARY INSPECTION OF LATEST AB LINERS SHOWED THEM TO BE OK. TAIL FLAPS OF RIGHT ENGINE DAMAGED IN USUAL FASHION.
LANDING WAS NORMAL BUT CHUTE FAILED TO DEPLOY UNTIL ACFT WAS STOPPED BY BRAKING.
FOR TOMORROWS FLIGHTEPHE EJECTOR FLAPS WILL BE PERMANENTLY FIXED WIDE OPEN BY STEEL RINGS IN AN ATTEMPT TO ELIMINATE ANOTHER FLEXIBLE UNKNOWN FROM THE SYSTEM.
S BEING MODIFIED FOR THE NEXTRE REPLACING THE INLET BY-PASS DOOR TUBES WITHMESH TUBES FOR FOD REASONS, SEALING THE EXIT LOUVERS AND
AGE 3 2
DUMPING THE BY-PASS AIR DOWN AROUND ENGINE AS SECONDARY FLOW. SINCE THIS WILL BE INSUFFICIENT THEY WILL ALSO LEAVE THE OPENINGS IN THE ENGINE ADAPTOR RING AS IS. THERE WILL BE NO CHANGE MADE TO THE SHOCK TRAP BLEED DUMPS AT THIS TINE. THEY ARE AT THIS MOMENT CHANGING ENGINES TO REPLACE THE ONE THAT DAMAGED THE AB LINEREP.
10. WE HAVE AN IMPASSE ON THE ENGINES AT THIS TIME WITH THE TWO ONAVING THE LATEST HONEYCOMB BUT THE OLD AB LINERS AND THE TWO ONAVING THE OLD HONEYCOMB BUT THE LATEST AB LINERS.
END OF MESSAGE
Z UG 63
to : DIRECTOR
k: mo ;
to
TORi 3 AUG 63
PRITY
OPS FLTEST NO NIGHT ACTION
1- ADE FLIGHTN PILOT!
TAKE OFF0 HOURS FORINUTES* GROSS0.ERCENT. MAXIMUMACH, MAXIMUM0 FT. PURPOSE! HEAT SOAK.
2. AKE OFF AND CLIMB0 FT. LEVELED OFF ATPROCEEDED THROUGH "TUNNEL" TO SCJUTH EDGE OF
AT ION RUN MAKING TURN TO SOUTH AT
ND CLIMBEAS LINE0 FT. STARTED ACCELER-
THE PILOT'S SUIT VENT HOSE
BECAME DISCONNECTED DURING TURN. AFTER HOOKING UP SUIT VENT, PILOT CONTINUED ACCELERATION RUNACH0 FT. *COULD NOT ATTAIN SPEED OFLUS MACH BECAUSE PILOT COULD NOTIGHT ENGINE EGT FROM RISINGEGREES.
3. PILOT STATED THAT SOME TYPE OF CHAIN, LANYARD ETC,ATTACHED TO SUIT VENT HOSE AND SUIT. WHEN HOSE BECOMESTHE PILOT MUST PRESENTLY FEEL AROUND THEL OPERATING
REPRODUCTION BY OTHER THAN THc ISSUING OFFICE 15
(INC PAGE THO
| FLIGHT RESTRICTIONS WHICH BECAME EFFECTIVE ONUG ARE VERY RESTRICTIVE AND HAMPER FLIGHT TEST OPERATIONS. ACFT TENTATIVELY SCHEDULED FORUG.
END OF MESSAGE
UG,L . *-
DIRECTOR
.UG Go
JOHN PARANGOSKY FROM
SUMMATION OF FLIGHTS ABOVE MACH
IME
S
145
101
DATA AS OF
MAX. SUPERSONIC DURATION #ASIN. ON
, ON AUG.
END OF MESSAGE
FLTEST OPS
OXCART
1. iADZ FLIGHT6 PILOT
the.
T.ROSS WEIGHTPOUNDS,9 PESCENT. OUR ATlOi3 AND ONE MINUTE. TAKEOFF5 HOURS
MAXIMUM SPEEDAXIMUM^ FEET. INUTES. PURPOSE OF FLIGHT WAS INVESTIGATION OF ENGINE STALLING IN TURN AND EXTENDED HEAT SOAK TIMS ABOVE. CONFIGURATIONNGINES, SUPERFAST TRIMMERS AND FULLY A'JTOMATIC SPIKE AND DOOR CONTROLS.
