Leckhesd Aiecvaft Conporation ADVANCED DEVELOPMENT PROJECTS BUMBANK, CALIFORNIA ATE 160 (Serial Nos, 121 thru 130 ) MANUFACTURER'S MODEL SPECIFICATION HIGH ALTITUDE RESEARCH AIRPLANE. Petranto wy EL Le CLP. Str APPROVED SY te Clarence L, Johdion Vien President - Advanced Development Projects OaTE PAGES AFFECTED Complete Revision Complete Revisiona DIVISION OF LOCKHEED AIRCRAFT 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.7 3.2.8 Lockheed - CALIFORNIA COMPANY TABLE OF CONTENTS Scope and Classification Applicable Documents Requirements Characteristics Configuration Performance Weights Center of Gravity Location Areas Dimensions and Gen. General General Interior Arrangement Materials Workmanship Production, Maintenance and Repair Interchangeabiiity and Replaceability Finish Identification and Marking Extreme Temperature Operation CORPORATION n W 12 12 12 12 13 3 13a DIVISION OF LOCKHEED AIRcRartT 3.2.9 3.2.10 3.2.11 3.2.12 3.2.13 3.2.14 3.3.1 3.3.2 34 341 3.4.2 3.4.3 3.4.4 3.4.5 3.4.6 3.4.7 3.4.8 3.4.9 3.5 3.5.1 Ground Climatic Requirements Lubrication Standard Parts Crew Equipment Installation Equipment and Furnishings Installation Aerodynamics General Stability Design Criteria Structural Design Criteria General Maximum Flight Design Gross Weight Take-Off Design Gross Weight Landing Dosign Gross Weight Limit Flight Load Fectors Limit Landing Load Factor Limit Diving Speed Limit Taxi and Ground Handling Factors Ditching Criteria Wing Group Description and Components ii CALIFORNIA COMPANY CORPORATION Page B 13 14 14 14 4 15 15 15 15 15 15 15 15 15 16 16 16 18 18 18 .Lckheed CALIFORNIA COMPANY A DIVISTON OF LOCKHEED AIRCRAFT CORPORATION Page 3.5.2 Construction 18 3.5.3 Elevons af 3.5.4 Lift and Drag Increasing Devices 19 3.6 Tail Group 19 3.6.1 Description and Components 19 3.7 Body Group 19 3.7.1 Fuselage 19 3.8 Alighting Gear 21 3.8.1 General Description of Components 21 3.8.2 Main Landing Gear 21 3.8.3 Auxiliary Landing Gear (Tail Wheel) 21 3.8.4 Auxiliary Landing Gear (Nose Wheel) 21 3.8.5 Auxiliary Landing Gear (Wing) a 3.9 Alighting Gear (Water Type) 21 3.10 Surface Control Systems 22 3.10.1 Primary Flight Control System de 3.10.2 Secondary Flight Control System 22 . 3.10.3. Trim Control Systems 22 3.10.4 Automatic Flight Control System 23 3.11 Engine Section and Nacelle Group 23 3.11.1 Description and Components 23a DIVISION OF LOCKHEED AIRCRAFT 3.11.2 3.11.3 3.114 3115 3.11.6 3.117 3. 3.12.1 3.12.2 3.12.3 3.12.4 3.12.5, 3.12.6 3.12.7 3.12.8 3.12.9 3.12.10 31201 3.12.12 3.12.13 3.1214 3.12.15) 12 Lockheed » CALIFORNIA COMPANY Construction Engine Mounts Vibration Isolaters Firewalls Cowling and Cow! Flaps Access for Inspection and Maintenance Propulsion General Description and Components Main Propulsion Unit Auxiliary Propulsion Units Engine-Driven Accessories Air Induction System Exhaust System Cooling System Lubricating System Fuel System Water Injection System Propulsion System Controls Starting System Propeller Rocket Propulsion System Fire Warning System CORPORATION Page 23 23 23 23 24 24 24 24 24 24 24 24 25 28 28 28 28 28a 3.13 3.14 3.141 3.14.2 3.14.3 3.14.4 3.15 3.15.1 3.15.2 3.16 3.16.1 3.16.2 3.16.3 3.16.4 3.16.5 3.16.6 3.16.7 3.16.8 3.16.9 3.16.10 3.16.11 3.16.12 Lockheed CMAFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT Auxiliary Power Plant Instruments and Navigational Equipment Instruments Navigational Equipment Periscope Inetallation ‘ Hydraulic and Pneumatic Systems Hydraulic System Pneumatic System Electrical Description Electrical Power Supply Electrical Power Conversion Equipment - Installation Wiring Bonding Controls Lighting Ignition and Starting Control System Receptacles Indicators Electric Drives CORPORATION Page 28 28 28 29 29 30 30 30 ES 31 31 31 32, 32 32 32 33 33 33 33 33 33a DIVISION OF LOCKHEED 3.16.13 3.16.14 3.16.15, 3.17 3.171 3.17.2 3.17.3 3.17.4 3.17.5 3.17.6 3.17.7 3.17.8 3.19.1 3.19.2 3.19.3 2.19.4 3.19.5 3.20 Lockheed « CALIFORNIA COMPANY Relays Booster Coil Filters Electronics List of Equipment Communication Equipment Navigation Equipment Radar Electronic Countermeasure Electronic Guidance System Static Dischargers AURORAFT Emergency Rescue Transmitter Armament Furnishings and Equipment Accommodations for Personnel Miscellaneous Equipment Furnishings Oxygen Equipment Emergency Rescue Equipment Air Conditioning and Anti-Icing Equipment vi CORPORATION Page 34 34 34 34 34 35 35 35 35 35 35 35 35 36 36 36° 36 37 37 37Lockheed CAF ORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION Page 3.20.1 Pressurization and Air Conditioning 37 3.20.2 Anti-Ieing 38 3.21 Photographic 38 3.22 Auxiliary Gear 39 3.22.1 Towing Provisions 39 3.22.2 Jacking Provisions 39 3.22.3 Mooring Provisions 39 3.22.4 Hoisting Provisions 39 3.22.5 Measuring and Leveling Provisions 39 4.0 Quality Assurance Provisions 39 5.0 Preparation for Delivery 40 6.0 Notes 40 61 Intended Use 40 6.2 Revisions 40 6.3 Definitions 40 Appendix I 42 Appendix I-A 43 Appendix I-B 46 Appendix IL 50 viiLockheed « CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION 1.0 La 3.0 Bal 3d 312 OE Le x AIRPLANE, TURBOJET, HIGH ALTITUDE SCOPE AND CLASSIFICATION. ‘This Specification covers the following airplane : Service Model Designation . . . . Research Designer's Name. . . . . . . . Lockheed Aircraft Corp, Model Designation . . . . . . . A-i2 Number & Places for Crew . . . . One Pilot; Flight Station Number & Kind of Engines . . . . Two Axial-Flow Turbojet, Type JT11D-20 APPLICABLE DOCUMENTS, The following publications, with dates as listed below, form a part of this Specification. Specifications. * USAF and BUAER Proposed Specification MIL-A-8860 (ASG) dated March 1959 "Airplane Strength and Rigidity’ * Other Publication Handbook of Instructions for Airplane Designers, Tenth Edition, REQUIREMENTS. Characteristics. Configuration. See General Arrangement Drawing, Figure 1. Performance, * These documents are made a part of this Specification and are complied with to the extent permitted by the radical nature of this aircraft and its intended mission, {272 RRR reneeft 4 \ 4 E cae a CMIssinG ) AL aCALIFORNIA COMPANY DIVIS'ON OF LOCKHEED AIRCRAFT CORPORATION B21 31.2.2 3.1.2.3 Guaranteed Tabulated Performance. Performance data are guaranteed for Phase I and Phase Il of the design mission. Phase I (Outbound Segment) includes take-off, climb, supersonic cruise, descent and refuel. Phase II (Com- bat Segment) includes climb from refueled altitude, supersonic high altitude cruise, 180 degree turn at maximum penetration distance, supersonic high altitude return cruise, descent and refuel. The static margin during cruise is 3% of the Referer Chord. Phase I (Outbound Segment). Take-orf ground roll at sea level 5, 000 ft. Cruise altitude - Initial 78,200 ft. Cruise altitude - Final 89, 000 ft. Cruise speed Mach 3.20 Phase I (outbound) distance from take-off to beginning of refuel operation, including 2, 700 Ibs. reserve fuel 4,068 n, mi. Phase II (Combat Segment). Altitude after refueling 25, 000 st, Cruise altitude - Initial 84, 500 ft, Cruise altitude - Final 89, 000 fe. Cruise speed Mach 3.20 Phase II (Combat) radius from end of first refud ing to target (and return to second refueling) including 2, 700 Ibs. of reserve fuel 2,022 n. mi. Landing Ground Roll (at sea level with chute) 3, 600 ft. (0 ee oO 5, 000 ft. Performance Curves. To be added at a later date, The performance specified herein is based on the following atmos- pheric, fuel, and engine characteristics.® Lockheed - CAFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION Atmosphere ARDC Model Atmosphere defined in AFCRC TR-59-267. Fuel : Heating value 18, 900 BTU/Ib, Weight - P & W Specification 523B at 50°F 6.4 to 6. 62 Ibs/p Engine (Spec. 3967D) : Maximum sea level static thrust with two engines and .80 installation factor. 