TR-1

Aerofax Minigraph 28

Lockheed U-2R/TR-1 by Jay Miller and Chris Pocock

ISBN 0·942548·43·4

©1988

Aerofax, Inc. P.O. Box 200006 Arlington, Texas 76006 ph. 214647-1105

, Trade Distribution by:

looks International lect Ave. Wisconsin 54020 94-2090

Trade Distribution by:

d Cou nties Publications ollow, Earl Shilton , LEg 7NA, England ) 47256

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Stock No. 0228

ABBREVIATIONS AND ACRONYMS AB AC ADF ADI AEC AF AFB ALSS ASARS AWACS CIA COMINT DC Det

DME DOA 000 ELINT

EP-X ER EW FDC FDS FEBA FL FS HF

HSI IFF liS

ILS

Air Base Alternating Current Automatic Direction Finder Attitude Director Indicator Atomic Energy Commission Air Force Air Force Base Airborne Location Strike System Advanced Synthetic Aperture Radar System Airborne Warning and Control System Central Intelligence Agency Communications Intelligence Direct Current Detachment Distance Measuring Equipment Direction of Arrival Department of Defense Electronics Intelligence Electronics Patrol Experimental Earth Resources Electronic Warfare Flight Director Computer Flight Director System Forward Edge of Battle Area Focal Length Fuselage Station High-Frequency Horizontal Situation Indicator Identification Friend or Foe , International Imaging Systems Instrument Landing System

IMC KVA LF LOROP MF NACA NASA NRC OL PLSS RAF RBV RPV RTO SAC SIGINT SPO SRS SRTS SRW TCN TELl NT

TEREC TLG TOA U UHF VHF

WL WS

Image Motion Compensation Kilo-Volt Ampere Low-Frequency Long Range Oblique Photography Medium-Frequency National Advisory Committee for Aeronautics National Aeronautics & Space Administration Nuclear Regulatory Commission Operating Location Precision Emitter Location Strike System Royal Air Force Return Beam Video Remotely Piloted Vehicle Responsible Test Organization Strategic Air Command Signal Intelligence System Program Office Strategic Reconnaissance Squadron Strategic Reconnaissance Training Squadron Strategic Reconnaissance Wing TACAN Telecommunications Intelligence Tactical Electronic Reconnaissance System Tail Landing Gear Time of Arrival Utility Ultra-High Frequency Very-High Frequency Water Line Wing Station

MISCELLANEOUS SENIOR BOOK ANTENNAS AND L O C A T I O N S - - - - - - - - - - - - - - - -

A.

B. C. O. E. F. G. H. I. J. K. L. M. N. O. P. Q.

R. S. T. U. V.

10-119017-1 VHF/OF ANTENNA FS 419.20 (O.C.) 10-119017·1 VHF/OF ANTENNA FS 501.6 @ ws 559.30 (L) '0-119017·1 VHF/OF ANTENNA FS 501.60 @ WS 559.30 (R) '0-"9017·' VHF/OF ANTENNA FS 529.60 (L) '0-"9017·' VHF/OF ANTENNA FS 548.25 (Ll 10-119017-1 VHF/OF ANTENNA FS 548.25 (R) 10-119016-1 UHF/OF ANTENNA FS 45L.OO (L) 10-119016-1 UHF/OF ANTENNA FS 483.20 (R) 10-119226-1 UHF/OF ANTENNA FS 570.50 (D.C.) 10-119190-' UHF/OF ANTENNA FS 564.50 (D.C.) '0-119016-1 UHF/OF ANTENNA FS 587.38 (R) 10-119016-1 UHF/OF ANTENNA FS 587.38 (L) AT 256A1ARC ANTENNA FS ? (D.C.) AT 256A1ARC VHF RELAY ANTENNA FS 310.65 (D.C.) AT 256A1ARC VHF RELAY ANTENNA FS 418.53 (O.C.) AT 256A1ARC VHF RELAY ANTENNA FS 496.90 (O.C.) AT 256A1ARC VHF RELAY ANTENNA FS 572.43 (O.C.) AS 5211ARN·69 ANTENNA FS ? (O.C.) AS 5211ARN·69/DN338 ANTENNA FS ? (O.C.) AT 256A1ARC VHF RELAY ANTENNA FS 7 (D.C.) R923 ANTENNA WS ? (R) UNDER WING RX 395 ANTENNA ws ? (L) UNOER WING

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THE LOCKHEED U·2R/TR·1/ER·2 STORY

N-803X (probably 68-10329) was the prototype lor the U-2R series and, as originally buill and test flown, was unpainted. Only visible marking was registration on the vertical fin surface. Production U-2Rs differed only in detail from the prototype. N-803X later was painted black, like its stablemates, and went on to become a dual role testbed, serving operationally with the 100th SRW (later 9th SRVV) and also being utilized by Lockheed lor systems and airframe development work. .

CREDITS:

and although production continues at a modest rate as of this writing, it virtually is certain now that production will end with the roll-out of the 104th aircraft sometime during September 1989. The justification for the U-2's unprecedented fame and extraordinary service longevity lies in the simple fact that the basic design developed under Johnson's skillful leadership during the mid-1950s was, and still is, the ultimate high-altitude subsonic aircraft. Initial studies generated by Johnson and his small design team utilized the fuselage of the firstgeneration XlYF-104A Starfighter and a totally new,

The authors and Aerofax, Inc. would like to thank the following individuals for their assistance during the production of this'Minigraph: John Andrews; Robert Archer; Robert Birkett; Ted Carlson; Bob Danielson; Vinko Dolson; Larry Engesath (special thanks); Jim Goodall; Mike Grove; DeKe Hall; Norm Hatch; Tony Landis; Gayle Lawson; Robert Lawson; Susan Miller; Ben Rich, Richard Stadler, and Eric Schulzinger of Lockheed Corp.; Jim Long; Daryl Niewald; Tom Ring; Capt. Brian Rogers; Mick Roth; Arthur Sanchez; Robert Schumacher; Ben Koziol of the United Technologies Corp.; Mike Wagnon; Barbara Wasson; and Tim White. Note: An early draft of the text found in this Minigraph originally appeared in abbreviated form in the October 1984 issue of Air International. Major ~. ~~"l. new historical revelations and events, hardware devel- ~ opments, and the release by Lockheed, the Central' Intelligence Agency, and the Air Force of important new photographic and textual reference materials, provided the authors with rationale to forge ahead with the book you now hold in your hands.

extremely lightweight, high-aspect-ratio Wing. The result was the first formal configuration proposal for what qUickly would become a reconnaissance platform with high-altitude performance unmatched by any other manned, air-breathing aircraft in the world. Its performance eventually would prove so spectacular, in fact, that to date, over three decades after the U-2 prototype's first flight on August 1, 1955, it is likely not to be exceeded by an operational, manned subsonic aircraft during this century; even in consideration of today's technology and powerplant resources, improvements in maximum altitude per-

PROGRAM HISTORY: The undeniable genius of Lockheed Aircraft Corporation's inimitable aircraft designer, Clarence L. "Kelly" Johnson, has been described adequately by some observers as a powerful mix of guts, gumption, and a talented gift for aircraft design. The facts underscore the image, as Kelly's aerospace industry contributions are unparalleled in the more than four decades he has set precedent for the profession. Kelly's major accomplishments, in terms of hardware, have been listed too many times to reiterate here. Suffice It to say that one of his most noteworthy achievements was, and still is, the graceful black lady of high altitude surveillance, Lockheed's enduring masterpiece, the U-2. Now well into its third decade of operational service, the U-2 has acquired fame, a mystique, and a reputation far in excess of its almost unbelievably modest production runs. In total, no more than 100 U-2s of all variants have been built at Lockheed's truly enigmatic "Skunk Works" and Palmdale facilities,

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The prototype U-2R, N-803X (foreground), along with four of the five additional Central Intelligence Agency U-2Rs' (68-10330/68-10334) at Edwards AFB's sensitive North Base facility during late 1968. The North Base operation, even today, tends to be non-military in nature.

When first completed, the Agency's U-2Rs, including N-810X (seen at the highly classified Groom Lake, Nevada facility), were given white cockpit sun shades. Later, these were changed to black, as were those seen on AF-allocated aircraft. Central Intelligence Agency aircraft all initially were given civil registrations. q _ J '\

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U-2R, N-812X, served to carrier-qualify the type for maritime use. Initial trials were undertaken aboard the USS "America" (CVA-66) during 1969 and virtually no problems were encountered. Almost all U-2Rs and TR-1s now are equipped with structural and systems capabilities to accommodate a field-installed tailhook.

Because of the U-2R's exceptional thrust-to-weight ratio, its expansive wings, and its abnormally high lId (lift over drag), it did not require catapult equipment for launch. Standard wind-over-deck numbers usually proved more than sufficient to get the aircraft airborne in less than 300 ft. Fully extended flaps are noteworthy in this view.

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The modifications required to make the U-2RITR-1 series carrier compatible are relatively few in number. Because of early experience gained with first-generation U-2s, the U-2R was built with carrier landing-related structural and stress factors in mind. Special wingtip skid extensions are visible in this view.

The prototype U-2R, 68-10329, during November 1983 at March AFB, California. Bearing AF markings, it usually serves as a Lockheed testbed, though operational missions remain an option. All-black scheme and black cockpit shade are in stark contrast with prototype's bare metal scheme. Wingtips now are equipped with radar warning antenna pods.

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formance that might be realized by the development of a totally new aircraft remain decidedly negligible. The success of the early U-2 configurations (U-2A1B/C/D/E/F/G/H) is beyond the scope of this story to recount. Suffice it to say that their accomplishments were legion and their achievements were genuinely legendary. Thousands of missions were flown over virtually every square inch of the earth's surface and the information gathered, of both political and scientific import, was a major intelligence windfall for the free world. Unfortunately, by the mid-1960s, a sizable proportion of the 56 early-model U-2s that had been built by Lockheed from 1955 through 1960 had been lost to attrition resulting from a variety of causes. The aircraft had proved extremely difficult to fly under even the most ideal circumstances and accordingly, accidents eventually claimed over 40 airframes, as well as the lives of more than a few of the highly skilled pilots who invariably had volunteered for the oftentimes dangerous U-2 missions. As military and governmental demand for the U-2's high-altitude sensor system platform capabilities had increased rather than decreased, Lockheed, again under the auspices of Kelly Johnson, unveiled to the Department of Defense and the U.S. intelligence community a variety of on-going studies calling for the development of a totally new reconnaissance platform utilizing the basic U-2C configuration enlarged by a factor of one-third. Birth of this second-generation surveillance platform, later officially designated U-2R (some sources indicate that it was at one time referred to as the "WU-2C" and that it began life as the U-2N), had come about, like that of the first-generation aircraft, through a specific secret requirement within the confines of the Central Intelligence Agency. Two factors had generated the Agency's action: (1) the firstgeneration aircraft had been attrited down to almost irrelevant quantities; and (2) the original U-2, because of sensor system and mission requirements growth, had become powerplant limited (this deficiency actually had become apparent shortly after the U-2's service introduction during 1956 when sensor system weights began to increase beyond the original specifications outlined for the original aircraft). During 1965, Johnson had proposed to the Agency what some sources claim was the U-2L-effectively a stretched U-2A with a span increase of approximately 16 ft. and a length increase of 8 ft. Two years of gestation improved upon the basic premise of this design, and coupled with the powerplant limitations inherent in the first-generation U-2s, garnered serious interest not only from the Agency, but the AF as well. The pl'werplant dilemma had, in fact, become critical by the late 1950s and in order to compensate for the associated loss in cruise altitude performance, a decision was made to install a more powerful engine in the form of the Pratt & Whitney J75 in place of the original J57. This effectively eliminated the thrust-toweight-ratio shortfall, but now reversed the dilemma by creating an aircraft that was airframe limited. Though significant, the performance and airframe limitations eventually were endured for almost ten years. By the mid-1960s, however, with most of the .operational U-2 inventory written-off and the demand for its services markedly on the increase, the need for a replacement sensor system platform aircraft had become critical. During August 1966, in a cooperative agreement similar to that that had given birth to the original program during 1954, Lockheed, the AF, and the Centrallntelligence Agency signed a contract calling for the development and flight test of a totally new aircraft under the U-2R designation. The new design was expected to overcome the failings of the firstgeneration aircraft and, in particular, to offer an increased payload capacity, improved controllability and stability at cruising altitude, improved landing characteristics, greatly increased range and endurance, and an improved fatigue life. Arising from these physical changes was an improvement of primary importance to the pilot. The U-2R, because of its over-all size increase over its predecessor, was the recipient of a cockpit of marked-