TAKEOFF MADEOLLOWED BY CLIM33 FEET. ARTICLE THEN ACCELERATEDEAS TO HICH WAS THEN HELD FOR REMAINDER OF FLIGHT. FULL A'3 WAS MAINTAINED AND NACH NUMBER HELD BY CLIMBING.
FLIGHT PROCEEDEDILESIGHT TURN WAS INITIATED TO DETERMINE IF LEFT ENGINE WOULD STALL AS
RIGHT HAD DOtfE HOWEVER, LEFT ENGINE WAS VERY STEADY
s
ther than the issuing OfflCE
AGE TWO
WITH NO SPIKE FLUCTUATION. THERE WERE SLIGHT FLUCTUATIONS OF THE RIGHT SPIKE BUT NOTHING SIGNIFICANT. DURING THEOAD WAS VARIEDITH NOTHING SIGNIFICANT APPEARING. 4. HE COUPLETED TURN AND WAS STRAIGHT AND LEVEL FOR HOME BASE
AT HE WAS0 FEET, ND0 POUNDS
OUNDS REMAINED, SO HE CAME
FUEL REMAINING. AT
OUT OF AB,URN OVER BASE DESCENDED AND LANDED. LANDING NORMAL, GOOD CHUTE.
5.STATED THAT HE HAD TO TRIM EGT CONTINUALLY EVEN WITH
FAST TRIMMERS. HE FEELS AUTO TRIM IS HIGHLY DESIRABLE. LAC HAS COMPLETED THEIR TEST STAND TESTS OF THE AUTO TRIM DEVICE AND IT LOOKS SATISFACTORY. THEY ARE PROCEEDING TOET READY FOR.
IS NO SCHEDULE FOR NEXT FLIGHT AS YET.
END OF MESSAGE
vvaL 63
DIRECTOR
TOR* 8SSAZ SP JiR 63
S IN
PRITY
OXCART
TOANSOSKYKELLV JOVNSON REF;
DAMAGE TO AIRCRAFTBEING WILL F'IRNISMSTIMATE FOR REP*IR AS*". CAUSE QPv*sEPRO* IN NOT CLOSING ENGINE SYPASSANUALLY AFTERTOrF. THIS AIRCRAFT ONLY ONE WITH MAN'IAL CONTROL TO OPERATE GYP*SS. TT HAS BEEN TEST DM OPTIMUM MACH NUMBER FOR BYPASS FUNCTIONING AS "ART OF ENGINE TEST PROGRAM. ENGINE STALL DEVELOPED ON TAKEOFF.
ESSAGE
REPRODUCTION DY OTHER THAN IKE ISSUING OFFICE ISViv
7 RH NOi
/
SDI RECTOR
PRITV
Ft TEST OPS
NO NIOSK
AIP? tSffl BADEUL DURATION. , PLLOTl LOU SCHaLX , GROSS Kl
.ER CENT. PURPOSE OF PL IGKTr WITH RArual EMjIHE BLEED XN1RCL OHENGINEAUTOMATIC ONENGINES WITH MANUAL BY
PASS DOOR CONTROLS. MEBU*'1 SPEED TPIflfERS.
2. MAXIMUM SPEED REACHEDND MAXIM0 FT*
PILOT RSPOPTS PLENTY OF EST TRIM THROUGHOUT FLIGHT BUT HAD RPH DHOOP ON LEFT LNGTNE, HE KEPT BLEEDS CLOSED UP TO? and HISAS EXCELLENT REACHING0 LBS fF FUEL REMAKING.
HCVEVZRt CfAN UAL BY PASS DOORS HAD
LITTLE EFFECT OF ViEYHICH STARTED AT3 ANDiRCOGWOUJ 'Li IHP'-iGVEKEOTED WAS EVERY TJ'ME HE BROUGHT IHEPLEFT ENGINE BrHELIGHTOU KNESS
VIHTJt THANISM*
IS SCHEDULED TO GOZ, I?
