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.
“Nevers”34 pages
64 6eeret NOFOAN Chapter 2 The early models of these MC-2 and MC-3 partial-pressure suits were very uncomfortable for the pilots. To prevent loss of pressure, the heavy coverall had to fit tightly at the wrists and ankles (in the early models of these suits, the feet were not included in the pressur ization scheme). The pilot had to wear gloves and a heavy helmet that tended to chafe his neck and shoulders and was prone to fogging. Problems with the pilot life-support system were believed to have been the cause of several early crashes of the U-2. Having gotten a pilot into this bulky suit and shoehorned him into his seat in the cockpit, the next problem was how to get him out in an emergency. The U-2 cockpit was very small, and the early mod els did not have an ejection seat. Even after an ejection seat was in stalled, pilots were reluctant to use it because they were afraid they would lose their legs below the knees when they were blown out of the cockpit. To save weight, the first pilot's seat was extremely simple with no height adjustment mechanism. Designed for pilots of above-average height, the seat could be adjusted for shorter pilots by inserting wooden blocks beneath the seat to raise it. In later versions of the aircraft, Kelly Johnson added a fully adjustable seat.35 The Air Force undertook bailout experiments at high altitudes from balloons in the autumn of 1955 to determine if the suit designed for the U-2 pilot would also protect him during his parachute descent once he was separated from the life-support mechanisms inside the aircraft. To avoid getting the "bends" during such descents or during the long flights, pilots had to don their pressure suits and begin breathing oxygen at least 90 minutes before takeoff so that their bod ies would have time to dissipate nitrogen. This procedure was known as prebreathing. Once the pilots were in their suits, eating and drink ing became a major problem, as did urination. The first model of the pressure suit, used by Lockheed test pilots, made no provision for uri nation. A subsequent model required the pilot to be catheterized be fore donning his flying suit. This method of permitting urination during flight proved very uncomfortable and, by the autumn of 1955, was replaced with an external bladder arrangement that made the catheter unnecessary. To reduce elimination, pilots ate a low-bulk, high-protein diet on the day before and the morning of each mission. " Lecture by Maj. Gen. Patrick J. Halloran (former Air Force U-2 pilot) at the National Air & Space Museum, 24 April 1986 (U). iearet
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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.