Iy increased dimensions. This permitted the pilot, for the first time in the U-2 program, to wear a fullpressure suit. First-generation U-2 pilots were limited to partial-pressure suits of the S-4/T-1/T-1A variety because of severe space constraints. Comfort was a luxury under the early, somewhat primitive conditions generated by these suits, and it therefore was considered a major ergonomic advance when it was determined that improved, state-of-the-art fullpressure suit systems such as the A1P-22S-2 (consisting of the CSK-6/P suit and the HGK-13/P helmet), and the newer S1010B could be worn without difficulty. The U-2R, developed by Kelly Johnson, Ben Rich, Fred Cavanaugh and others, had risen from a series of design studies that had explored the potential performance and payload improvements that might be gained by incorporating such advances as supercritical airfoil sections for the wing and tail surfaces, increased thrusUhigh-altitucfe optimized engines, and refined aerodynamics. The resulting final design became not simply an updated first-generation airframe, but rather a totally new aircraft some 40% larger than its predecessor. The wingspan was increased by 23 ft. (the original stock NACA 64A airfoil was retained, however, but proportionately enlarged; the supercritical airfoil section wing idea was dropped from contention because of limited experience with it at very high' altitudes); wing area was increased by 400 sq. ft.; wing structural weight was reduced by 31b. per sq. ft.; the wing lift/drag ratio (UD) was improved to 27:1; and a totally new and enlarged fuselage, with significantly improved fineness ratio, was created. The fuselage r;hange proved as significant as that for the wing as it provided nearly a third again as much internal volume as the first-generation aircraft. This increased volume permitted larger sensor packages and more sophisticated and thus more capable electronic countermeasures systems to be carried. Additionally, the increased fuselage size permitted improved structural design techniques to be incorporated and consequently permitted the elimination of drag-inducing external oil cooler intakes. Importantly, the length of the empennage section alleviated the need for the first-generation aircraft's infrared signature lowering "sugar scoop" attachment to the lower lip of the exhaust fairing-as it was long enough in its own right to permit the exhaust efflux to cool somewhat before exiting the aircraft. Revised and enlarged horizontal and vertical. tail surfaces also were created to accommodate the new control moments resulting from the over-all increase in size, and the outer wing panels were hinged to permit folding (partially in consideration of the fact the aircraft was to be aircraft carrier capable, and partially to alleviate difficulties resulting from storage space constraints). Hydraulically-actuated roll (outboard) and lift dumping (inboard) spoilers were added to the top mid-span surface of each wing (ahead of the flaps) in addition to the conventional trailing edge ailerons and flaps. Like the first-generation aircraft, however, aileron actuation remained strictly mechanical, with no boost. Other new features were a zero-zero capability ejection seat (some of the very early, super-lightweight, first-generation aircraft were not ejection seat equipped at all); larger retractable leading edge stall strips; accommod.ations for wing-mounted sensor pods (which later would be increased in size considerably to become what today are referred to most commonly as "super-pods"); and a strengthened landing gear and brake system to accommodate the resultant significant weight increases and associated dynamic loads. Significant emphasis was placed by Kelly Johnson and his design team on increasing the new design's range and endurance. This requirement was accommodated nicely by the improved volumetric efficiency permitted by the aircraft's vastly increased size. As it were, the first-generation aircraft had suffered from serious inherent fuel capacity limitations; with some 1,320 gals. being their maximum internal load, and another 200 gals. being permitted when carrying external underwing drop tanks, endurance rare-

Prototype U-2R, 68-10329: modified to SfGfNTICOMINT configuration. "Senior Spear" pods and comprehensive ventraf fuselage antenna farms tend to be commonplace on aircraft that are so equipped. Antenna shapes and sizes are dictated by the specific frequency ranges being monitored.

Another view of U-2R, 68-10329, with SIGINTICOMINT monitoring equipment. Antenna farms on aircraft thus configured sometimes can involve twenty or more individual antennas. Configurations are almost infinitely variable in terms of antenna shapes, sizes, and quantities, depending on monitoring objectives, ranges, source power, etc.

Lacking its standard dorsal VHF communications antenna, U-2R, 68-10330, apparently was utilized as a trainer by the AF fol/owing its transferral from the Agency. This aircraft, or a U-2R assigned the same serial number, later was destroyed during a 1977 fatal accident at Akrotiri, Cyprus.

Equipped with a "Senior Spear" pod system and related ventral antennas, U-2R, 68-10330, prepares for a SIGINTICOMINT mission from Akrotiri, Cyprus. The Akrotiri facility is operated by Great Britain and thus is considered an RAF base. "Snoopy" cartoon and early vertical fin cap configuration are noteworthy.

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Another view of 68-10330, following SIGINTICOMINT mission out of RAF Akrotiri, Cyprus. "Senior Spear" pods are readily visible. Noteworthy are wing walkers lying on port wing tip to compensate for lack of starboard wing "pogo". Typical of U-2Rs and TR-ls, this aircraft bears no national insigne or markings, other than serial number.

The most unusual second-generation U-2 configuraton yet to have flown is represented by the two "C-Span III" aircraft. U-2R, 68-10331, is shown, equipped with its very distinctive dorsally-mounted data-link pod. COMINTISIGINT antennas are mounted in the aircraft's nose, its wing "super pods", and under its fuselage.

Iy exceeded ten hours. Though inflight refueling capability was added to a select few first-generation aircraft, the fundamental limitations posed by crew fatigue, poor altitude performance, and structural considerations remained only marginally tenable. The new, second-generation U-2R made up for the fuel deficiency in no uncertain manner. Its 2,950 gal. capacity, all contained in its integral wing tanks, totally eliminated the need for external tanks of any kind and concommitantly gave the aircraft considerably more endurance than the average pilot could accommodate under even the most ideal of circumstances. Missions in excess of 14 hours became possible, but rarely were ordered due to the debilitating physiological effects resulting from operating in a high-altitude environment while wearing a full-pressure suit in a decidedly cramped cockpit. Interestingly, the non-afterburning 17,000 lb. tho Pratt & Whitney J75-P-13B powerplant utilized on the upgraded first-generation U-2s and now chosen for the new aircraft, remained essentially unchanged (some first-generation aircraft, it should be noted, were powered by early, 1959-vintage J75-P-13A engines rated at just over 15,000 Ibs. th.). As it was sufficiently powerful to accommodate the needs of .the new aircraft, and it had benefitted considerably from its lengthy experience base and high reliability record, Lockheed's U-2 program propulsion system manager, Ben Rich, saw no need to change to a different powerplant. Additionally, Pratt & Whitney had continuously upgraded and tweaked the specialized' J75-P-13 series engine's design and had promised Lockheed improved cruise thrust performance at altitude in concert with the new aircraft's proposed mission objectives and operational schedule deadlines.

IN SERVICE: The initial operational use of the first twelve U-2Rs (six were assigned to the Agency and six to the AF) followed rapidly on the heels of the type's first flight. This had taken place, with Lockheed company test pilot-Bill Park in the cockpit of N-803X (68-10329), on August 28,1967, from North Base at Edwards AFB, California. The flight test program that followed proved of

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limited duration due to the critical need, imagined or otherwise, to get the aircraft into service. Within six months of first flight, preparations were underway to fly operational missions, and during mid-1968, under the auspices of the Agency, the initial mission assignments calling for Chinese overflights were made. The first U-2R, following a non-stop delivery flight from Edwards AFB, arrived in Taiwan during the middle of the year. The AF followed suit during the fall of 1968 by sending its first U-2Rs to OL-20 at Bien Hoa, Vietnam and OL-19 at McCoy AFB, Florida. With the arrival at North Base of the remaining Agency aircraft from Lockheed, test flights and operational missions increased in intensity. Four of the Agency's six U-2Rs initially were based at North Base, while all six of the AF's aircraft eventually were assigned to Davis-Monthan AFB, Arizona, and from there, farmed out to various temporary OL's throughout the world. Nationalist Chinese U-2 operations, which centered on surveillance of mainland China, by the time of the advent of the U-2R, already had proven a major windfall for the U.S. intelligence community. As it were, the Agency first had conceived the idea of using the "free Chinese", as the ChineselTaiwanese were called, in an overhead reconnaisance effort that had begun as early as 1958. After a lengthy instruction program undertaken with AF supervision during 1958 and 1959 at Laughlin AFB near Del Rio, Texas, three Martin RB-57Ds were turned over to the Taiwanese government following ferry flights to Tao Yuan AB, near Taiwan. These aircraft, and later, a number of U-2As and U-2Cs, served the U.S. intelligence community with great success for the following nine years. Though significant losses were incurred, with a number of aircraft falling victim to Communist Chinese anti-aircraft operations, the end product of the effort made the losses politically palatable. The Nationalist Chinese U-2 operation again was uprated during 1968 when the first of two advanced U-2Rs was delivered to Taiyvan, non-stop from the U.S. These aircraft, representing at the time fully onethird of the entire Agency U-2R fleet, permitted significantly larger and more advanced Agency sensor payloads to be carried at significantly less risk over greater ranges and for longer periods of time.

Nationalist Chinese U-2R operations continued unabated, with both Agency and Nationalist Chinese pilots flying missions, until October 1974, when the Nixon accords (PACPRO) with the Communist Chinese led to a cessation of all U-2 Chinese overflight activity. All Agency U-2 operations, including the U-2R facility at Edwards AFB North Base, now were downgraded and shortly afterwards, (at least temporarily) phased out. AF activity, primarily in the form of training under the aegis of the Agency, had moved along rapidly at North Base, this facility serving as the primary U·2R operations site. The first two AF U-2R pilots, Jack Fenimore and Robert Birkett, also were trained here and worked closely with Agency pilots in a combined operationallflight test program exploring the new aircraft's capabilities. During 1966, the AF's first-generation U-2 operating units had been renumbered to bring them in line with other units in SAC. In consequence, the 4080th was redesignated the 100th Strategic Reconnaissance Wing and the 4028th became the 349th Strategic Reconnaissance Squadron. During 1970, the U-2s assigned to OL-20 achieved full squadron status as the 99th SRS, and on July 11, this unit was moved to U-Tapao in Thailand to undertake missions in support of the Vietnam war. During the intensive Linebaker /I aerial bombardment of North Vietnam during the closing months of 1972, U-2 surveillance missions were code-named Olympic Torch, and in concert with a strong contingent of RPVs (Remotely Piloted Vehicles-mostly Teledyne Ryan reconnaissance Firebee variants operated by a companion unit), took part in pre- and post-strike reconnaissance activity. For its work during 1972, the 100th SRW was awarded SAC's Paul T. Cullen Memorial Trophy and the Gen. John A. Desportes Trophy for best Reconnaissance Wing in the 15th Air Force. By this time, a significant percentage of 99th SRS flying time was being devoted to what now was being called the Senior Book program Which, with the help of the RPVs, was collecting COMINT (communications intelligence) from mainland China while remaining at high altitude outside Chinese airspace. Senior Book U-2Rs consequently were modified to "minimally manned" configuration with the pilot's role usually being confined to control and navigation of the aircraft while the payload was being exercised remotely. Remote control was made possible by the ANI UPQ-3 microwave command guidance system which also featured a real-time data link capability. The latter served as the transmitting system for relaying any pertinent signal intelligence intercepted by the aircraft's receiving sensors. The U-2Rs were tracked continuously via the AN/UPQ-3's transponder .feature at line-of-sight ranges approaching 400 miles from a ground or airborne station. This range could be extended considerably through the use of an airborne relay station. With the "minimally manned" configurations, the AF was able to track the U-2 accurately throughout its flight profile and correlate precise target positional information by utilizing real-time surveillance data relayed from the aircraft. The Vietnam war had proved relatively expensive for the squadron as at least two of its aircraft were attrited. As the U-2R had begun its operational career as a limited resource, these losses proved decidedly critical. Congressional funding constraints brought on by the war effort by now were drastically affecting virtually every military program and the U-2R was no exception. Construction of replace~nt aircraft was not likely to take place in the foreseeable future, and conversely there was to be no predicted let-up in demand for the U-2R's services. Senior book and associated sensor system missions occupied the 99th SRS steadily during the remainder of the war until, during April 1976, the unit finally was withdrawn from Thailand and dispersed to other OLs around the world. By the end of Senior Book the U-2R had set several records for type, inclUding the accumulation of no less than 600 hours flying time in one month (December 1974). During late 1972 and early 1973, the U.S. Navy

began to explore the U-2R's unique capabilities by borrowing from the Agency two U-2Rs (including 68-10339) in order to test the viability of its proposed EP-X (electronics patrol-experimental) mission. The actual modified aircraft initially were delivered to North Base at Edwards AFB during the spring of 1973, and the program ran for the following year with the majority of the test missions being flown off the southern California coast. Basically, the experimental Navy-funded effort sought to verify the effectiveness of several sensors, including a highly modified RCA X-band radar, a United Technologies AN/ALQ-110 electronic intelligence receiver, and an RCA RBV (return beam video) camera. All three were used in real-time monitoring of maritime movements from high altitudes. Later, the RCA X-band radar was removed from 68-10339 and replaced in the aircraft's Q-bay by a modified Texas Instruments AN/APS-116 forward looking radar. This latter installation was utilized to explore the effectivity of detecting submarine snorkels and periscopes from extremely high altitudes and over extremely long ranges. Resulting from this was a Lockheed study calling for the U-2R to carry the electro-optically guided Condor anti-ship missile. Interestingly, Navy involvement in the U-2 program had been on-going almost from the aircraft's very inception. During 1963, one of the first major firstgeneration U-2 modifications involved making three aircraft, temporarily assigned the civil registrations N-315X, N-801X, and N-808X, carrier compatible. This program had met with significant success and, under Project Seeker, had led to a number of operational carrier-based missions which were undertaken in order to obtain particulates for analysis from French nuclear weapons tests in the South Pacific. With precedent set by the first-generation aircraft, it was a foregone conclusion almost that the significantly more capable U-2R also would be given carrier capability. Trials did, in fact, take place not long after the type entered service. Under the auspices of the Agency, Lockheed demonstrated satisfactorily the U-2R's carrier suitability aboard the USS America (CVA-66) off the coast of Virginia during closely-guarded secret sessions taking place between November 21 and 23, 1969. Lockheed test pilot Bill Park conducted the initial U-2R carrier trials. In an interview for The Hook magazine (c/o The Tailhook Association, P.O. Box 40, Bonita, CA 92002), Park, along with Program Manager Fred Cavanaugh, and Ken Weir, chief U-2 test pilot for Lockheed, discussed some of the unclassified portions of the USS America tests: Park, a former AF fighter pilot, described his first venture into the world of carrier aviation: "The purpose of the landing was to demonstrate the carrier suitability of the U-2R. Having no experience in carrier landings, I first went to Pensacola for training in the regular T-2B student syllabus. I think the most impressive part of the program down there was the students themselves, making carrier landings and cat shots with so little flying experience. I remember after we came back from the carrier, some of the kids asked me what I thought of it. They, of course, were all excited. Well, here I was, the big time test pilot trying to maintain my image, so I said something like, 'Oh, nothing to it!' Hell, I'd never seen anything like a cat shot in my life!" Continuing on to the training and preparation phase with the U-2 itself, Park returned to California and worked with a Navy LSO (Landing Systems Officer) flying FCLPs (Field Carrier Landing Practice) while experimenting with various approaches, using flaps, no flaps, speed brakes, etc. A 45 0 flap setting finally was selected and an approach speed of 72 knots with 20 knots wind-over-deck was used for the USS America landings. The U-2 has no angle of attack indicator so the approaches were flown relying solely on indicated airspeed and "feel". The big day finally arrived for the first landing and the stage was all set with the actors in place. Support personnel, test pilot and machine were on the beach with the admirals, while other big brass and the ship were off the coast steaming under clear skies in a fairly rough Atlantic sea state. All was ready. Park

