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.
“Canberra”11 pages
286 Seeret NOFOAN Chapter 6 DELIVERY OF THE FIRST OXCART The first A- l 2, known as article 121, was assembled and tested at Burbank during January and February 1962. Since it could not be flown to the Nevada site, the aircraft had to be partially disassembled and put on a specially designed trailer that cost nearly S 100,000. The entire fuselage, without the wings, was crated and covered, creating a load 35 feet wide and 105 feet long. To transport this huge load safely over the hundreds of miles to the site. obstructing road signs were re moved, trees were trimmed, and some roadbanks had to be leveled. The plane left Burbank on 26 February 1962 and arrived at Area 51 two days later. After the fuselage arrived in Nevada, its wings were attached and the 175 engines were installed. but the aircraft was still not ready to be tested. This new delay was caused by leaking fuel tanks, a problem that would never be solved completely. Because the A- I 2's high speeds heat the titanium airframe to more than 500°F. Lockheed designers had to make allowances for expansion. When the metal was cold, the expansion joints were at their widest. In the fuel tanks. these gaps were filled by pliable sealants. but the fuel for the A-12's engines acted as a strong reducing agent that softened the sealants. causing leaks. Thus. when fuel was first poured into the aircraft, 68 leaks developed. Lockheed technicians then stripped and replaced all the sealant, a tedious and time consuming procedure because the sealant required four curing cycles, each at a different temperature over a period of 30 to 54 hours. The engineers were never able to discover a sealant compound that was completely impervious to the jet fuel while remaining elastic enough to expand and contract sufficiently. The A- I 2's tanks continued to leak, so when it was fueled, it only received enough fuel to get airborne. The plane would then rendezvous with a tanker, top off its tanks, and immediately climb to operating altitude. causing the metal to expand and the leaks to stop. 10 CHANGES IN THE PROJECT MANAGEMENT Richard Bissell, whose concern for the viability of the U-2 in 1956 had led to the establishment of Project OXCART and who had di rected its growth all along, was no longer in charge when the first "' OSA fiistorv. chap. 20. p. 62 (TS C0<.!t:worJJ: \linnich ...OXCART Story." p. 11 (S). Secret
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Official release, from the pursue collection. The PDF is mirrored here; the original link is under it. 406 pages are in the text index: search them above, or from the library's search.