PAVEWAY AND QT-3

Introduction. A brief description of the justification, evolution, and application U.S. DoD “Smart Weapons” in SEA during the Vietnam War: Interdicting enemy assets using manned ISR platforms, some covert, with E-O visual sensors to locate and resolve targets and invisible (to humans) laser energy to designate them for terminal guidance and destruction by LGBs.

Central topics are the comparison of conventional aircraft and munitions versus covert aircraft with “Smart Weapons”. The subject is centered, as regards subject tense, on the QT-3 Sensor Program in 1968. The MICMPLX organizations and technologies converged at the QT-3 Sensor Program and then diverged again for application in the Vietnam War.

The USAF (Air Force) and USA (Army) programs operated concurrently and competitively; but covertly in the “Black World”. Security classifications, “Need-to-Know”, and organization propriety restrictions limited information release and exchange, even between military services. Except for DoD; few, if any, participants knew the budget, schedule, or status of the other programs, or that they even existed.  All of the following information is now de-classified and in the public domain.

Knowing the project principals and being one of the few remaining participants (An Octogenarian); I introduce former associates and their contributions with 1st, 2nd, and 3rd Person narratives, text, art, and references.
Stith Narrative: This started for me as 1970 rumors about USAF competition with our LMSC-Army YO-3A for covert military ISR in the Vietnam War. However, two former Varo Corporation  Employees introduced themselves to me in 2003 and that resulted in several years of research that corroborated the rumors as facts: They had visited our Skunk Works, North “Greenhouse”  in mid-1968, inspected our QT-2PC Aircraft, and plans for the next generation Quiet Aircraft. That was quite a shock because very few even knew of our covert aircraft and facility (or that they existed!) and only vetted visitors were allowed to visit.

Subsequently, Varo produced a prototype PAVEWAY Pave Spot Sensor: An Electro-Optical Day/Night Sensor with a LTD compatible with LGBs.

Over the next year, one of them described their efforts and results. He also challenged my claim that we at LMSC had produced the 1st integrated LTD Sensor and fielded it in Vietnam.    He identified his customer, only as “The Major”, a “Hollywood-type mover and shaker” who got things done: A character that you could never forget! 

Our memories of that time include outrageously innovative personalities and technologies juxtaposed to the Vietnam War. While imperfect, as regards persons, places, and times; they are generally true.  

The complete story might never be known, but this essay includes some of its important elements. It is supplemented with referenced sources and my personal experience as a principal contributor. Together they comprise a plausible composite record that should be preserved for the future. 
Therefore, as a minimum, I’ll deposit copies in the U. TX, Dallas McDermott Library Special Collections History of Aviation and Texas Tech U.  Vietnam Center and Sam Johnson Vietnam Archive.

Background

USAF QT-3 Sensor Program

After withdrawing from the Tri-Service YO-3 Aircraft Program, the USAF established the QT-3 Sensor Program in the Pentagon to produce the QT-3 Sensor earlier defined by a Tri-Service Commission. From that time forward;  its manager, defined only as the “Major”, diverted the program to produce sensors exclusively the PAVEWAY Program.

The “Major” issued a RFP for the QT-3 Sensor to the MICMPLX complying with “Sole Source” rules that ensured a competitive process for the program. However, because of its national security classification restrictions, only vetted US military and civilian organizations were invited to participate.

Among those responding was the Varo Corporation.  Upon submitting an acceptable proposal, Varo was provided specification details and advised to visit LMSC to learn about its QT-3, its next-generation covert ISR Aircraft candidate, especially the envelope designed for the QT-3 Sensor.  Potentially, needing a test aircraft, they also visited Wren Aircraft Corporation to evaluate their 460 STOL Aircraft and found they were modifying one of them to 460QB (for “Quiet Bird” and probably part of their OX” Program) configuration for none other than “the Major”.

Varo quickly produced its detailed sensor proposal, and while submitting it to the “Major”, continued with descriptions of their visits to LMSC and Wren, at which time the “Major” abruptly told them to “Shut Up and Mind their own business”!

However; probably realizing that Varo now knew about his “covert ISR” program; the “Major” offered them a relatively small contract to produce a prototype Pave Spot Sensor within 60 days and be able to fly it within in 90 days. (Note: The contract conformed to the “1559 System”).