manned up and launched for the big event, a culmination of many months planning and preparation. Arriving overhead at his Charlie time, he began his first approach. All eyes were focused on the broad-winged black bird as it gracefully slid into its approach. Suddenly Park pulled up and circled, radioing his waiting audience that he was returning to the beach for some additional "checks". Unknown below, it seems that someone had forgotten to remove the locking pin from the newly installed tailhook, prior to launch. A quick turnaround soon had the U-2 back over the ship and a rather anticlimactic series of landing (deck runs averaged approximately 300 ft.) and waveoff demonstrations was made. "I flew standard approaches and took a cut for the landings with no problem", stated Park. "The aircraft demonstrated good waveoff characteristics and I felt at the time that landings could be made without a hook. We required very little special handling and even took the airplane down to the hangar deck. The outer 70 inches of the Wings fold and by careful placement on the elevator we could get it in with no problem. One of the things that amazed me was the stability of the ship. The sea was fairly rough but the ship was as smooth and stable as could be". Lockheed and the various supporting agencies involved declared themselves satisfied with the carrier trial results and the aircraft then became officially carrier suitable. Accordingly, Lockheed was given a small contract to develop an arresting gear field modification kit, consisting of an arresting hook and associated fairings, rear landing gear cable deflectors, wing tip skid extensions, and wing tip skid cable deflectors. Additionally, a cockpit right console switch panel was developed that extended the tail hook upon pilot command (this later became a standard fit on subsequent production U-2Rs). During 1974, AF operations with the older U-2 models began to phase down as ex-Agency U-2Rs were absorbed to replace attrited aircraft. The new model permitted signficant improvements in virtually

every facet of the program, including deployability and support of the reconnaissance objectives of the Joint Chiefs of Staff. It remained, and remains, constantly in use.

MISCELLANEOUS OPERATIONS: During August 1970, two aircraft were sent to monitor an uneasy cease fire in the Middle East. Flights initially were mounted every two or three days, but were suspended during the first week in November following Egyptian objections. During midNovember the aircraft returned home. Three years later, follOWing the October 1973 war, the Middle East surveillance operation was resumed with the approval of both warring sides. The war's aftermath had resulted in a peace-preserving buffer zone and it was requested that U-2s be used to safeguard against unwarranted activity therein. The monitoring Agency U-2R unit was based at RAF Akrotiri, Cyprus, from where it also proved convenient to monitor other suspicious activity in the region. During 1974, the 100th SRW took over U-2R Middle Eastern operations and the following year, began monitoring the Soviet build-up in Somalia following discovery of same by a 99th SRS U-2R operating out of Diego Garcia. By the time of its twentieth anniversary during 1976, the 100th SRW and its predecessor, the 4080th SRW, had notched up six Outstanding Unit Awards. This enviable record went with it during March as it moved from Davis-Monthan AFB, Arizona, to its new home at Beale AFB, California. As part of a lengthy series of post-Vietnam budget cuts, the AF had elected to consolidate its unique stable of U-2 and SR-71 strategic reconnaissance aircraft at Beale under the 9th SRW umbrella; the old wing and squadron numbers (1 OOth and 349th/350th, respectively) now were re-assigned to KC-135 units already at Beale and the relocated U-2 squadron became the

"C-Span III" U-2R, 68-10331, has unusual tail markings in concert with its unusual dorsally-mounted data-link pod. The pod is relatively narrow in cross-section, thus providing minimal drag and aerodynamic interference. The "super pods" also are modified to accommodate mission-dedicated systems.

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U-2R, 68-10332, following its Agency tenure (and used presumably for Chinese overflights), was released to the AF. Still assigned to the 9th SRW, it apparently is utilized primarily for training while retaining an operational capability, if needed. It is seen during a May 1983 airshow.

5

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U-2R (probably 68-10332), during operations out of Osan AB, S. Korea. It is equipped wifh a LOROP camera-equipped "Senior Open" nose and SIGINTICOMINT optimized "super pods" mounting a large array of obliquely-oriented sensor antennas.

U-2R, 68-10336, during a November 1976 airshow at Davis-Monthan AFB, Arizona. This was supposedly the second of the first six aircraft delivered to the AF. It appears now to be utilized primarily for training and pilot conversion work.

U-2R, 68-10336, became the first ASARS-2 aircraft. The modification involved a new nose cone and associated structural assemblies, new "super pod" systems, and internal changes including the installation of a celestial navigation system.

The addition of the ASARS·2 system to the U-2R increases the aircraft's over-all length by nearly five feet. A heat exchanger is in the large protruding intake fairing near the nose tip. A navigation system antenna fairing protrudes aft of that.

99th SRS. This activity officially was completed during October 1976. Now that the U-2 squadron was established at Beale AFB alongside that for the SR-71 , it became significantly easier to identify which missions were most suitable for each of the two mission-similar, but decidedly performance-dissimilar, aircraft. As the AF now was beginning to lose interest in the complex and costly Compass Cope RPV program, the prospects for increased U·2 employment began to rise. Interestingly, at this time, Lockheed, in a neardesperate attempt to keep the U-2R production line open, proposed to the RPV-enamored AF, a "U-2R RPV" that, it was presumed, could compete with Teledyne Ryan's and Boeing's forthcoming Compass Cope submissions. Primarily because it was based on an aircraft that already was in production, Lockheed argued that their "U-2R RPV" could be built for substantially less money than either of its

competitors, and that it could accomplish the proposed mission substantially more effectively. Though four Compass Cope prototypes eventually were built (two YQM-98As by Teledyne Ryan and two YQM-94As by Boeing) to meet the requirement, the program died a seemingly premature death. Along with it went the U-2R RPV and any hope, serious or otherwise, that a contract for Lockheed might be forthcoming. The U-2R RPV was, in fact, somewhat of a red herring. In effect, the U-2R production program was in direct competition with the Compass Cope program and any funding successes garnered by the latter would almost certainly have killed long-term U-2R funding. Lockheed elected not to take any chances; by proposing their drone U-2R, they increased their options and concommitantiy gave the AF a strong argument in favor of keeping the manned U-2R program alive. In the end, Lockheed won, and the Com-

pass Cope program was aborted. During August 1976, the 99th SRS began detaching U-2Rs to RAF Mildenhall in the United Kingdom with increasing regularity. This detachment became permanent during 1979, with a single U-2R (and later, two SR-71As) kept on station at all times. This aircraft, usually seen configured for ELI NT, TEllNT, and/or COMINT surveillance, flew missions from Mildenhall at very regular intervals. Many of the missions lasted in excess of 8 hrs. and involved peripheral flights along the borders of the various European Communist bloc countries and the Soviet Union. As the Iranian crises deepened during 1979, and the U.S. began expanding its military presence in the Indian Ocean, a U-2R was detached to Diego Garcia, and there utilized in the Iranian and Indian Ocean surveillance role. Direct overflights of a number of sensitive areas followed, and the information gathered proved of inestimable value in making decisions of both political and strategic importance.

THE TR-1 PROGRAM:

Because of their need to know precisely where they are located at any given moment, ASARS·2-equipped aircraft are provided celestial riavigation systems. The CNS optical unit is visible aft of the cockpit as a chrome-like circular port. It is possible to position a CNS-equipped aircraft to literally within feet of a required destination point.

6

A newly perceived need for increased TAC reconnaissance capability in Europe during the mid-1970s eventually led the Secretary of Defense to direct the AF to formulate a formal requirement for a European tactical reconnaissance platform. The AF responded with a proposal to modify much of the extant F-111 tactical fighter fleet into reconnaissance versions. TAC's reaction to this proved decidedly negative, and after exploring other options, concluded that the U-2R, with several times the F-111 's range and loiter capability and only one-third its cost, might prove a significantly more viable alternative. The AF Chief of Staff, when presented with the U-2R proposal, reacted quickly and decisively. Funds for the tactical U-2R would be made available, and because of the negative pUblicity surrounding the original designator, the new aircraft would be given a new TR-designator more in line with its tactical mission objectives. In one bold step, the Chief actually had solved two problems: he had eliminated a threat to the AF's F-111 fleet; and he had forced new blood into the declining U-2R production program. During early 1978, a year after it had been proposed to the AF, the first details of the new TR-1A (TR = Tactical Reconnaissance) program were released to the public. The TR-1A, a proposed new production

--~U-2R, 68-10337, displayed during an airshow at Cannon AFB, New Mexico during October 1977. Aircraft is equipped with original vertical fin cap assembly with its associated fuel dump tube extension.

U-2R, 68-10337, transient at Offutt AFB, Nebraska. Markings are virtually non-existent, with the exception of the red serial number on the vertical fin. Original tip-skid configuration, without RHAW antenna fairings, is noteworthy.

U-2R, 68·10337, during August 1982, equipped with a full-spectrum SIGINTICOMINT antenna farm. Some 20 antennas are visible in this view; many others, including those faired-in to the flat face of the port "super pod" are not so easily discerned.

U-2R, 68-10338, essentially is barren of electro-magnetic sensors, but apparently is equipped with optical system capabilities in its Q-bay and nose cone compartment. Photo probably was taken relatively early in the history of the U-2R program.

U-2R with minor changes in secondary internal systems, was to be adapted to carry a Hughes UPD-X Advanced Synthetic Aperture Radar System (ASARS-2) with a range of well over 50 miles. Optimized for use in the European theatre, it would offer excellent high-resolution radar·generated imagery that could provide battlefield commanders with detailed tactical intelligence in all weather conditions. Unit delivery costs were estimated to be $12.5 million, less sensors and related equipment. Just over a year later, during July 1977, Lockheed won a full-scale four year development contract for the passive Precision Emitter Location Strike System (PLSS). This was a direct descendant of the earlier Pave Onyx and Pave Nickel programs that promised tremendous increases in over-all speed, accuracy, and receptor capability. Additionally, thanks to ·advances in solid-state micro-electronics, it was a substantially lighter system and therefore less burdensome to its carrier aircraft. In service, PLSS would require the services of several TR-1 As orbiting over friendly territory as they gathered hostile emissions and transmissions. On November 16,1979, in response to the TR-1 contract and after nearly a 12-year production lapse, the U-2R was reinstated as a production aircraft by the AF. The initial contract award, for $10.2 million, called for the refurbishment of Lockheed's Palmdale, California (AF Plant No. 42, Site 7) facility and the old U-2R production tooling that had been placed in storage at Norton AFB, California during 1969. New and replacement tooling was to be manufactured as required. The actual production contract, for $42.4 million, calling for an initial batch of two TR-1As for the AF and a single ER-2 for the NASA, was announced less than a month later. This was followed by an AF announcement of intentions to buy 10 TR-1s during 1982, four during 1983, and five during 1984, with a total requirement for 35 by the time production ended. Not widely publicized, but decidedly noteworthy was the fact that of the 35 aircraft total estimated for acquisition under the 1979 announcement, at least 10 were scheduled to be U-2Rs. These aircraft, unlike the TR·1s involved, were, and remain, very sensitive. It is assumed their acquisition was related directly to the U.S. intelligence community and that they therefore were ordered as replacements for attrited aircraft. There also remains the possibility of U-2R use by

non-indigenous intelligence services including the Nationalist Chinese, the West Germans, and Israel. Interestingly, Lockheed discussed the possibility of supplying U-2Rs to the Royal Air Force during 1982 at a reported unit cost of $20 million, less sensors. Having been awakened by its past learning curve experience with the first-generation U-2 series, the AF elected to purchase two dual control training versions of the TR-1 for use by the 9th SRW. These aircraft, designated TR-1 B, were to join the two U-2CTs for what originally was to have been the 5th SRTS after the old SAC 9th Wing unit. This designator was waived, however, when it was decided to revive the 4029th number from 4080th SRW days. At a later date, the name Dragon Tamers was chosen for the new 4029th SRTS. Following a formal, publicly-attended roll-out from Lockheed's Palmdale facility on July 15, 1981, the first prototype TR-1 A (80-1066) took to the air for the first time on August 1, with Lockheed company test

pilot Ken Weir at the controls. Pilot transitional training using the first two aircraft was undertaken later that year, also at Palmdale, and by April 1982, six TR-1As had been delivered to Beale AFB. The first two-seat TR-1 B was completed at Palmdale during January 1983, and following preliminary ground checks, was flown for the first time on February 23, with Lockheed company test pilot Art Peterson at the controls. Unlike the two U-2CT firstgeneration trainers which were built-up from U-2A single-seaters, both TR-1 Bs were pu rpose-built with two seats for the training role. At the end of March ~ 981, the UK government announced that a TR-1 squadron would be based at RAF Alconbury in England from 1983. The support structure of the new outfit, in the form of the 17th Reconnaissance Wing and the 95th Reconnaissance Squadron (with the 9th serving in the support role), officially had come into being on October 1, 1981. On February 12, 1983 the first European-based

U-2R, 68-10337, showing a variation to the "Senior Spear" pod configuration optimized for COMINTISIGINT work. Antennas under the fuselage center section and "super pods" are complemented by rarely seen wing root section antennas. Noteworthy is flat dielectric panel on "super pod" forward section.

7

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U-2R, 68-10338, during a transient stopover at Offutt AFB, Nebraska. It is configured for the "Senior Book" program and has what appear to be four UHF antennas mounted dorsally, along with the standard combined ADF whip and VHF antennas.