52, 000 Ibs. Maximum thrust at 90, 000 ft, altitude at Mach 3.2 with two engines and .78 inlet i recovery 12, 000 tbs. Specific fuel consumption at 90, 000 feet . altitude at Mach 3.2 with maximum thrust and .78inlet‘recovery 2, 30 Ib/he/Ib 3.1.3 Weights. See following tabulations from AN9103, Group Weight Statement. 34 Genter of Gravity Location. ‘The airplane center of gravity is controlled within the structural and stability limits by the automatic fuel sequencing. (See Figure 2.) 3.15 Areas Wing area, total, including elevons. . . . - 0,795 5q. ft.GROUP WEIGHT STATEMENT MODEL __A-]2 WEIGHT EMPTY wereny ash SLLWING GnouP = 12, 601 ‘27 CENTER SECTION . Basic STRUCTURE 7, 807 3 INTERMEDIATE PANEL . BASIC STRUCTURE 4 OUTER PANEL - BASIC STRUCTURE (INCL. TIPS es) 2.594 3 ‘6 SECONDARY STRUCTURE (INCL, WINGFOLD MECHANISM tas) 258 7 AILERONS (INCL. BALANCE WEIGHT LBs) 3 FLAPS. TRAILING EDGE _ 7 = LEADING EDGE 10 SLATS, aman W SPOILERS 12 SPEED BRAKES 13 Wing = Fuselage Fillet 69 M__Elevons 7 15_TATL GROUP Le 46z Tig STABILIZER BASIC STRUCTURE - 7 FINS. BASIC STRUCTURE (INCL, DORSAL. bes) aaa 18 SECONDARY STRUCTURE (STAB, & FINS) 1» ELEVATOR (INCL. BALANCE WEIGHT Bs) 20, RUDDERS (INCL. BALANCE WEIGHT 18s.) o78 21 2 — “a Boby croup TAS, 2 FUSELAGE OR HULL - BASIC STRUCTURE = 25 BOOMS . BASIC STRUCTURE _ 26 SECONDARY STRUCTURE . FUSELAGE OR HULL 2 = BOOMS 2 - SPEEDBRAKES 29) = = DOORS, PANELS & MISC. 30 ‘31 ALIGHTING GEAR GROUP - LAND (TYPE: n zz 2 Leciriow fares wet] sraverone | cowraous u Main Gear Loz 183, Z2Tz 35 Nose Gear 263 66 440 3 37, — 8 ALIGHTING GEAR GROUP. WATER TUR FACE CONTROLS GROUP _ 7 1 oa 47 COCKPIT CONTROLS 103, ‘4 AUTOMATIC PILOT 382 a SYSTEM CONTROLS (INCL. 197 SU EMCINE SECTION OR 32 INBOARD 33 CENTER _ 54 OUTBOARD 58 - - 56 . al ——/ 57_ TOTAL {To BE Bi eeeGROUP WEIGHT STATEMENT ba WEIGHT EMPTY T_ PROPULSION GROUP. 2 AuRUARY. 3 ENGINE RETALLATION 4 AFTERBURNERS (IF PUAN, SEPARATELY) 3 ACCESSORY GEAR BOXES & DRIVE 30 (6 SUPERCHARGERS (FOR TURBO TYPES) TAR INOUCTION SYSTEM. 4.350 | ‘0 EXHAUST SYSTEM ~ Ejectora 9 COOLING SYSTEM 1.420 To —— LUBRICATING SYSTEW 1 TANKS ~ | 4 2 ‘COOLING TNFTALLATION i UCTS, PLUMBING, ETC. a la _——FUeL Ys TEM se TANKS - PROTECTED. 138s 1 “UNPROTECTED 7 PLUMBING, ETC. “ie ——Witer nection svete 19 ENGINE CORTROLS B 70 STARTING SYSTEM Far ELLER INSTALLATION 2 3 '24_ AUXILIARY POWER PLANT GROUP. [25 INSTRUMENTS & NAVIGATIONAL EQUIPMENT GROUP [26 HYDRAULIC & PREUMATIC GROUP. ar Ed ‘29 ELECTRICAL GROUP. 30 a ‘32 ELECTRONICS GROUP 33 EQUIPMENT a 415} ED THSTALLATION — 3 [MARWGGIENT GROUP (INCL, GUNFIRE PROTECTION CBS). “37“PURNISHINGS & EQUIPMENT GROUP rT) ‘38 ACCOMMODATIONS FOR PERSONNEL —| 39 WISCELLANEOUS EQUIPMENT 2 FURNISHINGS i “aencency eouirnenT - TE “43_AiR CONDITIONING & ANTHICING EQUIPMENT GROUP ~ 30 “4 AIR CONDITIONING a ITIICIN a i7 PHOTOGRAPHIC GROUP. : [AUXILIARY GEAR GROUP (Tall 49 HANDLING GEAR [50ARRESTING GEAR ‘ST CATAPULTING GEAR. ‘52 ATO GEAR _ B_---Shinen and A.R. Treat 27 Wo. 4 7 | 35 WANDFACTORING VaR : - TOTAL FROM PG. 7 we WEIGHT EMPTY 22-222 —Tasvest | his weight Engine Weivhi of 6, 300 lbs. each ES =GROUP WEIGHT STATEMENT USEFUL LOAD & GROSS WEIGHT : LOAD CONDITION Take-Off ‘3 CREW (NO, y-Incl. Equipment 285 Tae Gale. (UNUSABLE, INTERNAL 7 8 Lookbood * CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.4.5.2 Limit Gust Load Factors. Limit gust load factors are based on the following gust velocities: 66 ft/sec. at VG 50 ft/sec. at V}q * 400 knots EAS 25 ft/sec. at VL = 450 knots EAS 346 Limit Landing Load Factor. At the landing structural design gross weight of 52, 000 pounds the airplane is designed for the load factor resulting from ground contact at a vertical descent velocity of 9 feot per second. 3.4.7 Limit Diving Speed. The limit divin; and M3, 2 above 69, 000 f 3.4.8 Limit Taxi and. Ground Handling Factor, 3.4.81 Braking. 3.4.8.1.1 Two wheel-attitude in braking condition is considered only at the design landing weight. d 18 450 knots EAS up to 69, 000 feet altitude (See Figure 3.) 3.4.8.1.2 Tire to ground coefficients of friction are torque limited to 0.55 at the design take-off gross weight, and 0,80 at the design landing weight. All braking loads act aft. 3.4.8.2 Turning. At the design take-off gross weight the side factor at the airplane center of gravity is 0.25g. This corresponds to turning about a radius of 107 feet at 20 mph. 3.4.8.3. Jacking. ' Structural strength is provided for jacking on the landing gear at the design take-off gross weight, and at the design landing gross weight on all other jack points. 16LOCKHEED AIRCRAFT CORPORATION ‘CALIFORNIA DIVISION Figure 3. Speed - Altitude Summary UL oor Bonar eee :a Lockheed « CALIFORNIA COMPANY DIVISION OF LOCKHEED AtRcRrarr CORPORATION 3.4.9 3.5 3.5.1 3.5.2 Ditching Criteria, Not applicable, Wing Group. D ription and Component The wing i: of thin, cantilever, highly tapered type. Major com- ponents of the wing in addition ta the basic structure include the inboard and outboard elevons. The elevons are capable of oper- ating as ailerons and/or simultaneously as elevators, The wing is designed as an integral fuel cell between the leading edge beam and the elevon support beam (except for the MLG bay) and spanwise from wing station 72L to wing station 72R, The wing leading edge and trailing edge are constructed of a com- bination of metal and high temperature Plastic material, The wing is divided near mid-span by the engine nacelles, which contain rings and carry-through structure to support the outer wing panels The wing beams are continuous through the fuselage, extending between nacelles. The upper wing surface in the region of the fuel cell 1s made removable for sealing ace Construction. The wing structural material consists primarily of high strength itanium alley, The inner and outer wing sections are of multispar Construction, with chordwise stiffened skin panels forming the box beams, Elevo: The elevons are hinged at the wing upper surface, and are operated by a series of hydraulic cylinders mounted in the wing rear beam. 18a Lockheed + CALIFORNIA COMPANY DIVISTON OF LOCKHEED AIRCRAFT CORPORATION 3.5.4 3.6.1 The inboard elevon travel is limited to 35° up and 20° down while the outboard elevon is limted in its up travel to 35° and in its down travel to 17°. This travel is defined as an "elevator" travel of 24° up and 10° down for the inboard elevon and 27° up and 7° down for the outboard elevon. Additional "aileron" travel of +12° is available from any "elevator" position within the limits of the above envelope. The elevons are constructed mainly of titanium alloy, but incorporate special high-temperature non-metallic trailing edges. There arc no provisions for balance weights or trim tabs. Lift and Drag Increasing Devices. None. Tail Group. Description and Components. The tail group consists of two vertical stabilizers mounted one on each nacelle. The upper, movable portion of each stabilizer is pivoted on a central post, and has a travel of 20° elther side of neutral. The lower, fixed portion of each stabilizer is attached to the nacelle and provides a housing for the hydraulic actuating mechanissn and fixation for the center post. The vertical stabilizers are constructed of plastic and titaniumalloy. The center posts are steel. Body Group. Fuselage. Description. The configuration of the fuselage is as necessary to contain the flight station, electronic equipment, military equipment, internal fuel tanks, and related functional aystems and equipment in a smooth streamline form commensurate with good aerodynamic and functional design. 