“Lockheed”60+ pages
- p. 4 …8
Lockheed CL-282 Supporters and the CIA... 13
Scientists and Overhead Reconnaissance... 17
The BEACON…
- p. 6 …260
Competition Between Lockheed and Convair... 267
The Selection of the Lockheed Design... 270
Efforts To…
- p. 12 …excellent technical study of the U-2: Lockheed U-2 (1983).
There has also been a…
- p. 22 …Immediately after returning to California, Carter proposed to Lockheed Vice President L. Eugene Root (previously the…
- p. 23 …competition for a high-altitude reconnaissance aircraft
Lockheed also submit a design. Carter noted that the…
- p. 24 …it to General Schriever, who then asked Lockheed to submit a specific proposal. In early April…
- p. 25 …Seaberg and his colleagues carefully evaluated the Lockheed submission and finally rejected it in early June…
- p. 26 …Despite the Air Force's selection of the X-16, Lockheed continued to work on the…
- p. 27 …Proposals for special reconnaissance aircraft have been received in the Air Staff from Lockheed, Fairchild, and…
- p. 28 …range are not as good as the Lockheed CL-282. $ ^{23} $
Gardner's enthusiasm for the…
- p. 29 …Few details about Dulles's precise attitude toward the proposed Lockheed reconnaissance aircraft are available, but…
- p. 30 …At this point, the summer of 1954, Lockheed's CL-282 proposal still lacked official support…
- p. 37 …ISP chairman Baker then urged Donovan to travel to southern California to evaluate the Lockheed design…
- p. 39 …Thus, even though the Lockheed CL-282 had several important sources of support by September 1954…
- p. 40 …Council.46
## Project Three Support for the Lockheed CL-282
Even before the final Technological Capabilities…
- p. 42 …Agency. $ ^{49} $
Land learned the details of Lockheed's proposed CL-282 aircraft soon after he…
- p. 43 Secret NOFORN
Chapter 1
briefly mention a Lockheed design for a high-flying aircraft at the…
- p. 44 …During September and October the Project Three study group met frequently to discuss the Lockheed design…
- p. 47 …The Lockheed super glider will fly at 70,000 feet, well out of the reach of…
- p. 48 …Putt, to oppose the adoption of the Lockheed design. The officials argued that the Bell X…
- p. 49 …He used Gardner's statement to convince Lockheed's senior management to approve the project, which…
- p. 50 …small group of prominent scientists that the Lockheed design represented the best possible overhead reconnaissance system…
- p. 53 …Eventually Bissell asked who was going to pay for the airframes to be built by Lockheed…
- p. 55 …This category included maintenance and support personnel from Lockheed (five per aircraft), the pilots, and support…
- p. 56 …to be settled, including the contract with Lockheed. Nevertheless, work on the U-2 began as…
- p. 57 …A general contractor such as Lockheed can purchase much, if not all, of the supplies needed…
- p. 58 …During the final contract negotiations in the spring of 1958, Lockheed and the US Government agreed…
- p. 63 …1954, even before the CIA adopted the Lockheed proposal. Baker quickly recognized, however, that he would…
- p. 69 …in a small Beechcraft plane piloted by Lockheed's chief test pilot, Tony LeVier. They spotted…
- p. 70 …By July 1955 the base was ready, and Agency, Air Force, and Lockheed personnel began moving…
- p. 74 project—the construction and testing of the aircraft—remained the exclusive province of Lockheed. $ ^{29} $
As…
- p. 77 …The first model of the pressure suit, used by Lockheed test pilots, made no provision for…
- p. 79 …Geary told Culbertson that the Lockheed CL-282 was going to be known officially as the…
- p. 81 …runway took the plane to 50 knots. Lockheed's chief test pilot, Tony LeVier, was at…
- p. 84 …article 341 before moving on to other Lockheed flight test programs in early September. This first…
- p. 85 …how to transfer Lockheed employees from Burbank to Area 51 without arousing a great deal of…
- p. 88 …Colonel Yancey was in charge of six SAC pilots who were to be trained by Lockheed…
- p. 90 …CIA, which then placed an order with Lockheed for 29 U-2s in configurations to be…
- p. 107 …U-2 cover story stating that a Lockheed-developed aircraft would be flown by the USAF…
- p. 143 …Lockheed mechanics had mounted the various RAINBOW devices on the prototype U-2, a Lockheed test…
- p. 144 …Unable to restart the power plant, Lockheed test pilot Robert Sieker bailed out but was struck…
- p. 145 …The loss of one of Lockheed's best test pilots, as well as the prototype "dirty…