U·2R, 68-10338, departing Offutt AFB. Main gear assembly is just beginning its retraction sequence. Tail wheel, though fully extended, has not yet started its forward movement. Ventral antennas accommodate frequencies not addressed by dorsal units.

"Senior Book" U-2R, 68-10338, at RAF Mildenhall during July 1977, almost certainly is a COMINT configured aircraft. Ventral antennas appear to be earmarked for frequencies outside the normal UHF communications channels.

U-2R, 68-10338, at Osan AB, S. Korea. Still configured as a "Senior Book" aircraft, it mounts four UHF relay antennas dorsally and a single UHF antenna as part of the system, ventrally, just ahead of the lower Q-bay hatch.

TR-1A, 80-1068, was flown from Beale AFB to RAF Alconbury logging nearly 14 hrs. of flying time and almost 6,000 mi. enroute (a very rel/ealing feat of extraordinary single-engine aircraft performance and pilot endurance). This aircraft, later joined by 80-1070, and which replaced initially the single Mildenhallbased U-2R-and though operating in Europe and therefore normally falling under the jurisdiction of USAFE-nonetheless remained SAC-controlled. For the first two years of its existence, the 17th RW had only three aircraft and nine pilots assigned. By 1985, however, exigenices generated by world events dictated increased monitoring of Iron Curtain countries and accordingly, a steady buildup in hardware was initiated, this eventually resulting in no less than ten TR-1As being stationed at Alconbury along with

a 500-strong wing personnel roster (eventually, some 18 TR-1As are scheduled to be assigned to RAF Alconbury). Interestingly, in addition to the latter, there also was a small contingent of SIGINT specialists under the control of a separate unit, the 6952nd Electronic Security Squadron. The RAF Alconbury operation is claimed to cost approximately $1 million per year. To date, four commanders have been in charge, these including (in order) Col. George Freese, Col. Thomas Lesan, Col. James Wrenn, and Col. Art Sabowski. All are former U-2 pilots. Plans to accommodate equipment and personnel increases are being carried out in the form of taxiway and runway improvements. A second, short runway of 4,650 ft. length has been built to permit crosswind

U-2R, 68-10339, with an extensive passive receiving antenna farm in its two "super pods". These antennas tend to be highly directional and thus justify the need for the angled flat dielectric "super pod" nose panel. This particular aircraft later was modified to become one of the two EP-X testbeds.

8

activity in wartime, and new structures have been built to house equipment and personnel. In addition to RAF Alconbury, most U.S.-occupied airfields in Britain, some RAF airfields, and some U.S.-occupied bases in Spain and West Germany are receiving special ground handling equipment that is optimized to service U-2Rs and TR-1s. This equipment, which consists most importantly of the aircraft's specialized pogo-type outrigger landing gear, is to be utilized in emergency situations when U-2Rs and TR-1s are forced to land at airfields other than RAF Alconbury. Beyond conventional operations which include missions and miscellaneous training sorties, once every year further training and refresher work is carried out in a two-seat TR-1 B (two of these presently are available). This aircraft is flown over from Beale AFB for visits which normally last approximately two weeks. Following arrival of the first two TR-1As, the 17th RW's first task was fo take-over the communications and electronic intelligence (COMINTIELlNT) missions flown previously by the single U-2R based at nearby RAF Mildenhall under the aegis of Detachment 4, 9th SRW. The 17th RW has provided little public informatio.n pertaining to these missions, and virtually all of the sensor equipment carried in the aircraft's miscellaneous nose and fuselage bays, and "superpods" remains classified. However, the data collected during high-altitude flights across Europe (which can last for over 9 hours) is typically analyzed in the first instance by SAC and by the Electronic Security Command. The latter's mission includes the collection and analysis of enemy command, control, and communications intelligence. In the latter role, the TR-tA takes its place alongside other SAC-operated platforms such as the Lockheed SR-71A and the various reconnaissance and electronics intelligence versions of the Boeing C-135. In addition to the COMINT/ELINT missions, the 17th RW retains the capability to undertake photographic reconnaissance sorties. These flights usually are conducted with any of a number of long-range oblique-capability cameras mounting lenses of very high acuity and extremely long focal length.

U-2R, 68-10339, after nearly eight years of service, on display during an August 1976 airshow at Davis Monthan AFB, Arizona. Aircraft has been equipped with radar warning receiver antennas in wingtip pods. Blotchy paint pattern is noteworthy.

With wings sagging from fuel weight, COMINT configured U-2R, 68-10339, taxies out at RAF Mildenhall for an early morning takeoff. "Super pods" contained the majority of the aircraft's sensor antennas and related systems.

U-2R, 68-10339, sans "super pods" and apparently immediately prior to delivery from Lockheed's Palmdale, California facility. Noteworthy is the fact this aircraft does not have the port wing trailing edge infrared sensor ball.

U-2R, 68-10339, configured with "Senior Spear" Phase IV sensor pods. Starboard pod mounted unfaired blade antennas and port pod had sensor cones mounted in large ventral canoe. Additional antennas were mounted ventrally under fuselage.

Another view of U-2R, 68-10339, with "Senior Spear" Phase IV sensor pods ("super pods'}. L-52 data-link antenna system fairing is readily discernible under fuselage . empennage section. Condensation under wings indicates fuel tank locations.

"Senior Lance" program involved the installation of a Goodyear synthetic aperture radar in the Q-bay of U-2R. 68-10339. Flight testing was undertaken during early 1976. Antenna was mounted in an inflatable rubberized radome. Entire system was optimized for the spotting and documenting of surface targets that included everything from buildings and tanks to submarine periscope!,. The program apparently was overtaken by ASARS-2.

U-2R, 68-10339, was one of two to be modified into EP-X testbeds for maritime patrol work. Changes were subtle, but distinctive and included a slightly shorter and blunter nose radome to house a. new radar, and reconfigured wing pods.

Distinctive Navy markings added to EP-X uniqueness. Noteworthy in this view are revised empennage data-link antenna fairing. cooling system intake under cockpit area, abbreviated wing pods, and reconfigured nose radome.

9

Abbreviated wing pods appeared to be identical in configuration, though their actual purpose remains classified. Revised nose radome configuration accommodated a search radar with an articulated dish. This unit was optimized for sea patrol missions and could identify small surface targets at significant ranges.

Contrast variation between the numbers "103" and "40" provide ample evidence that U-2RfTR-l serial numbers are indeed changed at random. In truth, the changes are quite purposeful-with no known instances of redundancy. The engine exhaust cover indicates this aircraft originally to have been serialed 68-10338.

U-2R, 68-10340, during an October 1976 airshow at March AFB, California. It has few outward indications of being equipped with sensors of any kind. The only visible antennas are primarily UHF or VHF or ADF in nature. The wingtips remain unmodified to radar warning system antenna standard. Only empennage data-link fairing is visible.

U-2R, 68-10340, during a July 1979 transient stopover at Offutt AFB, Nebraska. Markings and equipment appear to be extremely basic and there is every indication this aircraft was being used for training or pilot transition work at the time. U-2Rs and TR-ls always are towed using tail wheel assembly.

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The RAF Alconbury operation provides a dramatic .improvement to the reconnaissance capabilities within . IJSAFE and NATO. To realize this potential, the 17th SRW is awaiting delivery of the Hughes Advanced Synthetic Aperture Radar System (ASARS-2) which will accommodate battlefield reconnaissance needs. It also remains modestly optimistic that approval eventually will be given for production of the Lockheed PLSS. Prototypes of the Hughes ASARS-2 have been flight tested on various U-2R and TR-1 aircraft for nearly half a decade. The synthetic aperture radar technology embodied in the system, surprisingly, is not new. Early systems, such as the first combat SAR, the AN/UPD-1, was fielded by the U.S. Army aboard a Beechcraft U-8D Seminole light twin as early as 1960. However, it wasn't until the advent of digital processing techniques and their associated high speed that SAR systems began to offer serious advantages in the reconnaissance role. The current SAR state-of-the-art effectively is represented by the Goodyear AN/UPD-4 system and its derivatives, which are fitted to Marine Corps RF-4Bs, AF RF-4Cs, and to German and Japanese RF-4Es. This system is capable of providing map-type radar imagery with a claimed 10ft. resolution, out to distances at least 30 miles abeam the carrier aircraft's flight path. The imagery is captured on photographic film within the SAR's film magazine system and saved for processing later on the ground. Alternatively, the radar signals can be data-linked from the aircraft in flight to ground stations in order to provide immediate information to field commanders .. The Hughes-built ASARS-2, which is the latest perturbation of the ASARS concept, according to Lt. Gen. Thomas McMullen of the AF Systems Command, "represents a quantum jump over currently operational systems". Development began during 1977 with the system originally being designated UPD-X. Very little information pertaining to performance of the ASARS-2 radar has been revealed, but it is clear that the range, resolution, and area coverage are excellent. One estimate is that a high-orbiting ASARS-2I TR-1 could fly 30 miles behind the forward edge of battle area (FEBA) and still return near-photographic quality radar imagery of virtually anything from armored formations to mobile headquarters up to 50 miles into enemy-held territory. One advantage of ASARS-2 over conventional systems is that it can provide users with finished reconnaissance imagery within minutes. Additionally, according to Lt. Gen. McMullen, "the avionics system architecture enables several sensors to provide real-time cues which tell the radar where to look". As part of this capability, the unit provides wide-area or high-resolution spot coverage on an instantaneously interchangeable basis. Moreover, it can provide images of areas that because of "particular boundary configurations, cannot currently be mapped at all". What ASARS-2 is to the Army, PLSS is to the AF. Like ASARS-2, PLSS can trace its origins back to the early 1970s and similarly, can trace its refinement to state-of-the-art microelectronics technology. The lineage of PLSS started with the AF's Pave Onyx program, whereby the service sought to acquire a reliable counter to North Vietnam's SA-2 surface-to-air missiles during the Vietnam war. In the face of attacks by Wild Weasel configured anti-radiation aircraft using missiles which homed in on radiation from the missile battery, the enemy operators developed the tactic of switching their systems on only at the last possible moment and for the least amount of time necessary for the search and track function to be accomplished. In response what the U.S. military needed was a system which could locate the SAM radar units and attack them without resorting to the haphazard and dangerous "cat and mouse" Wild Weasel mission tactics. Acco'rdingly, the AF and IBM Corporation created the Airborne Location and Strike System (ALSS) which was tested at the White Sands Missile Range during 1972. During the tests ALSS detected all eight emitters and fixed the position of six to within 75 ft. ALSS never was deployed in Vietnam, but it continued to receive long-term development funding.

During 1975, five SAC Lockheed U-2Cs, equipped with ALSS, were deployed to RAF Weathersfield for a two-month trial of the equipment in the European environment (during the same year, the more advanced PLSS program received its first funding). The aim of the tests was to improve ALSS capabilities by providing wider coverage, better signal sorting and data processing, and better maintainability and reliability. PLSS would aim to locate continuous-wave, as well as pulse emitters. Competitive contracts were let, and two years later, it was announced that a team led by Lockheed Missile and Space Company had won, and would be undertaking full-scale development. Other contractors on the team included ESystems, Collins, Control Data, Harris Electronics, Motorola, and Sperry Univac. The TR-1 became the PLSS transport almost by default. During the 1975 time-frame, no commitment to any particular platform had been made, and only the Compass Cope RPV program, with its proposed high-altitude and long-endurance capabilities, was considered a strong prospect. Compass Cope was cancelled during the autumn of 1977, however, and a few months later Lockheed received approval for initial TR-1 production. The PLSS and TR-1 programs proceeded in parallel, but it was not always apparent the two would meet. The difficulty lay primarily in funding constraints levied on the PLSS system itself. Its complexity was to prove its achilles heel, and to date, no firm production commitment on behalf of the AF has been made. The PLSS system program office (SPO) was located at Wright-Patterson AFB, Ohio and drew its funding and support from the AF Systems Command. Due to SAC involvement in providing pilots, and TAC involvement in accommodating airframe and support personnel needs, the PLSS SPO interfaced directly with the two commands. Development and testing of the system and its TR-1 A platforms was accommodated by the responsible test organization (RTO) at Nellis AFB, Nevada and involved TR-1As from Beale AFB. Later, initial operational testing, also at Nellis with Beale TR-1As, brought together personnel from the Communications and Electronic Security commands and from the Air Training and Operational Test and Evaluation centers. Similar activity took place between the AF and Lockheed Missiles and Space Co.'s Austin, Texas division, which was the prime contractor. Lockheed had thirteen different subcontractors and a considerable number of suppliers and vendors involved in the program, as well.' PLSS funding has been reduced significantly over the past several years, and only five aircraft (one of which is a spare) have been PLSS configured. The first PLSS-equipped aircraft flew during late 1983, and four additional PLSS equipped U-2Rs followed shortly afterwards. The latter began full-scale test flights at Beale AFB during September 1984. During 1987, the consensus of opinion was that the program effectively had been shelved; to date, no changes in program status have become apparent. Basically, PLSS works on the same principle as ALSS. Intercept receiving systems are carried aloft by three aircraft which set up racetrack patterns in friendly skies parallel to the enemy front line. The position of each aircraft is determined precisely by its reference to ground-based DME transponders. When enemy electromagnetic emissions are picked up by the receivers, the point from which they emanate can be fixed by a sophisticated triangulation process, whereby the time taken for the emissions to be intercepted by each aircraft in turn is measured and compared. This is called the "time-of-arrival" (TOA) technique, and it is complemented by "direction-of-arrival" (DOA) measurements. The sophisticated processing job of comparing the minute differences between the two is accommodated by a ground station to which the data is down-lined from each aircraft. The ground station can then direct a strike aircraft towards the target, and it can derive precise navigation data enroute from anyone of the three cruising TOA/DOA aircraft. The great advantage to the PLSS system is that the radiating target can be attacked even after it has

U-2R, 68-10340, touching down at Osan AFB, S. Korea following an operational mission. Aircraft is equipped with "Senior Spear" BIGINT/COMINT pods, radar warning antennas on the wingtips, and the unit logo on the vertical fin. Landing the U-2R remains perhaps the most difficult part of any mission.