19a Lockheed » CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.7.1.2 TAS 3714 RTS Construction. The fuselage structure is of all metal, semi-monocoque construction utilizing high strength titanium alloy materials, except for dielectric material for antenna covers and where necessary in the chines. Flight Station. Design of the fuselage structure surrounding the flight station, of pertinent functional installations located in that area, and of the windshield-canopy installation is as necessary to permit cabin pressurization. The windshield is of the "V" type, with sloping flat glass panels. The canopy structure is metal and contains curved glass panels on each side. The windshield and canopy have an outer panel of monolithic glass separated from a laminated glass inner panel by an air space to reduce heating of the inner panel. The canopy operation is manual.as follows: For normal operation, the canopy is hinged at the aft end, the sides being secured with hooks fixed to the structure, and operated by a handle on the right side, A flush external socket is provided for locking and unlocking the canopy from outside the aircraft. Primary emergency jettisoning of the canopy is accomplished by initial actuation of seat jettison control; the canopy hooks are unlocked by a gas operated thruster and canopy opened by suitable canopy remover. The canopy is guided by its hinge until clear of cockpit; then hinge releases, The canopy (only) may be jettisoned by actuation of "tee" handle in cockpit or handle stowed in flush external compartment. Cargo Compartment. Not applicable. Equipment Compartments. The aircraft has oix main equipment compartments: one immediately forward und four immediately aft of the flight station, as noted in 3.2.1, Particular attention ts given to the arrangement of equip- ment in these compartments and the access provisions to them to facilitate adjustment, inspection and maintenance. 20a Fockheed CAVFORNIA COMPANY DIVISTON OF LOCKHEED AIRCRAFT CORPORATION 3.71.6 3.8.1 3.8.2 3.8.21 3.8.3 3.8.5 ee Dive Flaps, None. Alighting Gear. General Description of Components, The alighting gear is of the tricycle type, fully retractable hydraulically. Closure dovrs completely enclose the gears in retracted positions, Brakes are of the hydraulic type and are provided on the main wheels only, Main Landing Gear. Description. Each main landing gear consists of a single oleo-pneumatic strut, retracting sideways by the combination side strut and actuating cylinders into and supported by the wing, Each gear mounts three 27,5 x 7.5 x16, 22PR Type VIII tubeless tires and wheels. Auxillary Landing Gear - (Tafl Wheel). Not applicable. Auxillary Landing Gear - (Nose Wheel). Description. The nose landing gear consists of a single oleo-pneumatic strut, retracting forward into the fuselage by hydraulic actuation. Gear mounts dual 25 x 6,75, 16 PR Type VII tubeless tires and wheels, N.L.G, ta algo provided with a hydraulic steering mechanism capable of 30° turning angle in cither direction, Auxiliary Landing Gear - (Wing Not applicable. Alighting Gear (Water Type). Not applicable. 21A Lockheed « CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.10 3.1001 3.10161 3.10.2.1 3.10, » x 3.10.3 Surface Control Systems. Primary Flight Controls System. The pilot forces are transmitted from the cockpit to the control surface servos through two cables for each direction of movement for the elevons and one cable for each direction of movement for each rudder, These cable systems include cable tension regulators to maintain nearly constant rigging tension during airframe changes in length due to temperature changes, The pilots! forces for roll and pitch are mixed mechanically in the tail cone near the elevon servos. The control surface servos are irreversible and pilot feel is supplied artificially. Each servo has dual control valves, dual cylinders, and is supplied hydraulic pressure from two independant systems. The failure of one control valve, cylinder or hydraulic system will not prevent operation of the control surfaces with the remaining system. Flight Station Controls. Primary flight controls in the cockpit (rudder and elevon) are of the conventional rudder pedal and control stick arrangement. Secondary Flight Control Systems. . Not applicable. Lift and Drag Increasing Device Systems. Not applicable. Dive Flap Systems, Not applicable. Trim Control Systems. Rudder control surface trimming is accomplished by an actuator at each servo which changes the zero artificial feel position and 22a Lockheed CAAFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.10.4 3.1 3.01 3. 3.11 3.11 3a el 2 3 4 “5 moves the control system. Elevon control system trimming is accomplished by one actuator for pitch and one actuator for roll located in the mixer mechanism in the fuselage tail cone. The elevon trim actuators change the relationship between the zero artificial feel position and the control eurface position. Automatic Flight Control System. The aizcraft has installed in the pressurized bay aft of the cockpit @ Minneapolis-Honeywell autopilot and a three-axis stability aug- mentor. Engine Section or Nacelle Group. Description and Components. The engines are contained in nacelles, one in each nacelle, The nacelles are integral with the wing structure. Construction, See paragraph 3.7.1.2 Engine Mounts. The ongine mounts consist of clevis fittings with shear bolt and nut attachments, The main forward mount is a single belt attach- ment located at the top centerline, and the rear stabilizing mount @ three-point attachment. Removal of the outboard half of the nacelle provides access to the forward and outboard rear mounts, and an access door on the inboard side of the nacelle provides access to the rear inboard mount. Vibration Isolato None provided, Fi None provided. Cowling and Cowl Flaps. Not applicable. 23a Gockkeed + CAAFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.117 3.12 3121 3.12.2 3.12.3 3.12.4 3.12.5 Access for Inspection and Maintenance. Access to the engine acce ia through removable doors in the bottom of the nacelles. Engine removal is accomplished by opening the outer half of the nacelle, which is hinged al ong the top of the nacelle. This exposes the engine, and a suitahle ground handling unit can be attached to the engine for removal. or Propulsion. General Description and Components. Two turbojet engines, one in each nacelle, located approxirm tely mid-span of the wing, constitute the propulsion units for the air- craft, Main Propulsion Unit. The main propulsion units are two Pratt & Whitney turbojet engines, model JT11D-20. Auxillary Propulaton Unite. None provided. Engine - Driven Accessories. The engine-driven accessories, which are mounted on a remote driven gear box supplied with each engine, include the following: One 30 KVA AG Generator, two hydraulic pumps and a fuel circulating pump. A tachomoter generator, and the necesvary lubrication, fuel system, and engine hydraulic components, are driven by the basic engine gear box. Al Induction System, The air induction system consists of a circular inlet starting just forward of the leading edge of the wing and terminating at the inlet of the engine. An automatically operated spike and bypass door are provided to control inlet shock position. 