Documents / FOIA release
This is a 1992 CIA History Staff monograph by Gregory W. Pedlow and Donald E. Welzenbach, originally classified Secret NOFORN and approved for release in 2013. It covers the CIA's manned overhead reconnaissance program from 1954 to 1974 and the two aircraft it developed, the U-2 and the A-12 OXCART. The history covers the U-2 overflights of the Soviet Union, the 1960 downing of Francis Gary Powers and later operations in Asia and Latin America. It also includes a section on U-2s, UFOs and Operation BLUE BOOK.
“Headquarters”25 pages
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Secret NOFORN Chapter 2 72 As the deliveries of U-2 airframes to the testing site increased, a major logistic problem arose: how to transfer Lockheed employees from Burbank to Area 51 without arousing a great deal of curiosity. The project staff decided that the simplest approach would be to fly the essential personnel to the site on Monday morning and return them to Burbank on Friday evening. Frequent flights were also necessary to bring in supplies and visitors from contractors and headquarters. Therefore, a regularly scheduled Military Air Transport Service (MATS) flight using a USAF C-54 aircraft began on 3 October 1955. James Cunningham promptly dubbed this activity "Bissell's Narrow-Gauge Airline." Less than seven weeks after it started, a MATS aircraft bound for Area 51 crashed on 17 November. killing all 14 persons aboard the plane, including the Project Security Officer, CIA's William H. Marr, four members of his staff, and personnel from Lockheed and Hycon. This crash represented the greatest single loss of life in the entire U-2 program.48 ## U-2s, UFOs, AND OPERATION BLUE BOOK High-altitude testing of the U-2 soon led to an unexpected side effect—a tremendous increase in reports of unidentified flying objects (UFOs). In the mid-1950s, most commercial airliners flew at altitudes between 10,000 and 20,000 feet and military aircraft like the B-47s and B-57s operated at altitudes below 40,000 feet. Consequently, once U-2s started flying at altitudes above 60,000 feet, air-traffic controllers began receiving increasing numbers of UFO reports. Such reports were most prevalent in the early evening hours from pilots of airliners flying from east to west. When the sun dropped below the horizon of an airliner flying at 20,000 feet, the plane was in darkness. But, if a U-2 was airborne in the vicinity of the airliner at the same time, its horizon from an altitude of 60,000 feet was considerably more distant, and, being so high in the sky, its silver wings would catch and reflect the rays of the sun and appear to the airliner pilot, 40,000 feet below, to be fiery objects. Even during daylight hours, the silver bodies of the high-flying U-2s could catch the sun and cause reflections or glints that could be seen at lower altitudes and even on the ground. At this time, no one believed manned flight was possible above 60,000 feet, so no one expected to see an object so high in the sky.
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FOIA release, from the cia-readingroom collection. The PDF is mirrored here; the original link is above. The text was read from the page images by GLM-OCR; expect the odd misread word. 406 pages are in the text index: search them above, or from the library's search.