- p. 157 …As a substitute, Lockheed began working to develop a paint with radar-suppressant qualities, but this…
- p. 162 …After a series of tests over Edwards AFB, Lockheed began coating the U-2s with a…
- p. 188 …Although it had been refurbished by Lockheed and now had the more powerful J75 engine that…
- p. 199 …In the meantime Powers began working for Lockheed as a U-2 pilot. In March 1963…
- p. 209 …Some poetic justice in this. $ ^{2} $
One week later Colonel Geary called to order Lockheed to…
- p. 211 …In May 1961, Lockheed began modifying Agency U-2s so that they could be refueled in…
- p. 220 …story, which was that its pilots were Lockheed employees on a ferry flight to Puerto Rico…
- p. 230 …2Cs for Detachment C
Late in 1958, Lockheed began refitting the Agency's 13 remaining U…
- p. 235 …STPOLLY added the more advanced Lockheed P3A in 1963. Between 1955 and 1967, when the CIA…
- p. 236 …U-2 missions, and the Air Force, which had
Lockheed P-2V7 and P3A reconnaissance aircraft
- p. 238 …The planes were maintained by Lockheed mechanics under contract to the CIA. The Agency attempted to…
- p. 255 …All Air Force and CIA U-2s were ordered back to Lockheed for ultrasonic inspection of…
- p. 260 …The Agency dispatched several pilots to Taiwan under the cover of Lockheed employees working on a…
- p. 264 …G in California-with three more at Lockheed undergoing repair. The Agency had originally ordered 20…
- p. 265 …Francis Gary Powers was one of the Lockheed test pilots who checked out this new aircraft…
- p. 266 …began coming off the production line at Lockheed in-the autumn of 1968, CIA and the…
- p. 275 …Personnel at Lockheed's Skunk Works referred to these aircraft concepts as "Archangel-1," "Archangel-2…
- p. 276 Secret NOFORN
Chapter 6
Lockheed design for a hydrogen-powered aircraft (the CL-400). The committee…
Read from the scan by GLM-OCR; expect the odd misread word.
Secret NOFORN
Chapter 2
In designing the U-2 aircraft, Kelly Johnson was confronted with two major problems—fuel capacity and weight. To achieve intercontinental range, the aircraft had to carry a large supply of fuel, yet, it also had to be light enough to attain the ultrahigh altitudes needed to be safe from interception. Although the final product resembled a typical jet aircraft, its construction was unlike any other US military aircraft. One unusual design feature was the tail assembly, which—to save weight—was attached to the main body with just three tension bolts. This feature had been adapted from sailplane designs.
The fragility of the wings and tail section, which were only bolted to the fuselage, forced Kelly Johnson to look for a way to protect the aircraft from gusts of wind at altitudes below 35,000 feet, which otherwise might cause the aircraft to disintegrate. Johnson again borrowed from sailplane designs to devise a "gust control" mechanism that set the ailerons and horizontal stabilizers into a position that kept the aircraft in a slightly nose-up attitude, thereby avoiding sudden stresses caused by wind gusts. Nevertheless, the U-2 remained a very fragile aircraft that required great skill and concentration from its pilots.
The wings were also unique. Unlike conventional aircraft, whose main wing spar passes through the fuselage to give the wings continuity and strength, the U-2 had two separate wing panels, which were attached to the fuselage sides with tension bolts (again, just as in sailplanes). Because the wing spar did not pass through the fuselage, Johnson was able to locate the camera behind the pilot and ahead of the engine, thereby improving the aircraft's center of gravity and reducing its weight.
The wings were the most challenging design feature of the entire airplane. Their combination of high-aspect ratio and low-drag ratio (in other words, the wings were long, narrow, and thin) made them unique in jet aircraft design. The wings were actually integral fuel tanks that carried almost all of the U-2's fuel supply.
The final major design feature was the lightweight, bicycle-type landing gear. The entire structure—a single oleostrut with two lightweight wheels toward the front of the aircraft and two small, solid-mount wheels under the tail—weighed only 208 pounds yet could withstand the force of touchdown for this 7-ton aircraft. Because both sets of wheels were located underneath the fuselage, the U-2 was also equipped with detachable pogos (long, curved sticks with two small wheels on them) on each wing to keep the wings level during takeoff. The pilot would drop the pogos immediately after takeoff so