hz ul 63
irector noH
icnoK os*s jito
2 jul 63
it y
fltest ops no night action
1. ade1 take offours local forinutes. gross0 lbs and cgercent. pilot: I
purpose of flight:
envelope extension with manual by-pass door closureach,
2. left and right engines were trimmed at take off positionegrees egt. prior to brake release, the engines were trimmed downegrees egt on the advice of chase pilot -lou schalk. schalk recommended this action since he hadear over-temp condition on the previouslight. ake off and climb onach line to level off5 keas. acft acceleratedach without incident (by-pass doorsnches). acft would not accelerate5 mach, therefore pilot decided to terminate test. by-pass doors were put in manual open and
REPRODUCTION BY OTHER THAN THE ISSUING Ofktteu <oo>
TWO
PILOT REALIZED THAT THE SPIKES HAD BEEN LEFT IN FORWARD POSITION THROUGHOUT FLIGHT. DESCENT, LANDING, AND CHUTE DEPLOYMENT WERE NORMAL. MAX SPEED AND ALTITUDE ATTAINED5 MACH0 FT. AFTER FLIGHT INSPECTIONRACKED RIGHT AFTERBURNER LINER. ACFT NOW LAID UP FOR RIGHT ENGINE CHANGE. PLANNING TO INSTALL ENGINE. ESTIMATE ACFT READY FOR FLIGHT
END OF MESSAGE
i
J2ur 6.
-
tor ejeizun 63
i S>
FLTEST HO MIGHT ACTIO?:
ADEN IME FORINUTES DURATION. PILOT
TAKE OFF GROSSZZfi LBS0 PERCENT. PURPOSE OFEXTENSION AND PRESSURECKOUT FOR
PRlOf; TO TAKE OFF ENGIME TRIM,NGINE WENT INTOPOVER LCVERAM, ALSO VERY SLOW TO TRIMWAS CUT. RIGHT ENGINE TRIM WAS SATISFACTORY. PILOT HADE
AXE OFF AND CLIMBEAS LINE LEVELLING0 FT ANDACH. PILOT STARTED ACCELERATION BUT AUTOPILOT DROVE TO FULL DOWN TRIM. AUTO PILOT WAS DISENGAGED AND ACCELERATION WAS CONTINUED. LEFT SIDE HIGH TEMP LIGHT STARTED FLASHING AT le9 MACH, LIGHT REMAINED ON AS ACFTACH0 FT. UT OFF AND HIGH TEMP LIGHT WENT OUT* BOTH ENGINES WERE PLACED IN MILITARY POWER AND ACFTEET8 FTEAS. DE SCENT STARTED,'S
-
. (INTWO
RELIT AND LEFT SIDE HIGH TEMP LIGHT CAME ON. LIGHT AGAIN WENT OUTAS CUT OFF. DESCENT CONTINUED AT REDUCED POWER AND ON DOWHWIND LEG, THE LEFT SIDE HIGH TEMP LIGHT STARTED FLASHING. SCAN POSITION PLACED ONND LIGHT REMAINED ON UNTIL ENGINE WAS CUTHDJ.NG. LANDING AND CHUTE DEPLOYMENT NORMAL. PILOT HAD DIFFICULTY TRIMMING LEFT ENGINE THROUGHOUT FLIGHT. SPIKE CONTROLS WORKED SATISFACTORILY BUT RIGHT BY-PASS DOORS fcOULD NOT CLOSE. PRELIMINARY AFTER FLIGHT REVEALED FO SIGNS OF EXCESSIVE HEAT ON LEFT SIDE, SO ASSUME HIGH TEKP LIGHT ILLUMINATION IS AN ELECTRICAL PROBLEM.
2. UST COMPLETED ENGINE RUNS AND IS SCHEDULED0 TAKE OFF
OF MSG-
CLASSfFItT)AGt
2 JUN 63
io < DIRECTOR
FROU i
icnoft IS> iHFO , >
2 JUN 63
OXCART
FLTEST
N PILOT LOU SCHALK. 8 HOURS | 1 HOURS TIHE, DURATION ONE HOURINUTES. T,ROSS,6 PERCENT. PURPOSE OF FLIGHT WAS SHAKEDOWN OFODIFIED PRODUCTION FLIGHT CARD WAS RUN, PLUS RELIGHTS,
NORMAL AB TAKEOFF AND CLIMB0 FEET FOLLOWED BY LEVEL FLIGHT, FOLLOWED BY ACCELERATION0 FEET. DESCENT0 FEET DOING SYSTEMS CHECKS. THE EMERGENCY INVERTER SWITCHOVER WAS THEN MADE0 FEET AND SCHALK REPORTS THAT IT IS COMPLETELY UNACCEPTABLE SINCE ALL SAS CHANNELS DROP OFF AND WHEN RE-ENGAGED ONLY "A" CHANNEL
COMES BACK. THE INVERTER FIX ONS BETTER SINCE IT IS MODIFIED SO THAT ALL CHANNELS OF SAS ARE NEVER LOST DURING SWITCHOVER.