The "Senior Spear" pod arrangement remains the most visually impressive of the numerous pod options. Asymmetric configurations often are carried to accommodate antenna design variations; blade antennas can be mounted externally, but the miscellaneous cone-like receiving antennas must be faired.

"Senior Open" U-2R with LOROP camera in its nose taxies out in preparation for departure from Osan AB, S. Korea. Antenna farm, as is the case with almost all ELlNT-configuredU-2Rs, is extensive. Antennas on this aircraft are mounted under the "super pods", the center fuselage, the wing root section, and the empennage.

Under the auspices of the Central Intelligence Agency, at least two U-2Rs effectively were placed on loan with the Taiwanese government. Operating from Nationalist China, these aircraft were utilized to monitor military and related activity in Communist China. Both US. and Nationalist Chinese pilots flew the missions.

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1 111 U-2R 68-10339 Assigned to the 9th SRW. First noted during 1969 while assigned to the 100th SRW. Converted under Navy contract to become U-2R1EP-X testbed. Later used as TR-1 systems testbed and flown from RAF Upper Heyford. 1 121 U-2R 68-10340 Assigned to the 9th SRW. First noted during 1969 while assigned to the 100th SRW. 1 1 U-2R 68-10341 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10342 Serial number thought assigned to U-2R but never utilized except for deception. Noted during a single 1975 sighting at DavisMonthan AFB, Arizona. 1 1 U-2R 68-10343 Seriai number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10344 Serial number thought assIgned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10345 First noted during 1975 while assigned to the 100th SRW. Was first U-2R to visit RAF Mildenhall when it staged through twice emoute to and from Akrotiri, Cyprus (January, 1975; and Mayor June 1976). Was observed again during June 1977, but has not

Markings were minimal on Nationalist Chinese U-2Rs. This aircraft bears what is apparently the Nationalist Chinese serial number "3925" on its vertical fin. Aft of the port airbrake is a small Nationalist Chinese national insignia. No other markings are discernible. Both Agency-owned U-2Rs were returned to the U.S. following Nationalist Chinese use.

Another view of "3925" during the course of a training flight over Taiwan. For the Agency, the Nationalist Chinese operation was an ideal arrangement. The U.S. needed intelligence from betrind the "Bamboo Curtain" and the Nationalist Chinese were willing to accept the responsibility-and thus, the liability.

been switched off. It has been said that the positior, of such emitters can be located from a single pulse. PLSS therefore offers an improvement over the only other operational system of this kind in the AF inventory, the Litton Industries AN/ALQ-125 Tactical Electronic Reconnaissance System (TEREC)-which was fitted to a limited number of RF-4Cs during the late 1970s. TEREC, unlike the multi-faceted PLSS, has to track the emitter long enough to obtain a series of direction-finding fixes. PLSS has much to offer. It has all-weather capability, and can classify larger numbers of emitters by type (TEREC is limited to dealing with five emitters per mission). According to Lt. Gen McMullen, PLSS brings to the ground electronic war what AWACS has brought to the air electronic war. Interestingly, PLSS has developmental potential significantly beyond its extant capabilities. As well as guiding strike aircraft toward a target, it has the potential to directly control stand·off weapons such as the DME-guided version of the Rockwell GBU-15, thus allowing the strike aircraft to "launch and leave". This reduces the launch aircraft's window of vulnerability while eliminating any reduction in accuracy. The PLSS operating envelope has not been revealed officially, but estimates of a 200 mi. range appear to be approximately correct. This would allow the TR-1 racetrack pattern to be set up well behind the FEBA still while providing coverage of the enemy air defense network in some depth. The Army continues to explore PLSS's capability to provide data on emitters which are of interest to ground troops. The ground station (or Central Processing System, as it is known) may be made mobile,,.,,ather than being located in a protected shelter, as is the present plan. This improves the system's survivability and versatility, as far as the Army is concerned, but does not yet provide justification for the significant amount of funding that would be required to place it in operational service. The decision to effectively cancel PLSS forced changes in the planned TR-1 procurement quantity. An original target of 35 single-seat TR-1 As was reduced to 26, with the last three procured using FY 1987 funds. In addition, two TR-1 B trainers were 12

delivered to Beale during 1983, and NASA received their ER-2 (Earth Resources - 2) during 1981 (to supplement their two U-2Cs at Ames Research Facility at Moffet Field, California; these aircraft, 56-6681 and 56-6682, now have been permanently retired with one to serve as a gate guardian at Moffett, and the other being reserved for museum display duties). A third TR-1 B and a second ER-2 now are being built and these two aircraft almost certainly will be the last of the U-2RITR-1 family to be manufactured. Both are expected to be delivered during late 1988. The follOWing list is the most accurate yet assembled documenting all known U-2R1TR-1/ER-2 aircraft to roll from Lockheed's Palmdale facility:

been seen since. Now assumed to have been a spurious serial

number assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10346 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10347 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10348 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10349 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10350 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10351 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10352 Serial number thought assigned to U-2R program but never actually utilized except for deception. 1 1 U-2R 68-10353 Serial number thought assigned to U-2R program but never actually utilized except for deception. 80-1063/N-706 063 1 ER-2 Effectively TR-1A prototype. Delivered to NASA Ames on June 10, 1981.

064 6 TR-1B 80-1064 Delivered initially to Beale AFB where it serves with 9th SRW. 065 7 TR-1B 80-1065 Delivered initially to Beale AFB where it serves with 9th SRW.

1 21 U-2R 68-10330 Assigned to the 9th SRW. Wlo December 7, 1977 at Akrotiri, Cyprus. First noted while serving with the 100th SRW during 1968.

066 2 TR-1A 80-1066 Delivered initially to Beale AFB where it serves with 9th SRW. Possibly to be converted to U-2R configuration during late 1988. 067 3 TR-1A 80-1067 Delivered initially to Beale AFB where it serves with 9th SRW. 068 4 TR-1A 80-1068 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. Possibly to be converted to U-2R configuration during late 1988.

1 31 U-2R 68-10331 Assigned to the 9th SRW. First noted while serving with the 100th SRW during 1969. Presently "C-Span III" configured aircraft.

069 5 TR-1A 80-1069 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW.

Article No. Build No.

Type

Serial No. "/Clvll Registration

68-10329/N-803X 1 11 U-2R Assigned to the 9th SRW. First noted while assigned serving with the toOth SRW. Aircraft equipped with ELiNT system initially, later served as development aircraft at Lockheed.

1 41 U-2R 68-10332 Assigned to the 9th SRW. First noted during 1973 while serving with the 100th SRW. Assigned to the 1130th ATTG until the unit was disbanded. 51 U-2R 68-10333 1 Assigned to the 9th SRW. First noted during 1970 while serving with the 100th SRW. 61 U-2R 68-10334 1 Assigned to the 9th SRW. Wlo August 15, 1975. First noted during 1974 while serving with the 100th SRW.

7? U-2R 78-10335 1 Assigned to the 9th SRW. First noted during 1979. 1 . 81 U-2R 68-10336 Assigned to the 9th SRW. First noted during. 1972 while serving with the 100th SRW. Baled to Lockheed for ASARS tests. 1 91 U-2R 68-10337 Assigned to the 9th SRW. First noted during 1971 while serving with the 100th SRW..... 1 101 U-2R 68-10338 Assigned to the 9th SRW. First noted during 1973 while serving with the 100th SRW.

070 8 TR-1A 80-1070 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. Possibly to be converted to U-2R configuration during late 1988. 071 9 TR-1A 80-1071 Delivered initially to Beale AFB where it serves with 9th SRW. Presently "C-Span III" configured aircraft. 072 10 TR-1A No information available.

80-1072

073 11 TR-1A 80-1073 Delivered initially to Beale AFB where it serves with 9th SRW. 074 12 TR-1A 80-1074 Delivered initially to Beale AFB where it serves with 9th SRW. 075

131

U-2R

1

076 141 U-2R No information available.

1

077 151 TR-1A No information available.

80-1075

No information available.

TR-1 A 80-1076 078 161 Delivered initially to Beale AFB where it serves with 9th SRW.

079 171 TR-1A 80-1077 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW.

08D 18? TR-1A 80-1078 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 081 19? TR-1A 80·1079 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 082 20? TR-1A 80·1080 Delivered initially to Beale AFB where it serves with 9th SRW. Now PLSS configured. 083 21? TR-1A 80·1081 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 084

22?

TR-1A

80-1082

No information available.

085 23? TR-1A 80-1083 Delivered initially to Beale AFB where it serves with 9th SRW. 086 24? TR-1A 80-1084 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 087 25? TR-1A 80-1085 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 088 26? TR-1A 80-1086 Delivered initially to Beale AFB and from there assigned to RAF Alconbury where it serves with 17th RW. 089

271

U-2R?

?

No information available.

090 28? U-2R? No information available.

?

throughout the world later were credited as reduced quality enlargements taken by U-2-transported optical sensors. The U-2RrrR-1 program has not been without its fair share of accidents. A series of three crashes inside five months (two U-2Rs in Korea and a single TR-1A at Beale) led to a six week grounding of all U-2RrrR-1 series aircraft during October 1984. This resulted in serious intelligence gaps for NATO commanders as they had become accustomed to the near-real-time downlinking of information to ground stations in West Germany. Since 1985, the data gathered by the AF's U-2RrrR-1A fleet has been supplemented byelectronic terrain images from ASARS-2. The 17th RW conducted development and initial operational testing of this high-resolution sensor, which is housed in a special nose. Though the radar has proven excellent, the complicated process of integrating the returns from this active sensor with the passively-received SIGINT data (so as to provide a complete tactical reconnaissance system) has been difficult. Modifications to accommodate the multi-disciplined requirement presently are being undertaken.

NASA: NASA's ER-2, 80-1063/N-706NA (NASA continues

to maintain the originally-assigned military registrations on its ai rcraft in order to take advantage of a Federal loop-hole that permits military aircraft operators to buy fuel without having to pay Federal fuel taxes) effectively became the prototype for the TR-1 series as it was the first of this new production run to roll from Lockheed's Palmdale, California facility. It was delivered, following its first flight at Palmdale on May 11, 1981 with Lockheed company test pilot Art Peterson at the controls, on June 10 to the highaltitude flight operations facility at NASA's Ames Research Center. The first operational mission took place two days later, on June 12. Unofficially a "demilitarized" TR-1 A, the ER-2 had been a line item in the NASA budget for some time, and some sources claim, led directly to the virtual elimination of high-altitude research being conducted by NASA's three General Dynamics RB-57Fs (based at NASA's Ellington AFB, Texas facility; in truth, RB-57F flights were all but eliminated by NASA following the arrival of the ER-2, and today, only one of the two aircraft remaining at Ellington is considered flightworthy). While the ER-2's specialized dedicated sensor pods were being completed, this aircraft was used initially for training missions to familiarize NASA pilots with its performance and handling characteristics. Though all of the pilots involved had experience in

091 29? U-2R(T) ? Trainer version of the U-2R similar in all respects to TR-1 B, though acquired utilizing U-2R (possibly CIA) funds. No other information available. 092 30? TR-l A 80-1087 Delivered initially to Beale. AFB where it serves with 9th SRW. 093 31? TR-1A No information available.

80-1088

094 32? TR-1A No information available.

80-1089

095 33? TR-1A No information available.

?

096 34? TR-1A No information available.

?

097 No information 098 No information 099 No information

?

35? TR-1A available. 36 ER-2 available. 37 TR-l B available.

? ?

• Readers should please note that U-2RITR-l AlTR-l B serial numbers tend to be somewhat ephemeral in nature. Due to the general secrecy surrounding this family of aircraft it long has been customary for the U.S. agencies operating U-2Rs and TR-ls physically to change serial numbers somewhat randomly from airframe to airframe. This is done specifically to confuse any attempt by unfriendly agents to monitor their activities and whereabouts. Because the tails of these aircraft are physically easily removed, repainting numbers is not always necessary to accommodate this need-tails can be switched from aircraft to aircraft with relatively little effort. Additionally, a bogus family of numbers has been assigned the U-2RITR-1 series, and though seldom used, there is ample evidence, both photographic and othelWise, to verify they have been.

Five active AF squadrons currently are equipped with the U-2RrrR-1-series aircraft. Four of these, the 4025th, the 4028th, the 99th and the 4029th operate under the aegis of the 9th SRW at Beale AFB. The 95th TRS operates under the aegis of the 17th RW at RAF Alconbury. U-2RrrR-1 detachments exist in one form or another at some 20 bases that literally place the aircraft within non-stop flying distance of virtually any spot on the globe. Referred to as OLs (Operating Locations), known examples include Patrick AFB, Florida (Det 5/9th SRW); Osan AB, Korea (Det 2/9th SRW); RAF Akrotiri, Cyprus (Det 3/9th SRW); Diego Garcia; RAF Mildenhall, England (Det 4/17th RW); and Norton AFB, California (Det 6/9th SRW). TR-1 and U-2R activity continues at a high rate of utility as of this writing. During March 1982, for instance, the U.S. government revealed that U-2s had photographed what was claimed to be an extensive military build-up in Nicaragua. This information was used politically to underscore the Reagan Administration's claims against the Sandanista regime, and also to back up statements concerning the Soviet Union's extensive backing for Sandanista military activities. Photos presented on national television to viewers

The two U-2Rs assigned to the Nationalist Chinese were maintained in their original flat black color scheme. These were some of the first aircraft to be equipped with the aft-facing infrared warning receiver assembly on the starboard wing trailing edge, but they were not equipped with radar warning units on the wingtips.