24a 3.12.6", 3.12.7, 3.12.8 31291 3.12.92 3.12.9.3, Lockheed » CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION Exhaust System, The engine exhaust system is an afterburner supplied with the engine. An ejector is furnished as a part of the basic aircraft structure. Cooling System, Suitable provisions for cooling and/or ventilation of the installed power plant and of the engine section are made as required. Lubricating System. The lubricating system is integral with the engine. Fuel System: Description and Components, The fuel trans r system consists of two or more A.C, electrically- driven fuel booster pumps in each tank, which pump into a left and right-hand manifold, which in turn, supply the left and right-hand engines, respectively. There is fuel cross-transfer system, which allows any pump to feed any engine. There is a fuel dumping system which pumps fuel at a rate to allow the landing weight to be met in less than 20 minutes. There is a nitrogen fuel-tank-inerting system, which keeps the fuel pressurized to 1.5 psig, The nitrogen is carried in liquid form in two Dewar flasks. The inerting system ie dual in all respects. Pumps. All the booster pumps are the submerged centrifugal type, driven by 3 phase, 200-volt, 230-520 cycle A.C, induction wet motors, The varying fuel flow to the engines is regulated by running a vary- ing number of pumps to supply the engine demand. Tanke. There are six fuselage fuel tanks, all of approximately the same size, giving a total tankage of 69, 800 Ibs. of 6.6 1b. /gal. fuel, with approximately 3% ullage. The three aft fuselage tanks also include wing volume to wing station 72. with the aircraft structure. as All tanks are integralLockheed - carvrornin company A DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.12.94 3.12.9.5 3.12.9.6 12.9.7 3.12,9.8 3.12.99 Tanks (Droppable). None provided, Vent System. All tanks vent into a common vent line which "'Y's'" into two pressure regulators set for 3 psig. These, in turn, vent through the aft end of the fuselage. The vent system is of sufficient size to jettison fuel at a rate faster than it is possibie to inadvertently overfill during ground or air refueling; i.e., the pressure fuel system is made failsafe by proper sizing of the vent systems. Piping and Fittings. Piping and fittings are of a design necessany to provide for the special requirements of the type of fluids used and temperatures encountered for the special mission, Val A manual shutoff valve is installed in the fuel line between the fuel manifold and the engine. Suitable check valves control the direction of fuel flow between tanke, Strainers and Filters. Suitable filters are installed in the fucl line leading to the engine manifold. Quantity Gages. Each fuel tank contains a fuel quantity tranamitter which is wired to a single Indicator in the cockpit, through a selector switch, which allows the reading of fuel quantity in any tank as well as the total fuel aboard, 26a Lockheed - CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT coRPORATION 3.12.9,.10 3.12.9.11 3.12.9,12 3.12,9.13 3.12.10 Fuel Vapor Inerting, The nitrogen inerting system is dual in all respects, from the Hquid Dewar flasks to the liquid delivery tubes. The quantity of nitrogen carried aboard is sufficient to inert the tanks for two aerial refuelings and final descent with a tank Pressure of 1,5 psig with a 30% reserve, The quantity of nitrogen aboard is displayed in the cockpit by means of a capacitance gaging system. Fuel Evaporation Control, Fuel evaporation is controlled by use of low vapor-preseure fuel and by tank pressurization in excess of the fuel vapor pres- sure. Refueling Provisions, The airplane has an aerial refueling receptacle in the top for- ward end of tank #1. This connects to a trunk line leading to all tanks. Dual shutoff valves in each tank are controlled by pilot valves which are located at a point which gives Approximately 3% ullage when the aircraft 1s either horizontal (ground refueling) or 7° nose-up (air refueling). Orifices are located downstream of the shutoff valves, so that all tanks are filled simultaneously during aerial refueling. The aerial refueling rate is in exce, of 850G, P.M, ‘The aerial refueling receptacle {s used for ground refueling, Defueling Provisions A defucling valve ts installed in #4 tank in the R.H, fuel mant- fold to defuel the airplane. Water Injection System. None provided. 27a Lockheed « CALIFORNIA COMPANY DIVISION OF LOGCKHEED AIRCRAFT CORPORATION 3.12.11 3.12.12 3.12.13 3.12.14 3.12.15; 3.14 314d Propulsion System Control: Propulsion system controls consists of the engines! throttle controls and ignition controls, The engine control system is as required to provide for pilot operation of each engine by manipulation of one of a pair of throttle levers in the flight station. Starting System. The engine starter is an external engaging drive shaft, which engages the receptacle on the engine starting pad. Propeller, Not applicable. “ Rocket Propulsion System. Not applicable. Fire Warning System. ‘The nacelle temperature warning system indicates the maximum temperatures in each nacelle. The system actuates a warning light if a nacelle exceeds a pre-set temperature, It is possible to monitor and to test the system. Auxiliary Power Plant, None provided, Instruments and Navigational Equipment, Instrument The flight instrument group includes a VOR indicator, distance indicator, radio magnetic indicator, standby compass, attitude gyro, gyrosyn compass, air data indicator, navigation indicator, the conventional altimeter, rate of climb indicator, and airspeed indicator, A conventional electrically-driven turn and bank indicator is installed. There is a complete set of instruments for each engine. A fuel quantity indicator and necessary hydraulic pressure gages are provided, A warning light panel is provided for the pilot's convenience in monitoring the aircraft's systems. 28a Lockheed « CALIFORNIA COMPANY DIVIS'ON OF LOCKHEED AIRCRAFT CORPORATION 3.14.2 3.14.3 Navigational Equipment. A YG8027A1 inertial navigation system is installed, and the MA-1 compass system is installed as a backup. The AN/ARC-50 UHF and AN/ARA-50 UHF-DF are used for security communi- cation and range and beating data during the refueling rendezvous. The modified DF203 ADF is used for "homing". The A.R.C. type 15F VOR and AN/ARN-58 Glide Slope and Marker are used as navigation and landing aids. An adjunct to the YG8027A] Inertial Navigation System is an in- flight data recorder. This recorder with magnetic tape is provided in the vehicle to record time, geographic position, vehicle attitude from the Inertial Navigation System, and pertinent information from the camera package. This recorder only records during mission cruise phase. Periscope System. The periscope is an optical system for visual coverage of the ground. The coverage isa.cound shape with a conical fleld of vision of 57°, Through the use of a lens power changer, the conical field of view can be enlarged to 131°, With this field of view and normal side vision through the cockpit windows,, it is possible to scan from horizon to horizon. With a synchro operated needle on the peri- scope, lateral vehicle corrections can be made on the INS system. A projector is attached to and»part of the periscope, A mirror position can be selected from the cockpit which permits projecting pictures onto the periscope presentation lens. Two hundred frames of a preselected.film strip are available. An electrical remote control permits forward or reverse film drive for frame selection. A third selected mirror position projects a view of the sky above onto the periscope presentation lens. The radial position of the sun or moon can be observed, and with the time of year and hour of day (or night), a heading reference can be obtained. Through the use of a polarized glass within the sun compass, the radial sun position can be determined, even for a limited time after sundown. 29Lockheed » CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.14.4 3.15.2 3.15.11 3.15.1.2 ation, All instruments are installed in their resepctive groups - engine, flight, and miscellaneous - on panels in front of the pilot. Hydraulic and Pneumatic Systems. Hydraulic System, Description and Componente, Four 3350 pai hydraulic systems are provided. System ‘'A"' and System "B" each include one engine-driven hydraulic pump for dual servo control. System "'!L" and System "R" each include one engine-driven hydraulic pump for spike inlet control and actuation of the landing gears. The hydraulle system consists of reservoirs, engine-driven pump) accumulators, actuating cylinders, valves, lines, fittings, pre sure gages, and filters. Summary of Actuated Ite1 The hydraulic system actu tes the items listed below: Main Landing Gears (including door cylinders and door latch cylinders). Nose Landing Gear (including steering cylinder and uplock cylinder). Rudder and Elevon Servo System, UHF Antenna Engine Spike Inlet Control}, Inlet By-Pass Doors, Refuel Receptacle Door and Probe Latches. Main Gear Wheel Brakes. 