3* RELIGHTS WERE MADE ON BOTH ENGINES0 FEETEAS.
BY OTHER THAN THE ISSUING OFFICENa.
3D OUT.
INTWO
MAXIMUM SPEED WAS MACH AND MAX0 FEET DURING FLIGHT *
NORMAL LANDING VIVH GOOD CHUTE DEPLOYMENT,
SECONO FLIGHTAS BEEN CANCELLED DUE TO OIL PRESSURE DROP ON LEFT SIDE WHICH MUST BE INVESTIGATED BEFORE NEXT FLIGHT.
-END OF MSG*
ZAY 63
/ I. W
TO -DIRECTOR
OPERATIONAL IMMEDIATE
TORt. 2 .MAY 63
qpim|
FLTEST
1. ADE FLT PILOT
3 HOURS
TIME DURATION OF FLIGHT
"ItIME. T.ROSS VT
INUTES. LANDED56 PERCENT. PURPOSE OF FLTi TESTS OF NEV INLET CONTROLS AND SPIKE ACTUATORS.
SUMMARY: ACFT HADE NORMAL TAKEOFF AND CLIMB OUT,AXIMUM SPEED4 AND MAX ALTITUDE0 FEET DURING FLIGHT.
DURING ACCELERATION THE RIGHT SPIKE HYDRAULIC PRESSURE STARTED TO FLUCTUATE8 AND LEFT STARTED FLUCTUATING THIS LED TO DUCT RUMBLE AND SHAKE. PILOT IMMEDIATELY PUT SPIKES FULL FORWARD AND RUMBLE STOPPED. HE THEN EASED
OUT TO M4 AND OPENED BY-PASS DOORS, WHICH WERE ON AUTOMATIC UP TO THIS TIME. HE NOTICED NO CHANGE IN DUCT ROUGHNESS BUT COULD FEEL THE CHANGE IN THRUST AS AIR WAS SPILLED.
fcl-PUODUCTiON BY OTHER THAN THf hiUING OFFICEuihi;
NEXT ITEMS CN CARD WERE AIR STARTS. FIRST START ATTEMPTED
Cl pi
o
lH2
8 FEETITH NO SUCCESS. SECOND TRY SUCCESSFUL0 FEET HE THEN FOLLOWED WITH SXCESSFUL STARTS, , THE LOWEST WAS0 HPS. SCHALK FEELS HE COULD MAKE STARTSOWER ALTITUDEEAS AND WILL TRY IT THIS
LANDING WAS NORMAL WITH GOOD CHUTE.
SCHEDULE FOR THISAYNCLUDES GOING WITH ONE SPIKE FULL FORWARD AND OBSERVING OPERATION OF OTHER ONE, PLUS AIR STARTS ALL ON.
UFFERED SEVERE FOD ONN DAMAGE BEING SURVEYEDT THIS TIME WILL KEEP
END OF MSG
PR *J
DXRECTOft
. -.
PP/t
s/c
lPR $i
rami
7
FLTEST
PLI, PURPOSE: TESTCON1ROL ON INLET CONTROL "ALVES AND SPIKES AND AIRTIME: Bt43. PILOT. GROSS VEXQHTl .
CG! LW8O HACH. PHLC'S COMMENTS! FIRST FLT WITH IM STOPS IN BYPASS DOORSAOHACH SPIKE AND BYPASS DOORS WERE IN AUTO AND NO ROUGHNESS WAS ENCO'JNTiRED. S9fl FT LEFT_FIN5 WARNING LIGHT CAME ON THROTTLE WAS RETARDED LIGHT WENT OUT MISSION WAS ABORTED. NO AIRSTART WERE ATTEMPTED, CHUTE DEPLOYED NORMAL.
oj ytt! thai* :
END OF MSG
IMMEDIATE
OTBfiZfrt 63
ADEPR62- DURATION ONE *DtB>IHU7EB. MAXIMUM, MAX0
phot
6 POUNDS, CG
'"ERCENT - OF FLTS FIPST FLT FOR
PEEXP-POVER POKTS MD HYDRAULIC SYSTEM CHECK
hiringsioN.
