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.
“Mission Control”27 pages
Secret ~Q~OR~I 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 5 l 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 neces sary to bring in supplies and visitors from contractors and headquar ters. 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 SI 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:" 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- l 950s, 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 con trollers 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 day light 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 alti tudes 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. " OSA Hisrory. chap. 7. pp. 17-19 (TS Co<lcwor<l). .Saeret-
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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.