Documents / Official release
This is a Secret History Staff monograph by Gregory W. Pedlow and Donald E. Welzenbach of the Central Intelligence Agency, published in 1992. It gives a history of the CIA's manned overhead reconnaissance program from 1954 to 1974, covering the development and operation of the U-2 and the A-12 OXCART aircraft. It covers overflights of the Soviet Union, the 1960 downing of Francis Gary Powers, and later operations. One section is titled "U-2s, UFOs, and Operation BLUE BOOK."
From the source:Release of 2026-06-12 This CIA History Staff document chronicles the complete history of the U-2 and OXCART (A-12) high-altitude reconnaissance aircraft programs from 1954 to 1974, detailing their development, operations over the Soviet Union and other targets worldwide, the famous downing of Francis Gary Powers in 1960, organizational reforms following that incident, and the eventual transfer of operations from CIA to Air Force control. A more redacted version of this document has been available on CIA's public website.
“Jacobs”5 pages
149 Seer et N6F6RN Chapter 3 speed, apply full throttle to the engine, then pull back on the stick and zoom as high as he could. In this manner the Soviet pilot hoped to come up directly beneath the U-2 so he could use his guns and mis siles against the shiny U-2 etched in silver against the dark blue-black of space. Using this maneuver, some MiGs were able to climb as high as the U-2 but seldom got very close. At this height the MiGs were completely out of control; their small, swept-back wings provided in sufficient lift; and their control surfaces were too small to maintain aircraft stability. U-2 pilots often spotted MiGs that reached the apex of their zoom climbs and then fell away toward the earth. The US pi lots' greatest fear was that one of the MiGs would actually collide with a U-2 during a zoom climb. 1().1 U-2 pilots complained that they felt like ducks in a shooting gal lery under these circumstances and suggested that the underside of the silvery aircraft be camouflaged in some manner. Kelly Johnson had originally believed the U-2 would fly so high that it would be invisi ble, thus eliminating the need to paint the aircraft and thereby avoid ing the added weight and drag that paint produced. The paint penalty was calculated to be a foot of altitude for every pound of paint. A full _ c_O;J.t of paint cost the U-2 250 feet of altitude, substantially less than the L,500-foot penalty paid for the addition of dirty bird-devices. By late 1957, Johnson agreed that something had to be done. After a series of tests over Edwards AFB, Lockheed began coating the U-2s with a standard blue-black military specification paint on top and a lighter cloud-blue paint below. Subsequent tests over Nevada revealed that the U-2s were less conspicuous when painted all over with a matte-finish blue-black color, which helped them blend with k fthe dar canopy o space. 105 MORE POWERFUL ENGINES FOR THE U-2 Less conspicuous paints were not the only answer to the growing threat of Soviet interceptors. A more powerful engine would increase the U-2's maximum altitude, which was the surest way to protect the aircraft from all Soviet threats. During late 1958 and early 1959, Lockheed began refitting the Agency's 13 remaining U-2s originally the Agency had taken delivery of 20 planes and the Air "u Information supplied by Jacob Kratt and James Cherbonneaux to Donald E. Wt:lz.:nbach, May 1986. "" Lockheed contracts, OSA r.:cords (S). Seeret
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Official release, from the pursue collection. The PDF is mirrored here; the original link is above. 406 pages are in the text index: search them above, or from the library's search.