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

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Secret NOFORN
Chapter 2

followed on 1 August. LeVier accelerated to 70 knots and began to try the ailerons. "It was at this point that I became aware of being airborne," LeVier noted afterward, "which left me with utter amazement, as I had no intentions whatsoever of flying. I immediately started back toward the ground, but had difficulty determining my height because the lakebed had no markings to judge distance or height. I made contact with the ground in a left bank of approximately 10 degrees." The U-2 bounced back into the air, but LeVier was able to bring it back down for a second landing. He then applied the brakes with little effect, and the aircraft rolled for a long distance before coming to a stop. $ ^{42} $

Bissell, Cunningham, and Johnson saw the aircraft fall and bounce. Leaping into a jeep, they roared off toward the plane. They signaled to LeVier to climb out and then used fire extinguishers to put out a fire in the brakes. At a debriefing session that followed, LeVier complained about the poor performance of the brakes and the absence of markings on the runway. Damage to the prototype U-2 was very minor: blown tires, a leaking oleostrut on the undercarriage, and damaged brakes. This unplanned flight was but a foretaste of the airworthiness of the U-2. New pilots all had difficulty in getting the U-2's wheels on the ground because at low speeds it would remain in ground effect and glide effortlessly above the runway for great distances.

Taxi trials continued for one more day and were followed by the first planned flight on 4 August 1955. LeVier was again at the controls and had been instructed by Kelly Johnson to land the U-2 by making initial contact with the main or forward landing gear and letting the plane settle back on the rear wheel. LeVier had disagreed with this approach, believing that the U-2 would bounce if he tried to touch down on the forward gear first. After flying the aircraft up to 8,000 feet, LeVier leveled off and began cycling the landing gear up and down; then he tested the flaps and the plane's stability and control systems. Finally, LeVier made his first landing approach. As the U-2 settled down, the forward landing gear touched the runway and the plane skipped and bounced into the air. LeVier made a second attempt to land front wheels first, and again the plane bounded into the air.