30a Seckheed + cnivrornia COMPANY : DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.15.2 3.16 3.16.1 3.16.2 3.16.21 Pneumatic System. A pneumatic system is provided for use in the canopy counter-balance system. Electrical, Description, The basic electrical system consists of two engine-driven A.C. generators to supply 200/115 V, 3 phare, 230 to 520 cycle A.C. Power. Two transformer rectifiers (T/R) are installed to provide 28.V D.C. power. The autopilot, SAS, INS and instruments are operated from three Inverters which supply 200/115, 3 phase, 400 cycle A.C. power. Electrical Power Supply. Each engine drives a remote gear box and a 30 KVA brushless, oil- cooled A.C. generator. Both generators are connected to separate buses, except that, with one generator out, the other generator i connected to both buses to maintain normal operation. It 1s impos- sible to connect either generator to the bus when external A.C. power is connected. The regulation, protection and control equip- ment are installed in a cooled compartment. Since the system is basically automatic in operation, no electrical instruments are required. A warning panel {s provided on the instrument panel to indicate the operating cond ition of the electrical power equipment and buses, Control switches are installed to monitor this equip- ment. Batterie Two 25 ampere-hour silver-zinc batteries are installed to provide emergency electrical power with both A.C. generators out and/or with both T/R Units cut, Under these conditions the batteries pro- vide short time,continuous operation of the inverters and DC equip- ment. To conserve the batteries, all inverter and DC circuit breakers should be off, except for equipment necessary to maintain flight. 31inte we a ockheed GALVeORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.16.3 3.16.4 3.16.5 3.16.6 Electrical Power Conversion. Two 0A T/R units are installed to provide 28V D.C. power. Normally, each T/R is supplied A.C, power from a separate gen- erator. Improved D.C. system voltage regulation is provided by paralleling the T/R outputs on a single bus, D.C, system oper- ation is normal, except for voltage regulation, with the loss of one A.C. generator or one T/R, Three 600 VA inverters are installed to supply 3 phase, 400-cycle, 200/115 V A.C. power. These inverters supply electrical power to the S.A.S, control channels and to the autopilot, A fourth inverter is installed for standby to any one of the three operating inverters. Equipment - Installation, Particular attention is given to the location, mounting, and access- ibility of the equipment to insure reliability and ease of maintenance. The electronic equipment is located in a cooled and pressurized compartment. The electrical system power equipment is located in a cooled compartment and is capable of high altitude operation. Wiring. The electrical wiring installation is in accordance with applicable requirements of specification MIL-W-5088, as interpreted by approved Lockheed Process Specification, MIL-W-5086 wire (221°F ambient) is installed in the cockpit. MIL-W-8777 wire (302°F ambient) is installed in the nose, the E-Bay, the Q-Bay, the Air Conditioning Bay and the Electrical Load Center. Wiring not installed in cooled or pressurized compartments is MIL-C- 25038 (650°F ambient). Wiring in the nacelles and tail sections has additional sleeving and braiding. Bonding. Bonding is accomplished in accordance with the requirements of Specification MIL-B-5087. Shielding conforms to the require- ments of Specification MIL-W-5088. 32saponin Lockheed. « CALIFORNIA COMPANY A DIVISION OF LOGCKHEED AIRCRAFT CORPORATION 3.16.7 Controls, Switches conform to MIL-S-6743, MIL-S-6745, MIL-S-6807, or MIL-S-8834, as applicable. Rheostats conform to MIL-R-6749. Circuit breakers conform to MIL-C-5809, 3.16.8 Lighting. The aircraft incorporates cockpit instrument, control panel, warning, utility lights, a landing and taxi light, top and bottom beacon lights, and a refuel receptacle light. 3.16.9 Ignition and Starting Control System. Suitable engine ignition and starting controls are provided in the flight station, The electrical provisions incident to these contruis are in accordance with pertinent requirements of the engine manu- facturer. 3.16.10 Receptacles, Specific terms under this heading consist of the external power ‘ receptacles, electrical connectors, fuel nozzle grounding jacks, static ground, and service outlets. Electrical connectors are used where ready disconnect of cabling and wiring is required. Fuel nozzle grounding jacks are installed adjacent to the refuel receptacle as required. A static ground installation is provided on the landing gear. . Electrical service outlets for attachment of maintenance aids are installed at strategic locations in the aircraft. 3.16.11 Indicatoi Suitable Indicators for warning are provided, 3.16.12 Electric Drives. Suitable actuators are provided to operate the trim systems and parachute release. 33Lockheed « CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.16.13 3.16.14 3.16.15 3.17 BT Relays. The utilization and installation of relays are based upon the requirements of MIL-E-25499 and MIL-E-7080. Relays conform to MIL-R-6106 or their applicable detail specifications and MS drawings. Booster Coil. Not applicable. Filters. Radio interference filters are installed, in accordance with the stipulations of MIL-E-7080, as a means of conforming with the requisements of MIL-1-6051. Electronica. List of Equipment. The following electronic equipment is installed, placed in normal operating condition, and tested in accordance with the applicable specifications: UHF (Communication and Range) AN/ARG-50 UHF-DF AN/ARA-50 ADF DF203 (modified) VOR and Localizer A.R.C, Type 15F Glide Slope and Marker AN/ARN-58 HF (SSB Communication) Collins 618T-2 IFF AN/APX- 46 Interphone AN/AIC- 104 This equipment is located in cooled and pressurized compartments. 34Lockheed « CALIFORNIA COMPANY A DIVISION OF LOCKREED AIRCRAFT CORPORATION 3.17.2 3.17.3 3.17.5 3.17.6 BIT 317.8 3.18 Communication Equipment, An AN/ARG-50 UHF command set, a Collins 618T-2 HF-SSB set and an AN/AIC-10A Interphone (includes IFR probe communication) are installed to provide voice communication. Navigation Equipment. A YG8027A] inertial navigation system is installed, and the MA-1 compase system is installed as a backup. During the refueling xendezvous the AN/ARG-50 UHF {s used for communication and range, the AN/ARA-50 UHF-DF is used for bearing, and the modified DF203 ADF is used for "homing". An A.R.C. type 15F VOR and Localizer and an AN/ARN-58 Glide Slope and Marker are also installed. Radar None provided. Electronic Countermeasure. None provided. Electronic Guidance System. A YG8027A1 inertial navigation system is installed, Static Discharger: None provided, Emergency Rescue Transmitter, Not applicable. Armament None provided. 35a 3.19. 