“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
Leo P. Geary
(USAF, Ret.), a vice president of the Shell Oil Company who had long been involved in overhead reconnaissance (most recently as a member of the Technological Capabilities Panel), arranged for Shell to develop a special low-volatility, low-vapor-pressure kerosene fuel for the craft. The result was a dense mixture, known as LF-1A, JP-TS (thermally stable), or JP-7, with a boiling point of $ 3 0 0 ^{\circ} \mathrm{F} $ at sea level. Manufacturing this special fuel required petroleum byproducts that Shell normally used to make its "Flit" fly and bug spray. In order to produce several hundred thousand gallons of LF-1A for the U-2 project in the spring and summer of 1955, Shell had to limit the production of Flit, causing a nationwide shortage. Because of the new fuel's density, it required special tanks and modifications to the aircraft's fuel-control and ignition systems. $ ^{32} $
Even more important than the problem of boiling fuel was the problem of boiling blood, namely the pilot's. At altitudes above 65,000 feet, fluids in the human body will vaporize unless the body can be kept under pressure. Furthermore, the reduced atmospheric pressure placed considerable stress on the pilot's cardiovascular system and did not provide adequate oxygenation of the blood. Keeping the pilot alive at the extreme altitudes required for overflights therefore called for a totally different approach to environmental equipment; it required a system that could maintain pressure over much of the pilot's body. The technology that enabled U-2 pilots to operate for extended periods in reduced atmospheric pressure would later play a major role in the manned space program.
Advising the Agency on high-altitude survival were two highly experienced Air Force doctors, Col. Donald D. Flickinger and Col. W. Randolph Lovelace, II. Dr. Lovelace had begun his research on high-altitude flight before World War II and was a coinventor of the standard Air Force oxygen mask. In the early 1950s, he and Flickinger made daring parachute jumps from B-47 bombers to test pilot-survival gear under extreme conditions. Flickinger served as the medical adviser to Project AQUATONE for almost a decade. $ ^{33} $
Flickinger and Lovelace suggested that the Agency ask the David Clark Company of Worcester, Massachusetts, manufacturer of environmental suits for Air Force pilots, to submit designs for more