TO I? SFPBFiT
BRIEFING NOTE FOR THE DIRECTOR OF CENTRAL INTELLIGENCE SUBJECT: OXCART Status Report
1. Since the first flight of an2 aircraft onlightsours have been made utilizing thirteen aircraft I-
Of thooolights accumulating oau:ii nouxs-wero powered by thengine installation.
2. All2 aircraft have been delivered to the
With the loss of4 ana IZ3 on z?1 aircraft are presently at the test site. Aside from tho temporary grounding pending incorporation of fixes resulting from theccident review, four aircraft are assigned to flight test, six aircraft are assigned the the Detachment and aro being flown by the operational pilots while the latests assigned to functional check-out priorignmont to the Detachment. s scheduled forission capability training after delivery to the Detachment.
ircraft arc currently grounded forof fixes resulting from theccident. the accident and the fixes *hich involve the flightservo valves governing elcvon operation are included
in Attachment I. The first two, with all fixes incorporated are scheduled for flight during the wook
date the longest sustained flight for8 engines5 hours. The longestfor the trainer4 with5 engineshours. The maximum speed achieved has beenaximum altitude has0 foot. Onprilaircraft sustained flight forinutes between0 feet altitude. This represents theflight closely approximating design conditions.
APPROVED POR RELEASE DATE:7
three OXCART camera systems of Porkin Elmer and
two camera systems of Eastman Kodak at the tost site arosatisfactorily in Detachment aircraft at speeds up tohich is currently the restricted maximum speed pormiDslblo for Detachment aircraft. Overlights have beon performed. In the next few weeks Detachment aircraft will beavailablo to fly at Mach numbers abovend at such time the camera test onvelope will be extended to encompass higher speeds and tomporaturos notncountered in the camera flight test program.
A Westlnghouse device, known as KEMPSTER A, which will generato an electron cloud that can absorb radar frequencies, has been mounted in1 and performance testing has been started. The preliminary findings of two flight tests indicate that the equipment performed as planned. Additional tests are necessary to ascertain the optimized potential of the
In regard to ancillary aircraft systems equipment problems, the inertial navigation system performance is steadily improving. oupler retrofit, integrated rack and increased flow of cooling air to the system, now installed in allshould raise the reliability of this system to an acceptable level. Theommunications equipmentfor aerial refueling) is undergoing modification and should result eventually in an acceptable system. Tests of the latest modifiedystems will continue when aircraft resume flying the weekugust. Theommunications equipmentacing itom in the developmentetachment operational rendezvous aerial refueling capability.
Currently deficiencies still oxlst in aircraftand cruise performance. Reflection of these deficiencies was expressed by. Johnsonuppliers mooting on4 as summarized in Attachment IV. Because of thesepecial task force comprising senior performance engineering personnel of the contractors involved has been in session at Burbank since Their activity includeshorough analysis of all available flight test data and making rocomaendations for further improvements in the overall propulsion system performance. Many of thesoare now being implemented or are scheduled for early
Noteworthy items aret additional transonic wind tunnel testing, flight tests to optimize the climb path, and additional wind tunnel ejector tests. In addition, various other potential performance improvement factors aro being surfaced and examined by the group as indicated on Attachment IV.
3 Accident- Aircraft Flight8 Engine Development- Aircraft
HANDLE VIA r'i %SYSTEM
AIRCRAFT FLIGHT TEST SUMMARY
Toe followingecapitulation of flight teat activity sinco the first flight in
lights (total26 flights were5 engines;lights were with5 engino and8 engine. First flight with8 engines occurred
6 flights (totalours) withS engines.
rashed on3 afterlights (total0 hours) with5 engines.
dual-soatlights (totalours)5 onginos.
i3 flights (total7 hours) with8 engines.
4 flights (totalours) with8 engines.
7 flights (total"ours) withs engines.
9 flights (totalours) with8 engines.
1 flights (totalours) with8 engines.
9 flights (totalours) with8 engines. ,
HANDLE VIA BYEMAN CONTROL SYSTEM
1 flights <totalours) with8 engines.
lights (total5 hours) with 'J-58
0 flightsours) withngines.
The accumulated flight cxpcrionceourslights includes the following approximate totalnd number of flights above tho listed Mach numbers.
(Above given Mach No.)
(Above givon Mach No.)
handle via byeman
by-pass doors closed and eliminato leakage.
Dive through tha transonic region.
(3) Increase tho allowable turbineemperature during the brief tine to go froa
Increase tho allowable climb speedEAS above.
Investigato reducing the secondary airflow being raamcd down tho nacelle from the% to tho originally plannedThis could resultrag reduotion.
Improved fuel: a) increase density, b) increase heating valuo.