1.2 3.19.1.3 3.19164 3.19.2, 3.19.3 Lockheed « CALIFORNIA COMPANY ON OF LOCKHEED AIRCRAFT CORPORATION Furnishings and Equipment, Accommodations for Personnel, : Pilot's Seat. The pilot's seat is a rocket-powered Lockheed C-2 upward ejection type seat, Special effort is made to provide the maximum possible degree of pilot comfort. Safety Belt and Shoulder Harness, A lap type safety belt and one shoulder harne: inertia lock assembly, are installed. » together with an Cushion, The seat cushion is of the type for use with the survival kit installed, The emergency bail-out oxygen supply is incorporated in the back- pan, which in turn, is integrated with the pilot's parachute. Anti-G Equipment Installation, None provided. Miscellaneous Equipment, A flight report holder and check lst holder are provided in the flight station, An aircraft data case is installed. Furnishings. Floor covering and trim are of fibergl: suitable for the purpose intende construction and are 36a Lockheed - chvFORNIA COMPANY O1VISTON OF LOGKHEED AIRCRAFT CORPORATION 3.19.4 3.19.5 3.20 3.20.1 Oxygen Equipment, A dual high-pressure oxygen system is installed. System capacity is sufficient for approximately 10.5 hours duration when used with a full-pressure suit which has 17.5 LPM flow at 26, 000 feet altitude. Emergency Rescue Equipment. Provisions for the pilot to wear a two-stage back-type parachute are incorporated in the pilot's seat. Air Conditioning and Anti-Icing Equipment, Pre! urization, The communications equipment nose compartment is pressurized in common with the cockpit, The military equipment bay (Q-Bay) may be pressurized or unpressurized as required; when pressurized this bay is as one with the electronics bay (E-Bay) with regard to the following features and pressurization schedules: (2) No pressurization until a cockpit altitude of 25,900 feet is reached. Correspondingly, the electronics bay altitude will be 27, 700 feet. (2) These compartment altitudes then remain constant (isobaric) at all higher airplane altitudes, with the result that compart- ment differential pressure irc reases with airplane altitude, reaching "normal" maximums of 5 pai (cockpit) and 4.6 pai (E-Bay) when the airplane arrives at maximum design cruis- ing altitude. (3) Safety valve differential pressure setting is 5. 4 pal (cockpit) and 5,6 pai (E-Bay), regardless of airplane altitude. (4) The separate pressurization valves that are provided for the two pressurized compartments specified, handle vantilation flow in series, for dual "cockpit alon pressurization safety. 37a ieee i ERR Leckheed « CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 3.20.1.2 3.20.13 3.20.2 3.20.21 3.20.2.2 3.21 (5) Provisions are made for compartment pressure "dump". (6) Vacuum relief provisions are made to prevent excessive P negative differential pressure during rapid descents. (7) Gabin pressure test fittings conforming with applicable requirements are incorporated to provide for ground testing. (8) Conversion from a:pressurized to an unpressurized military equipment bay (or vice versa) must be made on the ground. In-Flight Air Conditioning. electronics bay, Proper environmental temperatures of the cockpit equipment bay and the other areas requiring cooling are maintained by dual cooling systems, each processing air taken from tne com- pressor section of one engine. Provisions are made to allow either system to handle "cockpit alone" cooling. This is accomplished by diverting from the aft electronics and equipment bays their normal cooling air, (Cooling air enters the cockpit at approximately 15° F and leaves it at approximately +110°F, for the case of final cruise altitude of Combat Segment specified in 3.1.2.1.) Ground Air Conditioning. None provided. Anti-Icing. Anti-Icing of Non- Transparent Area. None provided. AnticIcing, Defrosting and Defogging of Transparent Areas. Provisions are made for defrosting and defogging the canopy and windshield by means of heated air, The provisions are such as to permit defogging during warmup and taxiing, The defrosting system is integral with the pressurization system. Photographic. See Appendix I-B. 38pivist 3,22 3.22.1 3.22.2 3.22.3 3.22.4 3.22.5 Sokheed - CAAFORNIA COMPANY ON OF LOCKHEED AIRCRAFT CORPORATION Auxiliary Gear. Towing Provisions. Provisions for towing forward or aft from the nose gear are made in accordance with applicable requirements. Jacking Provisions. Provisions for jacking the airplane for shipping, ground handling and general maintenance are made. Jacking points are located on the underside of the wing, fuselage, main landing gear and nose landing gear in accordance with appli- cable requirements. Mooring Provisions. Provisions for mooring the aircraft are provided at the nose jack pad and at each main landing gear. Special clamp-on fittings that can be attached to the MLG struts are provided to counteract engine thrust during ground run-up. Hoisting Provisions, Hoisting of aircraft is accomplished by lifting through upper access panel openings at each M,L.G, and F.S, 225. Suitable hoisting equip- ment is provided (slings, etc.) so that large sub-assemblies such as the forward fuselage, aft fuselage, outboard wing, etc. can be hoisted, Hoist fittings as such are not provided inthe aircraft. Measuring and Leveling Provisions Measuring and leveling provisions are made in accordance with the requirements of Specification MIL-M-6756. QUALITY ASSURANCE PROVISIONS. ‘The method of inspection and tests are in accordance with Lockheed Aircraft Corporation, Advanced Development Projects Division standard procedures. 39a Leckheed « CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION 5.0 6.0 6.2 6.3.1 6.3.2 PREPARATION FOR DELIVERY. Preparation for delivery is as specified in the contract. NOTES, Intended Use. This specification is intended to describe the airplane configuration at delivery of a complete, assembled and flyable aircraft produced by Lockheed Aircraft Corporation under terms of the contract, Revisions. The Contractor will take suitable action to maintain this specification current by issuance of revised pages as necessary and appropriate, through delivery oftthe last aircraft described by this specification. Definition: Where the phrases "complete provision for", "structural provision for", and "space ptovision for" are used, the intent is defined as follows: Complete Provision For, “Complete provision for"! a specific item of equipment indicates that adequate weight and space are allocated so that the equipment can be installed without alteration. to the aircraft or the specified equipment, and that no additional parts are required for installation, other than the item itself, Standard stock items such as bolts, nuts, cotter pins, etc. need not be furnished. Structural Provision For, “Structural provision for"' a specific installation means that the primary structure is structurally adequate for the installation, but that brackets, holt holes, electrical wiring, hydraulic lines, etc., are not required, Structural provision also includes weight of the equipment involved as an element of alternate weight. 40Hokheed + CMAFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION 6.3.3 Space Provision For. “gpace provision for" a specific installation means that space only ip allocated for the installation, and that brackets, bolt holes, elec- trical wiring, hydraulic lines, etc. are not required. "'Space pro- vision for'' does not imply that adequate attaching structure is pro~ vided, unless otherwise stated. 41Lockheed « CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION APPENDIX I EQUIPMENT LISTS 42Ren Goohheed GALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION APPENDIX I-A GOVERNMENT -FURNISHED AIRCRAFT EQUIPMENT CONTRACTOR-INSTALLED rome srr 43a Fockheed - CAAFORNIA COMPANY Division oF ITEM High Pressure Gaseous Oxygen System (Dual) Indicator - Accelerometer Indicator - Attitude Gyro Gyroscope, Displacement, Roll and Pitch Gyroscope, Rate, Switching Indicator - Turn and Slip Clock-Elapsed Time Compass - Standby Indicates - Altimeter Indicator - Rate of Climb Amplifier - IFR Signal Indicator - Altimeter Pressure, Cabin Indicator - Course Engine Gear Box - Remote Drive LOcKHEED AURCRAFT MANUFACTURER OR TYPE. Firewel, MS 28025-1 P/N 127123-01 MD-1, P/N 119001-01 MG-1 (Lear 2159F) (MIL-G-25591A) “MS 28041-1 MS 28020-L1 AN 5766-T4 D22061-04-004 AN 5825-7 or AN 5825-T7 A20-1B, United Control Corp. MA-1 (MIL-I-5099A) ID-250A/ARN Pratt & Whitney JT11D20 Drive Shaft - Remote Gear Box Autopilot and Stability Augmentation Systems Inertial Navigation System Minneapolis-Honeywell Minneapolis -Honeywell 44 CORPORATION QUAN. /SHIP 2a Lockheed + CALIFORNIA COMPANY DIVISION oF ITEM Lap Belt, MA-5 Ejection Seat Mount - Gyroscope Receiver (Glide Slope- Marker) Mount (VOR) Rack (VOR) Control (Intph) Antenna Assembly (ARA- 50) Electronic Control Amplifier {ARA-50) Relay ‘Assembly (ARA-50) Receiver-Transmitter Mount - R-T Control - Coder Group Control - Trans, Set LOCKHEED AURORAFT MANUFACTURER OR TYPE