2. OUR1MB AKE OFF PILOTARGE DIFFERENCE IN FUEL FLOW BETVRCN0 POUNDS0 POUNDS. THIS HAS BEEN ATTRIBUTED TO INSTRUMENTATION. DURING TAKE OFF AND CLIHB TNSJ'RIIMDIIJIATION AND CAMERAS HERE ON RECORDING ACTION OF TAIL FLAPS AND TERTIARY DOORS.
3* DURING CLIHB OUT THE ENGINESPM DIFFERENCE REGARDLESS OF RON PILOT TRIED TO CHANGS THEM.
A, THF. FIRST POINT WAS TAXEN0 FEET9W POUNDS OF FUEL. HIS NEXT POINT UfS TO BE TAKENR FEET BUT*0 HIS RIGHT THROITLE BEGAN STICKING AND MO HATTER VHFRE HE FUT IT. HIGH OS LOV. IT VOULD RETURN TO MILITARY.
gsfeO ;nyvr:
UTTKKkrs chjcks uers twr possible* the engineoinj} it AtB) THE LIHftttl MSTBD AS THOUGHAS
IrPOH ttltiOfta*
3- fW0HD- andfltHT TX* IHKli'iTLE freed itself- fuel was DUflPED DOWNHEuuired TO PHUT OFF AFTER SWITCH WAS PilFHED Ti (iLOSKD WASECONDS. THIS /HDICATSS THAT THE SOLENOID
D/.i>ViR OF? AMD TKE GATE VALVE STUCK ONE WORE.rt U'iLLHICH.
checked AND WORKED SAT ISF ACTOR XL THESYSfkK HAS checked WITH BEAR dow)NOTS AHD. 7. UW4ZR4 vas FORMAL WITliUTE.
I CWIFNTSLtf PILOT WEREt POuREST THROTTLE
rntufl daicatorj
SET-UPVER FLOW, DIFFICULT TO HOVE ANDHASACFTATISFACTORY POWER INDICATION AND AS AOOMBiANILYAWED ATTITUDEEWTRIM CTHIS COULD KILL OUR HIGH SPEED POSSIBILITIESSSVMETRIC THRUSTEGREES RUDDERON, tl APSBY CHASE) TACHOMETERS AREITAIL PIPE PRESSURE WOULDETTER
AS CHASE PILOT, NOTED THAT THE TEH
BURST OR LOU'S FLI THIS HORN US II APRERE VERY SHORT ANDR DURATION SHOT WOULDN'T ENHAHCE THE CHANCES OF RLL TGHT.
y. ACFi*,RE AIX SCHEOULED FOR FLIGHTS
10. t* ISPF AT THIS TIKE AND WI'lIGHT
THREE
(QFucxKa flt ii ahr ARTik3 along WCU. IK HEASSEMBLY ahd SHOULD
HiVE engine hiws virtue a
rticleIfl!)Ot'N torHSTALLATIOH WITH NO estimate OP flt DATE AS VET.
f HSU
i
&
' DZRl&fOi
3
TOR: AR 63
ran' V
AuE FLT PURPOSE
oxckivt nrcsr m0 sjiort action
hr paRahsoski frok
9URONOURSINJTEC, RVELOP EXTSUSIGI*. GONriBURftTICK OF ISLETS HAS SPIKE SCHEDULED ONK ARC ONE-HALF INCHES FURTHUp AFT, PLUS FIXED STOPSYPASS DOORS, KEEPING5 INCHES FROM FULL CLOSED. DOORS LEFT THIS POSITION AT SPEEDACH NUMBER. GROSSM POUNDS, CGERCENT. MORiiftL AB TAKEOFF, CLIMB. ACCELACK NUMBER0 rTET, AT WHICH POINT SPIKE PLACED IN AUTO, BYPASS DOORS CLOSED TO STOP. NO ROUGHNESS NOTED. ACCELERATED OH OUT7 MACKlEET WHERE ROUGHNESS OCCURRED. CONTINUED ACCELERATION9 MACH NUMBER, AT THIS POINT LEFT ENGINE FIRE WORKING LITE CAME ON. REDUCED BOTH ENGINES TO Ma POWER, OKECIEO LEFT NACELLE WITH TEMP SELECTOR, 0AVS AXl DBJIOATIOHS OF FIRE. LEFT FIRE WARNING LITE STAYED ON, HED,. T 7HPDTTLE TOW
.