Nationalist Chinese operations were maintained under very trying logistical and political conditions. Maintenance was supported by Lockheed under contract to the CIA. Most of the U.S. personnel on hand were civilian. U-2R, N-803X, is seen being prepared for an operational mission. Noteworthy is "Black Cat" unit logo on Jeep door.

13

0."

I

The TR-IA was the first U-2 version purpose-built with accommodations for the large "super pods". This entailed the development of a split flap arrangement and the inclusion of attachment points (essentially bolt holes) on the wing spars.

Roll-out of the first TR-1A, 80-1066, took place at Lockheed's Palmdale, California facility on July 15, 1981. Differences between this aircraft and its U-2R predecessor were few, but important. Markings, as with previous U-2s, were minimal.

~ ~

1_'-:::;";"'-"11--- ~

TR-l A, 80-1066, hangared at Beale AFB during February 1985. As the prototype, it remains apparently a testbed aircraft. It is seen with "Senior Spear" Phase IV "super pods" and a covered "Senior Open" ncse (for a LOROP camera).

The second TR-1A, 80-1067, during a test flight out of Palmdale, California. The aircraft is seen without its "super pods". It later was delivered to Beale AFB where it entered service under the aegis of the 95th SRS.

The second TR-1A, 80-1067, shortly before delivery to the AF. Barely discernible are the flaps and ailerons in their "up", or gust control position. This feature shifted the wing center of pressure forward and thus reduced both wing and tail structural loads.

TR-1A, 80-1067, on final to March AFB during November 1987. Aircraft is equipped with "super pods", but they do not seem to be equipped with sensors. The aircraft Q-bay, however, is configured for a "Type H" camera, and optical port.

TR-1A, 80-1067, at Beale AFB, California from direct front and rear. Noteworthy is split flap configuration and cut-out which was developed specifically to accommodate large "super pods". Loss of flap area has not noticeably affected TR-1A's landing and/or takeoff performance. Many U-2Rs have been modified to the split flap configuration. Wide stance of balancing "pogo" gear necessitates the use of SAC-type runways for U-2RITR-l operations.

~,

~

~O

~

§._

0<

I

TR-1A, 80-1067, configured for ELINT missions. Extensive antenna farm is not often seen on TR-1As. This aircraft also has optical port under Q-bay. New paint on tail gives some indication this actually may be a U-2R with a TR-IA tail.

14

TR-1A, 80-1068, during the September 1982 Farnborough Airshow in England. This aircraft totally was without sensor systems of any significance as it had been completely sterilized for the show. Only markings were serial number in red on vertical fin.

the first-generation aircraft, transition training remained mandatory. The ER-2 has been delivered to the NASA capable of accommodating a number of extant sensor systems. Maximum payload weight is in excess of 3,750 Ibs. Carrying a standard mission sensor complement, the aircraft has a normal endurance of 6.5 hrs. and a maximum altitude capability of approximately 75,000 ft. NASA notes the following ER-2 attributes: Accommodations: Q·Bay Instrumentations Area and Payload Pallets (Pressurized) Wing Mounted Instrumentation Pods (Pressurized) Nose Cone Instrumentation Area (Pressurized) Zenith and Nadir Viewing Capability Support: Inertial Navigation GOES Satellite Time Code receiver Sensors: High Altitude Multispectral Scanner Airborne Coastal Zone Scanner Airborne Ocean Color Scanner Linear Array Scanner Metric Cameras High-Resolution Panoramic Cameras

As noted earlier, a second ER-2 now is scheduled for late 1989 delivery. This aircraft apparently will be identical to N-706NA.

MISCELLANY: The newest U-2 modifications to have taken to the air have recently become visible in the form of the "C-Span III" modified U-2R, 68-10331 and TR-1A, 80-1071. Thought to have been modified to their present configuration by E-Systems of Greenville, Texas and first flown during 1985, they carry an advanced passive COMINT sensor system package and a dish-type data link antenna'housed in a large, faired dorsal pod. The latter superficially resembles the AWACS-like antenna fairing seen on the old Grumman E-1 B. The highly directional antenna dish transmits gathered intelligence in real time via satellite. The aircraft have been observed as far west as Korea, and as far east as Patrick AFB in Florida. The U-2's performance long has been a matter of conjecture to all but the select few permitted intimacy with its performance characteristics. Accurate data, though extremely difficult to come by, is available, however, and computations using this data can produce surprisingly accurate numbers. Interviews with a large number of U-2 pilots have netted the auth'ors a variety of answers to the maximum altitude capability question, but the facts remain the same; the U-2R basically offers only a modest altitude capability increase over that of its predecessor. The latter, under ideal circumstances, was periodically capable of a short duration cruise at 75,000 ft. whereas the former improved on this figure to the tune of just over 78,000 ft. Such altitudes are not as newsworthy as they once. were-especially in light of the SR-71 's 85,000 ft.-plus capabilities and the claimed performance of new and highly classified types, but in terms of subsonic configurations, they are a near-monumental achievement-for no other manned, subsonic cruise aircraft in the world ever has come within 2 vertical miles of Kelly Johnson's enigmatic black lady. U-2RfTR-1 pilots are required to have a minimum of 1,500 flight hours. Because of the aircraft's unusual handling characteristics throughout most of its flight envelope, experience backgrounds include everything from Lockheed C-130s to Boeing B-52s. Most missions are racetrack patterns flown at altitudes of from 65,000 ft. to maximum, for anywhere from 9 to 14 hrs. Including pre- and post-flight briefings, the suiting up exercise, and prebreathing of oxygen, the average mission lasts from 12 to 13 hrs. Because of nitrogen stabilization requirements, crew members normally spend no less than 48 hrs. on non-flying status following a mission. Pilot conversion into the U-2RfTR-1 takes place at Beale AFB under the aegis of the 9th SRW. Physiological support supervision and training for maintenance personnel and supervisors also takes place at Beale.

CONSTRUCTION & SYSTEMS: All members of the Lockheed U-2RfTR-1/ER-2 aircraft family, generally described, are all-metal, midwing monoplanes optimized for the transportation of a vast array of optical, electro-magnetic, and related multi-spectrum sensors in a high-altitude environment over very long ranges. Aircraft construction materials consist of aluminum, magnesium, and some titanium alloys, with composites utilized sparingly in select areas (which primarily are dielectrically related in nature). The follOWing description is applicable to all four variants (U-2R/TR-1 AlTR-1 B/ER-2): Cockpit: The U-2R, TR-1A, and ER-2 have singleejection seat-equipped, pressurized cockpits; the TR-1 B is equipped with two separate ejection seatequipped pressurized cockpits. Each cockpit is equipped with a center instrument panel, left and right front switch panels, and a center pedestal. Console panels, switch panels, circuit breaker panels, and step panels are located on the left and right sides of the cockpit. The left, center, and right instrument panels are removable as individual units, and are bolted rigidly to the airplane structure. Individual panels extend along the left and right sides of the cockpit. UHF radio communication is provided by an AN/ARC-51 X or AN/ARC-109 radio set. The UHF system provides two-way, air·to-air and air-to-ground communication. A KY-28 secure voice communication system is integrated into the UHF system. A VHF radio communication system may be installed at the user's option for two-way communication with air or ground stations having compatible VHF equipment. HF radio communication is provided by a 718U-7 radio set. The HF communication system provides long-range, two-way communication in the high-frequency range. The HF receivertransmitter, operating on 28,000 selectable frequencies in the 2 to 30 megacycle HF band, provides SSB (single-sideband) operation in the USB (upper sideband) mode or LSB (lower sideband) mode, in addition to the conventional AM (amplitude modulation) mode of operation. The interphone sys1em consists of an AN/AIC-10 interphone amplifier. A control switch is provided for recording the pilot's voice and/or all radio communications. Two 28-ehannel recorders are installed in the nose for automatically recording specific aircraft and mission equipment sig·nals. The flight reference system (FRS), a remote indicating gyro-stabilized system designed for use in all latitudes, serves to generate all aircraft heading and altitude data. The three system modes are: free directional gyro with correction for the effect of the earth's rotation; magnetically slaved with gyro stabilization; or magnetically slaved without gyro stabilization (bypasses the two-gyro platform). ·The LN-33 inertial navigation system (INS) is provided as a kit for installation at the user's option. The INS is a navigation and attitude heading reference system that provides precision information duri ng any type of aircraft maneuver, at any position on earth, during any type of weather. Attitude and navigational data are provided to the flight director, the autopilot, the TACAN, the ADI, and the HSI, as applicable. Whenever installing the INS, the FRS must be removed and stored. The navigation radio consists of an AN/ARN-52 TACAN. The TACAN navigation system provides continuous indications of the aircraft's bearing and distance, from any selected ground (beacon) station within a line-of-sight distance up to a maximum of 300 n. miles. The system aiso operates as both an interrogator and responder in conjunction with other aircraft equipped with air-to-air capability TACAN, providing distance indications, only. The IFF system consists of a 914AX-1 transponder and provides a means to receive, detect, decode, encode, and transmit signals in the IFF Mark X (SIF) system. The aircraft is equipped with a driftsight. This device consists of an optical viewing system that uses a combination of mirrors and prisms to project a presentation of the local terrain on a scope mounted directly in the upper center of the main instrument panel. The ADF system provides a long-range reception and direction finding operation in the low-frequency range. The receiver provides reception of voice (modulated) or CW (unmodulated) signals, and can

be used for direction finding, range receiving for navigation, or conventional communications. The instrument landing system (ILS) utilizes the attitude director indicator (ADI) and the horizontal situation indicator (HSI) for readout and also provides localizer and glide slope information necessary for making instrument approaches during inclement weather. The flight director system (FDS) consists of a flight director computer (FOG), associated navigation selector switches, and display instruments. Standard guidance and sensor information from various sources is processed and displayed as steering and warning signals on the ADI and the HSI in the cockpit center instrument panel. The autopilot is a Lear-type L-201. Its servo motors are AC operated. A Bendix-type air data computer is installed to provide Mach number and altitude hold signals. The air data computer also supplies indicated airspeed, true airspeed, rate of climb, altitude reporting, and air temperature data. Lights are mounted on the cockpit enunciator panel to indicate autopilot operation. A pitot-static system, including two pitot tubes and necessary plumbing, supplies impact air pressure to the airspeed indicator, speed warning pressure switch, air sensor, and air data computer. The right pitot head also incorporates the free air temperature probe with an indicator mounted in the cockpit. The static system incorporates two flush static ports (fittings) on each side of the fuselage nose section. This system is connected to the airspeed indicator, altimeter, air data computer, speed warning switch, and air sensor. All components and plumbing for the pitot-static system are within the FS 169 to cockpit instrument panel area. The Q-bay hatch is supplied with provisions for a ferry beacon. This ferry beacon is compatible with the beacon equipment installed on KC-135 aircraft. The air conditioning system provides heating, cooling, and auxiliary (ram air) ventilation for the cockpit area, nose area, equipment (Q-bay) area, electronic (E-bay) area, and ventilating and cooling air for the pil01's suit. The Q- and E-bays are considered as one compartment for pressurization purposes. The pressurization system is designed to operate at a pressure differential of 3.88 psi between cockpit and atmospheric pressure, above 18,300 ft. Cockpit exhaust air is discharged into the Q- and E-bays through a cockpit pressure regulator which automatically maintains the cockpit pressurization schedule. The schedule is maintained regardless of the Q- and E-bay pressure levels, as the pressure regulator senses only true cockpit-to-ambient differential. Positioning the ram air switch in the cockpit to on dumps the pressurization system and allows ram air to enter the cockpit. Operation of the system is controlled by a single controller in the cockpit. All pressurized compartments are maintained in an unpressurized condition until the aircraft reaches an altitude of 7,900 ft. The cockpit altitude is maintained constant at 7,500 ft. (isobaric) atmospheric pressure with aircraft altitude, reaching 3.88 psi at 18,300 ft. The pressure differential between cockpit and atmospheric pressure then is maintained at 3.88 psi from 18,000 to maximum altitude. As the aircraft climbs, the cockpit altitude also increases, but at a much slower rate. Bleed air from the engine compressor section (15th stage) is the supply source for the air conditioning and pressurization systems. Air also is ducted to the windshield and canopy inner surfaces for defogging and defrosting purposes, and for pressurizing the canopy seal, Q- and E-bay hatch seals, and nose break (FS 169) seal. A bottle, containing nitrogen, is plumbed into the canopy, nose, and hatch seal pressurization system to supplement the engine bleed air that normally is being supplied to the five seal assemblies. A heater-blower unit is installed forward of the cockpit center instrument panels to provide additional air for defogging purposes. Ground air conditioning for the pilot's fUll-pressure suit is provisioned. One safety relief valve and one pressure regulator are installed for the cockpit, and one safety relief valve and pressure regulator is installed for the Q- and E-bays. The pilot's escape system, consisting of a zerozero-type rocket-propelled, stabilized ejection seat, provides for safe separation of pilot and seat throughout the aircraft's flight envelope. The seat is vertically power adjustable parallel to the seat rail line. The seat is adapted for use with a full pressure suit and is modified for a dual oxygen system and has a lap type safety belt and shoulder harness integrated with an inertia lock system. The seat ejection and canopy jettison systems are plumbed together and can be initiated by a single

15

TR-l A, 80-1068, during 1985. Aircraft then was assigned to the 17th RW at RAF Alconbury. Equipment complement at this time was minimal as scarcity of antennas and "super pod" modifications indicates. Wing sag indicates at least a partial fuel load.

TR-1A, 80-1068, during transient stop at Ramstein AB, Germany on February 22, 1984. "Super pods" are configured to "Senior Spear" Phase IV standards. An L-52 data-link antenna fairing is visible underneath the empennage section.

TR-1A, 80-1069, in stock configuration without any sensor system related modifications and sans "super pods ". Aircraft is at least partially fueled, as indicated by wing sag. Training missions often are flown in this configuration.