AF55H3582 LAC 787419-3 or -501 110552-01 or 162451-1-B R-844/ARN-58 MT-1174/ARN-30A MT-1175/ARN-30A €823A/AIC-10 AS-909/ARA-48 AM-1779/ARA-48 RE-339/ARA-48 RT-556/APX-46 MT-2273/APX-46 C-1128/APX-25 -1158/APX 45 CORPORATION QUAN. /SHIP 1Gochheod + CAUVFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION APPENDIX I-B This Appendix describes special tactical equipment installations which are formulated as of 2-$-62. The installation provisions are covered by this spucification, but the required procurement ts as follows : Type t Camora G.F.E. Type Canwra G.F.E, Type Came: G.F.E. 46a ALIFORNIA COMPANY CRarT CORPORATION Leokkead, « DIVISION OF LOCKHEEO A SPECIAL EQUIPMENT ehown In Figure This aircraft {s to carry the basle special equipment APP-1B-1, The equipment bay is designed for maximum accessibility which will allow a minimum installation time for equipment. A brlef description of each of the special equipment components follows. Cameras The Type 1 and Type I! camera installations are alterna ems but have been specifically designed for thie alreraft equipment bay. The Type Ill camera is a B camera modified for this aircraft equipment bay. The Type I camora consists of the optics for two cameras, electronics, and film cassotte mounted on a stabilized platform. It utilizes a 19" {/4 lone and pactographs on a 6.4" x 27. 7 format. The two camer: coverage of 134° and 42° overlap in the center. Minimum lateral coverage on the ground will be 60.7 nautical miles. Maximum covera will be 75 nautical miles, Maximum line of flight coverage is 2540 nautical mi ach with its own optics Tho Typo I camora conslats of tw3 tadividual units, ali £14 lens and and {1i, mounted on a stabilized platform, It utlll photographs on a 7.5 ""x 34,25" format The two cameras sweep laterally with a total stereo coverage of 126° and 60° overlap in the center, Minimum lateral coverage on the ground will be $0. nautical miles, Maximum coverage will be 63 nautical miles. Maximum Hne of flight coverage te 3700 nautical mile '» £710 lens and photographs on an 18" x 16" with a total coverage The Type Ill camora utillzes a 3 format, The lene swings transverely for five exposur, vf 120°, 47a Lockheed. + CALIFORNIA COMPANY DIVISION OF LOCKHEED AIRCRAFT CORPORATION Maximum lateral stereo coverage on the ground will be 47 nautical miles. Minimum lateral coverage on the ground will be 44,3 nautical miles. Maximum coverage will be 55.2 nautical miles. Maximum line of flight coverage is 2860 nautical miles. 48I-@I dav emnirg esoweg TT adAL exoweg IT dd AL ex9meD Tada L eusyshg eqeuzoiTy INAWdINOT TVOILOVLLeckbeed + CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION APPENDIX II DEVIATIONSese 7 Lockheed CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION APPENDIX IL The Handbook of Instructions for Aircraft Designers, Applicable Air Force Specifications, drawings as specified in Section 2 herecf, shall constitute the basis for establishing the requirements for the design, manufacture and test of this aircraft. This Appendix presents certain of the deviations from the requirements of the above mentioned Handbook and related documents as now deter- mined to be necessary in the design, manufacture and test of this air- craft, rer rr ryeA Division A, Lockheed « CALIFORNIA COMPANY OF LocKHEED AIRORAFT CORPORATION HIAD DEVIATIONS 7-2,6.2 Use monel rivets for joining titanium alloys. 7-5.3 Use sealing compound conforming to MIL-S-7124 to seal fuselage against leakage of pressure and MIL-S-7126 to seal around tran: parent plastic or synthetic gla: Seal integral fuel tanks and similar fuel retaining structures with base sealing compounds conforming to MIL-S-7502 where the temperature range minus 65° F to plus 175° F will not be exceeded, or with sealing com- pound conforming to MIL-S-8802 for the temperature range minus 65°F to In general, titanium rivets are used for joining titanium alloys. Sealing compounds necessary to seal air and fuel at temperatures exceeding the MIL-SPEC limita- tions have been developed. plus 275°F, Use top coat sealing com- Pound conforming to MIL-S-4383 where the base sealing compound is subjected to continuous or repeated fuel exposure. 17.2. 3g Attachment of external load-carrying members to the tank boundary with bolts which do not extend into the tank interior. 1-7.2. 3h Utilization of stringers ‘nd stiffening members of open ection, Closed section members are not suitable for sealant application and create a corrosion problem. 52 Structural considerations preclude compliance, Wing covering consists of closed members (corrugations) vh ich, being essentially continuous, pre- sent no sealing problem. Corrosion is not a problem with this material, and the closed sections are vented,DIVISION OF LoOCcKHEED 1-7,2, 3k Liquid tight corner fittings are non- structural and attachment by bolts or screws to permit removal for re-packing of tank corner voids, 1-7,2,31 In all other cases, upset the rivet from inside (the tank). 1-7.2,3m Minimum rivet size of 5/32 inch dia- meter for tank boundary structural fastening. 1-7.2.3n The minimum bolt or screw size shall be 1/4 inch diameter and the maximum spacing shall be 4 diameter minimum door and door ledge thickn shall be ,091", 1-7.5.2 Conduct pre-production testing of a full ¢ completely representative section of the proposed integral tank, etc. Repeat results in accordance with MIL- T-9107, 1-76 Production proof testing. 2-3.2.1 The angle of incidence throughout wind- shield panel shall not exceed 60°, 53 Sockheed CRF ORNIA COMPANY AIRCRAFT CORPORATION Corner seals are riveted; since there is nopacking to be renewed, they need not be removable, Lockheed practice is to install manufactured heads inside, 1/8 diameter rivets are used extensively due to high allow- ables and to avoid difficulty of driving 5/32 and danger of cracking flanges, Relatively close spacing of 1/8 rivets pro- vides adequate sealing. 3/16 diameter screws at 1,00" ~1,12" spacing are used for weight saving reasons. Tests will be conducted on the Prototype Aircraft, Production testing is in accordance with standard Lockheed Practice, Air pressure check is made at a pressure sufficient to demonstrate fluid -tightnes: The angle of incidence at the forward corner is 75° required by the high design Mach number of the aircraft,B, LOCKHEED Division oF 305.401 In selecting tires, make an allowance for a minimum of 25% growth in air- craft gross weight, 3-6.1,1 Steering Provide e ateering system onal air- craft according to MIL-S-8812, It shall be possible to make a 180° turn on a 50! wide runway while maintain- ing all wheels on runway, 4-2 Standard parts and materials, 4-401 Do not use countersunk holes where the skin thickness of the outer sheet is lows than the head height of the rivet being used, 45.1, 5.3, & 5,542 Use MIL, JAN, and AN standard bear- ings, pulleys, and universal joints, 292,261 : See drawings AD-1 through AD-3 when designing primary flight controls, 2-22.21 Vision, single seater or fighter air craft, 11° over the nose minimum with a field of vision permitting com- plete vieual coverage of all areas above the horizon and as much below the horizon as possible. Single blind spot dividing windshield and top of canopy shall not subtend more than 35° horigon- tally and 7° vertically. Locate blind 54 Lockheed « CALIFORNIA COMPANY AURCRAFT CORPORATION A 25% growth factor is not provided with the present tire, The wheel base dimensions Prevent compliance, Capability for turning 180° on a 152! wide runway is provided, Standard parts and materials are used where applicabl Special materials and parts are used where required, A new technique is required for titanium construction, Head height is greater than skin thick- ness where required, Non-standard items are used in hot areas of the aircraft, A 28" clearance locally at wind- shield is provided in lieu of 30", Overnose vision is 10°15', Aero- dynamic requirements dictate this