The Central Intelligence Agency and Overhead Reconnaissance; the U-2 and Oxcart Programs, 1954-1974

Read from the scan by GLM-OCR; expect the odd misread word.

Secret NOFORN

Chapter 1

was only 64,000 feet. Meanwhile Leghorn, frustrated by the rejection of his original concept, had transferred to the Pentagon in early 1952 to work for Col. Bernard A. Schriever, Assistant for Development Planning to the Air Force's Deputy Chief of Staff for Development. $ ^{8} $

In his new position Leghorn became responsible for planning the Air Force's reconnaissance needs for the next decade. He worked closely with Charles F. (Bud) Wienberg—a colleague who had followed him from Wright Field—and Eugene P. Kiefer, a Notre Dame-educated aeronautical engineer who had designed reconnaissance aircraft at the Wright Air Development Center during World War II. All three of these reconnaissance experts believed that the Air Force should emphasize high-altitude photoreconnaissance.

Underlying their advocacy of high-altitude photoreconnaissance was the belief that Soviet radars would not be able to track aircraft flying above 65,000 feet. This assumption was based on the fact that the Soviet Union used American-built radar sets that had been supplied under Lend-Lease during World War II. Although the SCR-584 (Signal Corps Radio) target-tracking radar could track targets up to 90,000 feet, its high power consumption burned out a key component quickly, so this radar was normally not turned on until an early warning radar had detected a target. The SCR-270 early warning radar could be left on for much longer periods and had a greater horizontal range (approximately 120 miles) but was limited by the curvature of the earth to a maximum altitude of 40,000 feet. As a result, Leghorn, Kiefer, and Wienberg believed that an aircraft that could ascend to 65,000 feet before entering an area being swept by the early warning radar would go undetected, because the target-tracking radars would not be activated. $ ^{9} $

The problem with this assumption was that the Soviet Union, unlike Britain and the United States, had continued to improve radar technology after the end of World War II. Even after evidence of improved Soviet radar capabilities became available, however, many advocates of high-altitude overflight continued to believe that aircraft flying above 65,000 feet were safe from detection by Soviet radars.