LEFT ZH3XH2STITCH. THIS
8 HACK RUBBER. SHORTLY AFTER ESERGSWCYSVITOH ACTUATTCO FIRE MPHIHO WIS WW OUT.BASS W. ZU)l? SHBIDI.
KEAS* HELD THIS CONDITION OH KIL POWERKT ENGINE, FUEL0 POUNDS TOTAL* AT THIS PC 1ST, RIGlrTjJjmteAULIC SYSTEM FAILED. PILOT LOWSRgD HEAR OS NORMAL SYSTEKWINDMILL RPM0 OH LEFT EHeiNI FOR HYDRAULIC POWER. GEAR CYCLE LONGER THAN NORMAL.
AS EXPECT ED LANDED ON ONECNTO EXCESSIVE
CROSS WIHuS Oi RUMHh.Y. EXCELLENTNORMAL CHUTE. POINT OF INTEREST VAS THAT HOSE GEftP STEERISA REMAINED EFFECTIVE DURING LAND EM ftOLt 3UE TO LEFT EHQXKEttYSTEM PRESSUREl PGI. IRE ACTUALLYi) LEFT EKGINE OR NACELL NOT YET BETSKHZRZD. INSPECTION DRDEK Vkt TO DETERMINE. FLTANCELLED DUE RAPIDLY DETERIORATING HEATHHt. FLIGHTSAR DOUBTFUL FOR SAME REASON.
END OF HK8SA0I
ADE FLTN TAKE OFF GROSS0 POUNDS;5 PERCENT? FLIGHT DURATION ONE HOUR ELEVEN nMUTES. PURPOSE OF FLIGHTi TAKE PICTURES OF EJECTOR FLAP FLUTTER IN TRANSONIC SPEED RANGE. PILOT LOU SCHALK.
AS TAKE OFF AND CLIMB WITH LEVEL OFF0 FT. 2 HACK). AFTER COMPLETING FLIGHT REQUIREMENTS0 FT, ACFT DESCENDED TO TRAFFIC PATTERN ALTITUDE,ADAR APPROACHESOW PASSES, AND ONE FULL STOP LANDING. CHUTEORilAL. GENERAL CARTER AND PARTY OBSERVED FLIGHT.
END OF MESSAGE
PRITY OXCARTJ NO NIGHT ACTIOS
DUE TO LOW CEILING AND GENERALLY BAD WEATHER CONDITIONS THE FLIGHT PROCRAM OFNAR WAS HELD TO SOME VOR CHECKS AND SOME GCA LANDINGS. NO PROGRESS ON INVESTIGATION OF DUCT VIBRATION. NO aiGHTS SCHEDULED FORAR. CHEDULEDAR.
END OF ME&SAGE
Y OTHER THAN THEBsIfiN^rTrcTi
^OTTSTTUX Copt No.
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TORI 0 MAR 63
OPIM
OXCART
9 MAR 63
TO i
-
ADE FLT NUMBER 7, GROSS0 POUNDS. 5 PERCENT. ENDURANCEINUTES. MAX 80 FEET. MAX0 FEET PILOT PURPOSE OF FLT, PERFORMANCE ENVELOPE EXTENSION.
ARTICLE IS EQUIPPED WITHNDFTERBURNER*
SHORTLY AFTER0 ARTICLE BEGAN EXPERIENCING DUCT RUMBLE WHICH CONTINUED AND GREW WORSE AS ARTICLE ACCELERATED THE PILOT THEN ELECTED TO CLIMB AND SLOW DOWN. AT INITIATION OF CLIMB THE ARTICLE WAS80 FEET AND THEN CLIM8ED0 FEETEAS. PILOT ESSENTIALLY800 FEET. ALTHOUGH AT THE SAME MACH NUMBER, THE REDUCED KEASISTINCT REDUCTION IN VIBRATION.
WHILEEAS PILOT TRIED MANUAL BY PASS DOOR OPEN AND MANUAL SPIKE FULL FORWARD WITH NO NOTICEABLE CHANGE IN VIBRATION. HE THEN RETURNED CONTROLS TO AUTOMATIC WITH NO
REPRODUCTION BY OTHER 'KAN THC ISSUING OFFICE !S
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