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.
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79 Sec. et NOFORN Chapter 2 Koon, call the commander of Kirtland AFB near Albuquerque. General Koon told the base commander about the sealed orders and explained that an unusual aircraft would make a deadstick landing at Kirtland within the next half hour. The general then instructed the base commander to have air police keep everyone away from the craft and get it inside a hanger as quickly as possible. After a half hour passed, the base commander called the Pentagon to ask where the crippled aircraft was. As he was speaking, the officer saw the U-2 touch down on the runway and remarked, "It's not a plane, it's a glider!" Even more surprised were the air po lice who surrounded the craft when it came to a halt. As the pilot climbed from the cockpit in his "space" suit, one air policeman re marked that the pilot looked like a man from Mars. The pilot, Jacob Kratt, later reported to Cunningham that, from the beginning of the first flameout until the landing at Albuquerque, the U-2 had covered over 900 miles, including more than 300 by gliding.58 Aside from this extraordinary gliding ability, however, the U-2 was a very difficult aircraft to fly. Its very light weight, which enabled it to achieve extreme altitude, also made it very fragile. The aircraft -was also very sleek, and it sliced through the air with little drag. This feature was dangerous, however, because the U-2 was not built to withstand the G-forces of high speed. Pilots had to be extremely care ful to keep the craft in a slightly nose-up attitude when flying at operational altitude. If the nose dropped only a degree or two into the nose-down position, the plane would gain speed at a dramatic rate, exceeding the placarded speed limit in less than a minute, at which point the aircraft would begin to come apart. Pilots, therefore, had to pay close attention to the aircraft's speed indicator because at 65,000 feet there was no physical sensation of speed, without objects close at hand for the eye to use as a reference.59 THREE FATAL CRASHES IN 1956 The first fatality directly connected with flying the U-2 occurred on 15 May 1956, when test pilot Wilburn S. Rose, flying article 345A, had trouble dropping his pogos, the outrigger wheels that keep the ,. Bissell interview (S); Cunningham interview (TS Codeword); Brig. Gen. Leo A. Geary, interview by Gregory W. Pedlow, Colorado Springs, Colorado, 12 October 1988 (S). '" James Cherbonneaux, Carmine Vito, and Hervey Stockman (former U-2 pilots), inter view by Donald E. Welzenbach, Washington, DC, May 1986 (S). Secaet
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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.