The Varo Engineer advised: To “No Bid” the contract because he doubted it could be done on time since Varo had no parts on hand, the main components had not been identified, lead time, etc.

       He added:

        1. The vendor had probably already been selected and the RFP was probably a rouse to make it not appear to be “sole-source” and, therefore, legal

        2. The Army would reject Varo’s proposal because of previous unsatisfactory NVD (“Starlight Scopes”) business with NVL.

However, a Varo Supervisor interjected “The USAF would not have a test aircraft available by time needed, so there is no timing risk”.

Accepting the contract, Varo became part of the “Major’s” covert ISR subterfuge.  Varo produced the prototype Pave Spot Sensor in their Garland, TX Factory on schedule and budget, and planned a flight test program.

Varo’s Prototype Pave Spot Sensor design: An E-O Day/Night visual sensor with a continuously variable 10 to 20 degree FOV and a bore-sighted LGB compatible Nd-YAG Laser mounted on 2-Axis Gimbals controlled by an RC Model “Joy Stick”. It included azimuth “de-rotation optics” to maintain the image upright, regardless of the direction the scanner was pointed. It could resolve a potential target’s location and, coupled to a LORAN System, semi-automatically transmit it to a friendly offensive asset.

The “Major” then directed Varo to integrate its Prototype Pave Spot Sensor with the Wren Prototype 460QB Aircraft, instead of the YO-3 Aircraft (successor of the QT-3). Varo started the sensor/aircraft integration within the contract schedule in the Wren Factory Hanger. However, Wren commenced 460QB Aircraft flight tests (Without the Prototype Pave Spot Sensor installed) to validate the aero modifications and almost immediately crashed it. The crash destroyed the 460QB, killed its two occupants, halted the flight-test program, initiated an FAA/NTSB Investigation, and caused Wren Corporation Stock values to sharply drop. The flight test program remained dormant for several months. During that period, Varo upgraded the Prototype Pave Spot Sensor external pod gimbal servos, since they didn’t scan full 360, and then tested it for performance with “wind loads”: First with an automobile on local highways and then in a MICMPLX Wind Tunnel. Wren subsequently produced and flight tested a replacement 460QB; so, Varo integrated the upgraded Prototype Pave Spot with it and flight-tested it (See Pave Spot Wren 460QB Integration).

Afterward, USAF TAC CROC 25-70 declared that Pave Spot Program would continue for only OV-10 Aircraft with an interim 02A Aircraft.  Not having access to an O-2A, Varo leased a Cessna 337 SkyMaster (Basis of O-2) for the project.  Funded to upgrade the Pave Spot Sensor from Prototype to Production status for the O-2A Aircraft; Varo upgraded its servos again for increased airspeeds and replaced its Double Dove Prism “de-rotation” optics with a better design using Pechan Prism. Varo then integrated Production Pave Spot with the 337 Aircraft and demonstrated the system “all over the country” ending at  WPAFB. Varo “sold” the system to the USAF for integration with its O-2A Aircraft. (See Pave Spot 337/O-2 Integration and Jan 1970 AW&ST “Laser Target Device Readied For USAF Use”).

SEAOR 100 justified application of LGBs in the VN War and CROC 25-70 justified LTDs for OV-10A Aircraft. Therefore, the USAF requisitioned 15 Pave Spot Sensors “Upgraded” for the OV-10A under the Military Specification AN/AVQ-13 . Varo upgraded the sensor servos again for the greater OV-10A airspeeds, replaced the “RC Joy Stick” with a Mil-Spec “Force” Hand Control, etcetera, renamed them “Pave Nail” Sensors for TASS application, and delivered them to the USAF as AN/AVQ-13 LRUs.  Varo integrated the initial AN/AVQ-13 with a USAF OV-10A Aircraft in North TX, supported its evaluation at EAFB, and shipped the remaining AN/AVQ-13s to the Far East for integration with OV-10As.

At the end of their service life, all of the AN/AVQ-13s were removed from USAF OV-10As and stored at WPAFB. (See Pave Nail OV-10 Integration).

                                                                        
To be posted soon:
ISR Platforms with LTD.
Summary and Conclusions.

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