figure, Rearward vision requirements are not met due to aerodynamics and aerodynamic heating dictating a small canopy design with a minimum of trans- parent area,a c c c Hokheed + oni of LOCKHEED DIVISION 2-2.1,1,1 (cont) epot so it will not interrupt vision below 10°above horizon, Measure all angles pilot's eye in normal flying position, Provide vision in the rearwar IFORNIA COMPANY AIRCRAFT CORPORATION direction on each side to 5” past the rear fin when he is wearing flying clothing compatible with mission for which airplane is d 292.1162 Locate canopy controls forward on the left side of the cockpit. Locate canopy warning unlocked light forward on the left, 22.161 Vision Do not divide transparent areas with mounting and reinforcing frames or strips which are more than two inches wide since they obstruct vision, 2-2.16164 In-flight refueling Provide aircraft having in-flight re- fueling capabilitios with transparent areas for the pilot and co-pilot which permit unobstructed vision for the re- fueling operation, Also see Section H, £63,5, 2-2.46163 Install the parking brake control below the instrument panel in a central position, 2-3.1 Flight control system to be designed, tested, and installed in accordance with MIL-G-9490, igned. Control is located on right hand sid Throttle on left hand side prevents location of control on left hand side in cockpit. Warning Ught not installed as visible canopy latch hooks are provided, Due to double glazing, the re- fracted vision width on wind- shield center post 1s 2. 5 inch See Daviation under Section H, No parking brake {s provided, The requirement that duplicate control systems should be installed, where possible, on opposite sidesCREAN PS Renn SPAR Lockheed « CALIFORNIA COMPANY A DIVISION OF LOCKHEED AIRCRAFT CORPORATION CG. 2-3.1 (cont) Cc. 4-3.1 Use hydraulic systems which meet the design, installation and testing vequirements of MIL-5440, CG. 5-11 Install all instruments in shock mounted panels unless approved otherwise by WADG. C. 6-2.4.2.6 External emergency canopy jettison con- trol to be installed on the right hand side of the aircraft. 6-2.2.5, 3.3 Provide emergency ram air to each occupied compartment in the aircraft. 56 of the fuselage, is not met, Test data affecting design will be obtained from a flight simu- lator and flight testing of a similar article. High temperature hydraulic oil, Advanced Development Projects SP 302, is used in lieu of MIL-O- 5606. Temperature limitations are from -30°F to 550°F instead of -65°F to 160°F. Special tube fittings are used in lieu of standard AN and MS type. Brazed tube connectors are used. A fixed instrument panel is pro- vided, Control is located on lett hand side of the aieraft. It is com- patible with the inside canopy jettison handle when located in this position. Also, this places external emergency control on side of external manual uplock. No emergency ram air system is provided. Use of dual and separate air conditioning systems give equiv- alent or greater safety.c Lockheed curirornin COMPANY DIVISION OF LOCKHEED 6-2.2.7. 1a, The normal cabin pressure to be main- tained as follows: Isobaric altitude, 8,000! to operational ceiling. Normal differential, as re- quired to maintain 8,000! isobaric alti- tude up to the operational ceiling. bat differential, 5 psi. 6-2.2.7.2 The preseure within occupied compart- ments shall be controlled at all times as follow AURCRAFT Com- CORPORATION 254900! tsobaric cabin altitude is provided to operational ceiling, re- sulting in 5 psi differential at maxi- mum altitude. Limited control in rate of cabin pressure change other than pilot's control over aircraft rate of climb or descent, Decreasing pressure ~ 1 psi/sec. max, Increasing pressure - 4 psi/min, desired rate, 6-2.2.1.0 Detezmine the leakage rate which assures that the cabin altitude is main- tained below 30,000', while pressure source is inoperative and the aircraft makes a maximum rate descent from its maximum altitude and combat dif- ferential pressure. Provide a design leakage rate not to exceed half of its same rate. 6-2.2.5.2 Install water eeparator in duct between air turbine discharge and cabin, 6-2.3.2.1.5 The difference in temperature between any 2 points in a compartment may not be greater than 10°F. Design system so that no crew member or passenger is exposed to an air velocity of more than 300 ft/min, 6-2.3.2,1,10 Provide at least 13.25 cu, ft/min. air supply to each ventilated suit assembly, 57 Rate of decay allowed to exceed maxi - mum dus to pilot's full pressure suit, Some leakage is utilized for electronic cooling. None provided, A greater than 10° difference will prevail, Higher than 300 ft/min, used, as pilot is housed in full coverage suit and helmet, 12 cu, ft/min, in lieu of 13.25 cu. ft/min, is supplied.DIVISION oF c. LOCKHEED 6-3.5 Provide systems for maintaining forward vision during rain and snow on all aircraft which are equipped with instruments for IFR flights. 1-5. 3.1 Do nvt utliize pressurized fuel and oil tanks on combat aircraft unless approved by WADC. 1-5.4.3 Provide each fuel tank with a sump. 2-5.1.2 Design the fuel system and compon- ents parts to function, satisfactorily for fuel temperatures from -65°F to +135°F, 2-5.3.6.4 Do not interconnect fuel tank vent systems. 4-5. 5.1 Ground air connections shall conform to MS 33561 or MS 33562 523.5 When placing refuel receptacles on aircraft using Flying Boom Systems, insure that the following considerations are made: 58 ALIFORNIA COMPANY AURORAFT CORPORATION System not provided. It is believed that the sharp angle of the wind- shield will eliminate the need for such a device. Recommend that no such system be installed unless indi- cated necessary during flight test. Pressure system used on the air- craft because of flight temperature. Sumps are not provided. Fuel used on this aircraft freezes at -30° and reaches approximately 300°F maximum during flight. Vent systems are interconnected to keep all tanks at the same pressure without complicating the inerting and pressure relief systems, Precautions have been taken to prevent inadvertent transfer of fuel from tank to tank, The connections provided conform to MS 33565, size 2.a Lockheed - CALIFORNIA COMPANY AIRCRAFT DIVISION OF LOCKHEED a, Place the receptacle on or near the aerodynamic center of the receiver aircraft, but with consideration for adequate visibility and receiver- tanker orientation. b, Provide unobscured vision of the tanker's pilot directional lights, silhouette lights, and boom lights by early design considerations in the design of the pilot's windshield and cockpit enciesure. 59 CORPORATION The in-flight refueling receptacle is located forward of the acro- dynamic center of the receiver for ease of receiver-tanker orien- tation, Maximum consideration has been given to this requirement consistent with over-all mission performance. ‘The design of the windshield and cockpit enclosure for thermal and aerodynamic considerations does not completely meet these require- ments for vision of the tanker!é pilot directional lights, silhouette Lights, and boom lights in all possible attitudes and positions within the re- fueling envelope.Lockheed. » CALIFORNIA COMPANY A piviston OF LOCKNEED AIRCRAFT CORPORATION COCKPIT BASIC DIMENSIONS Reference: Sheet 1 of AD-1 MS 33574 and MIL-S-9479 Spec - Upward Ejection Seat ‘The stick, throttle, and rudder pedale are located in the aircraft per the reference Specs, from the seat reference point. The seat ref- erence point, per MIL-S-9479, is based on a 5,00 thick parachute. At present, a special two stage parachute containing the emergency oxygen pack is being developed for this aircraft, The special parachute, At present, is 6,50" thick and would move the seat occupant forward by 150", The seat rails are moved aft of ,56" and an alternate rail slope of 10° (normal is 13°) is provided. The 10° rail slope will move the seat aft to accommodate the maximum size occupant. sien 60