TR-1A, 80-1071, on November I, 1985, during approach to March AFB, California. The airbrakes are in their open position and the flaps are fully deployed. Setting up a proper approach is critical as the aircraft is very difficult to land.

manual upward pull of the ejection seat D-ring. All resultant canopy and seat ejection system operations occur automatically. A survival kit is installed directly into the stabilized seat bucket. The pilot's emergency bailout gaseous oxygen supply is contained within the survival kit. The emergency oxygen quick disconnect ianyard, attached to the survival kit, is connected to the seat track upon survival kit installation in the seat. A dual liquid oxygen system is utilized. Liquid oxygen is stored in two 10 liter dewars (converters), providing a total capacity of 2 liters. An emergency oxygen supply is contained in the pilot's survival kit. This oxygen supply can be actuated manually, or automatically during seat ejection. Warning and caution lights are mounted on the cockpit enunciator panel to indicate low oxygen system pressure and quantity. Conventional flight controls are utilized, these consisting of adjustable rudder pedals for actuation of the rudder control surface (the rudder pedals on all models of the U-2 are collapsible in order to reduce pilot fatigue by permitting free extension of the pilot's legs; in the collapsed position, the upper portion of each pedal is rotated to the horizontal position; the pedals are returned to their normal position by using a toe or swab stick), and a wheel-type yoke mounted on a control column for actuation of the aileron and elevator control surfaces. Cables are utilized to directly connect each control surface to the cockpit, and in addition, pushrods are used in all systems. The elevator-up cables are installed as a dual system for flight safety precautions. The stretched plexiglas windshield is composed of one flat (forward) and two curved (side) transparencies set in a sealing compound and held in place by the windshield frame structure. The canopy and frame assembly are combined to form a singlEi piece .unit hinged along the left side of the cockpit. A single sheet of formed plexiglas is secured and sealed within the metal frame. The canopy is opened or closed manually and has an internal locking handle at the cOCkpit right sill. Three canopy release latches in the cockpit right sill provide for locking the canopy. The' canopy can be locked or unlocked externally by inserting the canopy and hatch external latch handle (RG61) into the 1/2-in. square drive socket on the fuselage right side, adjacent to the aft end of the cockpit. A free floating tube is installed inside the canopy latch release torque tube and is connected to the three latches on the cockpit right side. Operation of the square drive latches or unlatches only the canopy right side. The canopy can be released from the three latches on the cockpit left side by attaching a ground handling tool to the canopy latch release torque tube, and rotating the tube; however, the upper end of the XM13 (M13) thruster unit (used to forcibly jettison the canopy during emergency egress) and lower ends of the two pushup rods attached to the canopy latch release torque tube must be disconnected before attaching the ground handling tool.

16

The canopy is held in the open position by means of a hold-open mechanism (prop assembly) attached to the left aft corner of the canopy. The hold-open mechanism functions (snaps) automatically when the canopy is fully opened, but must be manually released to allow the canopy to be lowered. The canopy ballistics system consists of initiators and thrusters (propellant-actuated devices) which act upon the mechanism to release the canopy. Three canopy release hooks in the cockpit left sill retain the canopy hinge assembly and the canopy on the aircraft. Three canopy release latches in the cockpit right sill retain the canopy in the down and locked position. The hooks and latches are released simultaneously when the ballistics system is operated. Actuation of the seat ejection control jettisons the canopy and is followed by seat ejection. The canopy can be jettisoned independently by actuation of the T-handle on the left console, or the T-handle under the access door mounted on the fuselage left side (immediately below and adjacent to the aft end of the cockpit). A food warmer is provided in the cockpit which warms tubes of food that can then be eaten through a hard plastic straw that is inserted through a special leak-proof hole in the pilot's helmet. The food tubes look similar to toothpaste tubes and food is extracted in similar fashion to that used to extract tooth paste. Fuselage: The fuselage is divided into three sections: nose, center, and aft. The entire nose section forward of fuselage station (FS) 169 is detachable from the center section, and normally contains special reconnaissance and electronic countermeasures equipment. fhe standard nose has an internal volume of 47 cubic feet and is 86 in. long and 37 in. in diameter. It can accommodate a payload weighing up to 600 lbs. In addition, the nose radome can be removed at FS 99 to gain access to components in the nose area. The center section between FS 169 and FS 698 contains the cockpit, the a-bay and E-bay, navigation and autopilot equipment, the liquid oxygen supply, the fuel sump tanks, the main landing gear, the powerplant, the constant speed drive (CSD) system, the hydraulic power system, the pitot-static system, and the wing flap actuation system. The abay serves as the primary mounting point for major aircraft sensors such as the various LOROP camera options. The a-bay is 41 in. wide, 55 in. deep, and 67 in. long. It can accommodate payloads weighing up to 750 Ibs. The aft section, aft of FS 608, is detachable from the center section and contains the engine tailpipe, the engine exhaust and fuselage airflow augmentor, the aft landing gear, the speed brakes, a pressurized compartment for ECM equipment, and the empennage. The empennage includes the horizontal stabilizer trim hydraulic motor and its associated actuator assembly. The fuselage structure is of semimonocoque construction and utilizes high-strength aluminum alloy

materials, corrosion resistant steel, and titanium alloys. Access panels and doors are installed in various areas of the fuselage skin to provide easier access to aircraft or engine components. Four cart pad attachment points are provided on the fuselage to facilitate jacking the entire aircraft using a ground handling cart. This permits easier access to the aircraft for maintenance purposes. Drilled holes are located at various positions along the fuselage. These represent waterline (WL) 100 and are used for aircraft leveli ng. Wing-te-fuselage fittings are installed between fuselage station (FS) 410.2 and 492.2; and are provided in the fuselage for installation of wing fillet panels. The two hinged speed brake panels are located one on each side of the forward end of the fuselage aft section. The speed brakes act as drag devices when extended and Ilre electrically controlled and hydraulically actuated. Control of the speed brakes is by means of a switch adjacent to the throttle. The switch allows operation of the hydrauiic solenoidoperated vaives in the speed brake well. Each panel has a maximum deflection angle of 60 0 . The panels are flush with the fuselage during normal operation. Wings: The cantilever, all-metal wings are of basically conventional design. Each wing includes an aileron with a servo-operated trim tab (the left tab may be positioned electrically at any time), a wing lift spoiler (inboard), a roll-assist spoiler (outboard), a wing flap system, a stall strip (blade) in each wing leading edge approximately midwing (when extended upon pilot command, these effectively destroy midwing lift at low airspeeds, thus facilitating landing), a socket at wing station (WS) 344 for insertion of an auxiliary (pogo) landing gear, a wing fuel tank fixed dump chute, and a manually foldable wing tip (approximately 70 in. in length). The wing aileron control incorporates a device to permit the neutral point of both ailerons to be displaced upward approximately 7.5 0 for gust conditions. The ailerons are hinged on the wing upper surface, and operated by a conventional cable system. Material used in construction of the ailerons is high strength aluminum alloy (7075T6 clad sheet and extrusion). Directional trim is accomplished by a ground adjustable bend tab on the rudder. Lateral trim is accomplished by an electro-mechanical actuator displaced in an opposite direction from the respective aileron control surface for normal operation. The left aileron trim tab is linked to structure, and is electrically operated for positioning in either direction at any time by the pilot. Control for the left aileron trim tab is on the left side of the cockpit. Longitudinal trim is accomplished by a hydro-mechanical actuator displacing the entire horizontal stabilizer assembly. The vertical stabilizer is moved when the horizontal stabilizer is re-positioned, since the stabilizers are rigidly bolted together. A hydraulically-operated electrically controlled, roll assist spoiler is mounted on each wing to assist the ailerons when the ailerons

84.

A U-2R fuselage is moveQ into the final assembly area at Lockheed's Palmdale, California (Plant 42, Site 7) facility. The aircraft already is primer coated both for corrosion protection and for pre-painting purposes. Completed empennage section is visible to the right. Windscreen, canopy, Q-bay hatch, and E-bay hatch already are in place.

The first aircraft to be modified to ASARS-2 standard was U-2R, 68-10336. This view of 68-10336 emphasizes the second-generation U-2's extraordinary high-aspect-ratio wing. Visible also are the split flaps designed to accommodate the "super pods". Fully extended, unloaded main gear and tail wheel assemblies are noteworthy.

Rarely seen "Senior Lance" configuration was a modification to U-2R, 68-10339, in which a Goodyear synthetic aperture radar system was installed in the Q-bay and suspended underneath in an inflatable, rubberized radome. The radome was attached with a zipper and easily could be removed for radar maintenance.

17

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U-2R, 68-10332, being prepared for a training mission from Beale AFB, California. "Howdah" is attached to portable ingress/egress ladder. Some "Howdahs" are equipped with a flexible cooling air duct to provide air-conditioning for the cockpit on hot days. "Howdah" cover is canvas strapped to metal frame.

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U-2R, 68-10338, configured as a "Senior Book" COMINT aircraft, while practicing landing and'takeoff technique at Beale AFB, California. The four dorsal antennas are for VHF relay requirements and are complemented by a variety of other sensor antennas at various locations. Landings are very difficult in the U-2R and require exceplional piloling skills.

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U-2R, 68-10339, at March AFB, California, during September 1978. Mismatched panel surfaces on wings indicate maintenance on outboard wing fuel tanks. Fuel tank leaks in the integral tanks are common due to the nature of the wing internal structural design. Leak limits are 120 drops per minute per wing.

18

TR-1A

SELECT M A R K I N G S - - - - - - - - - - Lockheed U-2R, N-810X, utilized by the Central Intelligence Agency. One of six aircraft provided the Agency during the initial production run, it is in standard F.S. 37038 flat black paint over-all. The serial number is in flat red. The sun shade is white, as per the delivery color of the first aircraft provided the Agency. Very few other markings are visible on this or any other Agency-operated U-2R.

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Lockheed U-2R, N-812X, as configured for carrier qualification trials. This aircraft was utilized by Lockheed and the Agency to test the prototype arresting hook modification kit consisting of wing tip skids, the main tailhook assembly, and miscellaneous sub-systems and parts. Scheme is standard flat black with red civil registration. The Lockheed logo appears in yellow above the registration.

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Lockheed U-2R, 68-10331 modified as one of two "C-Span 11/" aircraft with a dorsal data-link satellite communications antenna. Aircraft is painted over-all ffat black (F.B. 37038) with red serial number and stenciling. The distinctive unit insignia has a flat red globe as a background. The stylized dragon is rendered in golden yellow, and the single star is in white. As with many U-2Rs and TR-1s, the dielectric panels and sun shield appear in varying hues of flat black and dark shades of gray.

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Lockheed U-2R, 68·10336, with early configuration ASARS-2 nose radome. Tire small fairing near the forward tip of the radome houses a heat exchanger-type radiator for ASARS-2 components; the fairing forward of the windscreen accommodates an ADF antenna. The aircraft is painted flat black (F.S. 37038) over-all. The serial number and stenciling areffat red.

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1--19

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Scale: 1/100th Lockheed U-2R, 68-10339, configured for SIGINT surveillance. The "super pods" are equipped with passive antenna farms internally, behind dielectric forward panels. Additional receiver antennas are visible as a ventral farm under fuselage. The aircraft is painted flat black (F.S. 37038) over-all. The serial number and stenciling are flat red. T

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Lockheed TR-1S, 80-1065, in over-all gfoss white. This is the second production TR-IS. Markings shown are those seen on the aircraft shortly after AF acceptance and delivery to Beale AFS, California. All markings are' full color, inclUding U.S. national insigne and AF blue lettering and black serial numbers. Anti-glare panel is in flat black. At least one of the two TR-1Bs, 80-1064, now is flying in over-all flat black scheme; it is illustrated on p. 18.

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Lockheed TR·1A, 80-1067, in basic configuration with essentially unmodified "super pods". Visible is the dorsal UHF blade antenna in its rectangular format. Initially this was peculiar to the TR-l, but now is beginning to appear on modified U-2Rs. Paint scheme is standard flat black with red serial number and miscellany. T

Lockheed TR-1A, 80-1074, equipped with the PLSS nose and associated "super pods". Dielectric panels for this aircraft can be seen in varying hues of very dark gray, while the over-all aircraft coloring is flat black. The cockpit instrumentation covers, although illustrated in white to reveal detail, are flat black. The serial number and miscellaneous minor markings are in flat red.

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LOCKHEED ER.2, 80·1063-Lockheed ER-2, BO-1036INASA 706, in its distinctive NASA Ames Research Center markings. Painting for this aircraft carries no F.S. specification number as it was produced by the US Paint Company of St. Louis, Missouri, under their "Aluma Grip" brand name. The "Aluma Grip" colors are Blue Tone White (G-8029{6031J) for all upper surfaces, the wings, and the empennage; Pearl Grey (G-1008{1024J) for all fuselage undersurfaces, the wheel wells, and the speed brake wells; Electric Blue (G-S079{114SJ) for the striping borders; and Bahama Blue (G-S036{131SJ) for the two thin cheat line stripes. The aircraft serial number and NASA number are painted in gloss black (similar to F.S. 17038), and the anti-glare panel and cockpit instrument coverings are painted in flat black (similar to F.S. 37038). All other markings are standard stenciling details.

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Typical landing gear configuration.

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F.S. 37056 and 37038, have been listed. F.S. 37056 is flat black and has a tight brown tint, possibly indicating the presence of iron oxides. If iron dust

were used in a paint, without anti-corrosion coating, discoloration would occur over time. Pre-corroded iron oxide would be more resistant to corrosion but still yield the light brown tinge seen on many U-2RfTR-1 aircraft. As a point

of interest, the name ''Iron BaH" has been used in reference to the ReS lowering paint used on U-2 and SR·71 series aircraft.

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Generic bare-metal U-2RITR-1/ER-2 detailing panel fines and locations.

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SPECIFICATIONS AND PERFORMANCE:------...... DIMENSONS: Wing Area (total, Including ailerons and flaps) 1001.4 sq.' Wing span (overall) 103'4" Wing airfoil section Lockheed mod. NACAINASA 64A Wing chord (root) 186" Wing chord (tip) 46.5" Wing mean aerodynamic chord (WS 248) 130.2" Wing Incidence (root) 4° Wing Incidence (tip) 2° Wing sweepback at 250/, chord 6° 2 min. Wing dihedral 0° Wing aspect ratio 10.667 Wing flsp area (total) 174.15 sq.' 12.06 sq.' Wing 11ft spoiler area (total) 9.67 sq.' Wing roll spoiler area (total) Aileron area (total) 51.82 sq.' Rudder area (total) 11.8 sq.' Elevator area (total) 31.95 sq.' Horizontal stabilizer span 26'8" Horizontal tall surface area 148.89 sq.' (Including elevators) 98" Horizontal atabllizer chord (root) 36" Horizontal stabilizer chord (tip) Horizontal stabilizer mean aerodynamic 71.78" chord (stabilizer station 67.66) Horizontal stabilizer sweepback 10° 58 min. at 25% chord 0° . Horizontal stabilizer dihedral 4.776 Horizontal stabilizer aspect ratio

Vertical tall area (Including rudder) Vertical tall span Vertical tall chord (root) Vertical tall chord (tip) Vertical tall mean aerodynamic chord (fin station 54.58) Sweepback at 25% chord Vertical tall aspect ratio Height of vertical stabilizer (static ground line) Fuselage length Fuselage depth (max.) Fuselage width (max.) Speed brake area (total) Ground angle (static) Wheel base WEIGHTS AND LOADINGS: Design gross weight Maximum overload gross weight Zero fuel weight Payload weight PERFORMANCE: Max. speed at S.L. Max. speed at 35,000' Cruise speed at 72,000' Max. g limit (structural) Service ceiling Maximum range Endurance

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No decals other than those included with the kit are a'(ailable at this time.

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TllOUgh U-2s have operated from aircraft carriers since the early 1960s, photographs of this little known activity remain extremely rare. Initial U-2R trials, utilizing CIA-operated U-2R, N-812X, took place from the carrier USS "America" (CVA-66) during November 1969. Modifications included the addition of a tailhook, and extended wingtip skids. FUSELAGE STATION. I

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GENI (TR-1 A total of three TR-IAs were utilized in the initial PLSS trials program, which was conducted from Beale AFB, California. All three are seen in this view, including the first aircraft to be fully PLSS configured, 80-1074 (left). The PLSS system required additional cooling capacity, thus necessitating a large exhaust vent just aft of the dorsal ADF antenna.

6 7

6 9 10 11 12 13

TR-IA, 80-1087, on final approach to March AFB, California on November 6, 1987. Condensation from operation at high altitude is visible under both wings at the position of the outboard fuel tanks. Optical port ventral hatch for Q-bay is readily discernible. Also noteworthy are extended airbrakes, flaps, and landing gear.

23

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The prototype TR-1A, 80-1066, following its formal roll-out ceremony at Lockheed's Palmdale, California facility on July 15, 1981. This actually was the second TR-1A, as the first, in the form of the ER-2 (80-1063) for the NASA, already had been delivered on June 10. The next aircraft in the series was the first TR-1B, 80-1064.

are positioned ~ The lelt and rI' on the trailing I ailerons. Each v tuators, which a drive gear box fabricated in fo are driven by t" assembly), twe torque tubes a The flexible s~ left and right v will remilin a becomes totall installed in ea' outboard linea flaps become I selector soie flow to the h located in the valve. Wing flap ( 7075T6 alum 2024142 mati the leading e< inboard) are down and up ter (right win! inboard win( DC-operatee cockpit. Win down (depe cam), and 6. is activated. The addil U-2RITR-1I1 of a split flal derivatives. space for t pod" that ~ The result' wise is m though of Agust c to allow si wing flaps lion alioWl empenna( air, or whl by movin! flaps upv switch ov the norm, gust swit function pressure Iimitatior tion and A hyd wing lilt span, il11 to 294),

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TR-1A, 80-1074, equipped with passive sensor antenna-equipped "super pods". The latter are discernible due to their flat plate forward components. The lIat plate areas are dielectric; behind them can be found large passive antenna arrays that tend to be highly directional in nature and optimized for select sensitivities.

24

TR-l Calil

are positioned near their full up travel. The left and right wing flap assemblies are located on the trailing edge of each wing, inboard of the ailerons. Each wing flap is driven by 8 wing flap actuators, which are hydraulically operated by the flap drive gear box and hydraulic motor. Each flap is fabricated in four sections. The wing flap actuators are driven by two hydraulic motors (one for each flap assembly), two gear boxes, and torque tubes. The torque tubes are interconnected by a flexible shaft. The fiexibie shaft maintains synchronization of the left and right wing flap assemblies. The wing flaps will remain at that position when either motor becomes totally inoperative. An asym metry switch is installed in each wing (adjacent to the outboard flap outboard linear actuator) to stop flap operation if the flaps become unsynchronized. An electrical wing flap selector solenoid valve controls the hydraulic fluid flow to the hydraulic motors. A control switch is located in the cockpit for operation of the solenoid vaive. Wing flap construction materials utilized include 7075T6 aluminum in most of each panel, except 2024T42 material in the trailing edge and titanium in the leading edge. Limit switches (left and right wings, inboard) are provided to limit flap operation in the down and up positions. A wing flap position transmitter (right wing only, immediately forward of the most inboard wing flap surface) is installed to operate a DC-operated wing flap position indicator in the cockpit. Wing flap travel is either 35° (+ 1- 2) or 50° down (dependent on aircraft configuration and flap cam), and 6.25° (+ 1- 0.5) up when the gust control is activated. The addition of the "super pod" option to the U-2RITR-1/ER-2 family has led to the development of a split flap option effectively now seen on all three derivatives. Basically, this new configuration provides space for the aft, projecting portion of the "s.!'per pod" that protrudes beyond the wing trailing edge. The result of this is a two-part flap system that otherwise is mechanically similar to its predecessor, though of slightly reduced surface area. A gust control system is provided via the cockpit to allow simultaneous shifting of both ailerons and wing flaps to an up position, from normal. This action allows a reduction in both wing and horizontal empennage structural loads when flying in turbulent air, or when flying at higher speeds in smooth air, by moving the ailerons upward 7.5°, and the wing flaps upward 6.25° (+ /- 0.5). The gust control switch overrides the wing flap control switCh. Thus, the normal wing flap system is inoperable when the gust switch is in the up position. Enunciator lights function when the aircraft speed exceeds the pressure speed warning switch settings. The speed limitations are 180 (+/- 5) knots in the faired position and 250 (+/-10) knots in the gust position. A hydraulically-actuated, electrically controlled, wing lift spoiler is installed approximately at midspan, immediately forward of the wing flaps (WS 219 to 294), on each wing. The spoiler normally is used

in landing approaches to permit a much shorter landing roll. It is either in the full up (60° angular travel) or full down (faired) position. Two springs, attached to the spoiler, hold it in the down position, or return it to the down position if a failure occurs in the hydraulic system. A controi switch is provided in the cockpit for spoiler operation to allow the hydraulic solenoid-operated valve to function. Hydraulic fluid pressure then is routed to the spoiler actuators. A warning light is provided in the cockpit enunciator panel to indicate when the spoiler has not been actuated. A hydraulically-actuated, electrically controlled, roll assist spoiler is installed in each wing immediately outboard of the wing lift spoiler (WS 294 to 364). A switch is installed in each wing at the aileron control surface quadrant. Only the switch in the right wing is actuated when the cockpit control wheel is positioned near the extreme end of its travel right (in a roll to the right); only the switch in the left wing is actuated when the wheel is positioned near the extreme end of its travel left (in a roll to the left). The switch allows the hydraulic solenoid-operated valve to function. Hydraulic fluid pressure then is routed to the respective spoiler actuator upon command. Normally, hydraulic fluid pressure operates the spoiler to the full up or down positions. The switch for the roll assist spoiler is actuated at 13° up aileron. Full aileron up travel from the faired (neutral) position is 16-1/4°; hence the roll assist spoiler is used to supplement aileron control. A manually operated movable stall strip (blade) is installed in each wing leading edge at approximately the mid-span position. The blades are extended by a cable and linkage system, and are retracted by a spring cartridge assembly incorporated in the linkage. A normally closed switch, mounted at each stall strip, operates the left or right stall strip enunciator lights. The three main wing spars are installed in the wing at the 15%, 40%, and 65% wing chord locations. Integrally stiffened skins form the upper and lower surface wing panels which are supported by formers between the spars. High strength aluminum alloy materials (7075T651 plate, 7075T6 extrusion, 7075T6 clad sheet, and 2024T3 on the trailing edge) are utilized in wing construction. Almost all of each wing's internal volume is comprised of two individual integral fuel tanks (an inboard and an outboard) from the wing leading edge to the 65% chord line. A manufacturing joint is located at WS 344, and also is the point separating the inboard and outboard tanks. The wing ribs are of the truss and web type. The skin for the wing upper and lower surfaces between WS 40 and WS 344, and between the 15% and 65% chord lines consists of four panels. Two of these are spliced together between the 15% and 40% chord lines, and between the 40% and 65% chord lines. The skin for the wing upper and lower surfaces between WS 344 and WS 550, and between the 15% and 65% chord lines consists of two panels with the adjoining point at the 40% chord line. The

area from the wing leading edge to the 15% chord consists of skin, stringers, and ribs assembled together to form the entire leading edge, except for the stall strip area. Four hinged panels are provided for maintenance purposes on the wing lower surface between WS 550 and WS 344, immediately forward of the aileron surface control panel. Removable access panels are provided on the wing upper surface between WS 40 and the inboard end of the wing lift spoiler. The roll assist and wing lift spoilers (wing upper surface, only) are installed between the 65% and 75% chord lines and between WS 219 and WS 364 of each wing. The four wing flap sections are mounted aft of the 75% chord line, between WS 40 and WS 364. The aileron panel is mounted at the 80% chord line, betwen WS 370 and the wing tip. The ailerons on each wing are mechanically linked together so both function in. unison. Plate nuts are provided in the wing for Installation of wing fillet panels. The wing fuel tank dump chute is fixed in position and is mounted between the outboard end of the wing flap panels and the inboard end of the aileron. The ability to fold the aircraft's wing tips provides for easier handling. Each tip is hinged to move forward, outboard, and up for folding purposes, or aft, inboard, and down for flight position. It is locked in flight position manually by three pins. Tips can be moved only after the three pins have been removed from the flight position lugs; Removal of the three pins allows the tip to swing forward to the open position. At this point, the forward and aft pins must be reinstalled in the lugs in order to lock the tip in the open position. Each wing tip aileron has a fitting hole that mates with a spring-loaded pin in the main wing aileron when the tip is fully installed. This assures that both ailerons on a wing will operate together. An access panel is installed on the left tip only (upper surfaces) for the compass transmitter installation. The wing tips are equipped with skids that are utilized for landing purposes. The wing tips do not carry fuel. A variety of wing-mounted pod options exist for the U-2RITR-lIER-1 family, including a large number of "slipper" pods that effectively protrude only from the leading edge of the wing and taper to a point at about mid-span. These pods are utilized primarily for special ELiNT and EW systems and virtually nothing has been released pertaining to their size, use, or contents. Perhaps the best known of the pod options is the conventional wing pod, also known as the "super pod", which is attached to the wing inboard section using only 4 bolts. This -unit, too, is highly versatile and like its smaller stablemate, comes in a variety of configurations. The basic wing pod, however, has a volume of 83 cubic feet and is 32 in. in diameter with a length of 286 in. It can accommodate payloads weighing up to 750 Ibs. It normally comes equipped with electrical system connectors and a variety of internal systems mounting options. Tail Surfaces: The tail surfaces are attached to

TR-IA, 80-1071, "C-Span III" configured, during a test hop out of Edwards AFB, California. The aircraft is tufted in the criticaf areas affected by the data-link antenna radome modification to permit visual verification of airffow.

TR-IA, 80-1071, modified by E-Systems for the "C-Span III" project, is equipped with an extensive antenna array. The "super pods" appear to be "Senior Spear" Phase IV configured. Dorsal antenna is a satellite up-link.

TR-IA, 80-1073, during April 1987. The aircraft is ffaring for touchdown at Beale AFB, California. "Super pods" are on the aircraft, but there appear to be no other antenna modifications. Touchdown speed for TR-IA is approximately 65 knots.

TR-IA, 80-1074, equipped with early "Senior Spear" pods. These contained an array of passive receiving antennas angled obliquely from the aircraft in order to monitor ground transmissions. Aircraft has just landed at Beale AFB, California.

25

The second of two TR-1Bs delivered to date, 80-1065, during a training mission at Beale AFB, California. It is seen in its original all-white color scheme; its stablemate, 80-1064 since has been repainted in an all-black scheme identical to operational U-2Rs. Barely discernible in lower photograph are extended leading edge stall strips.

26

The first, and to date, only ER-2-80-1063/NASA 706. Technically the first TR-1A, it was delivered just over a month before the first true TR-IA (80-1066) was rolled out during mid-July 1981. A second ER-2 has been ordered for the NASA and it almost certainly will operate alongside the first aircraft at NASA's Ames, California facility when delivered.

27

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TR-IA, 80-1074, equipped with the Lockheed PLSS. PLSS remains an extremely sophisticated ground radar locating system. The PLSS equipment occupies the aircraft's special nose and much of the internal volume of the "super pods".

Port side view of PLSS·equipped TR-IA, 80-1074, hangared at Beale AFB, California. The "super pods" appear to be mirror images of each other. PLSS nose, with receiver antennas, is nearly 5 ft. longer than standard U-2RfTR-1 nose.

Some TR-IAs, such as 80-1080, shown at Beale AFB, California, appear to have a faired data·link antenna mounted just ahead of the main gear well, rather than under the empennage (as is the case with many U-2Rs).

At least four TR·IAs, including 80-1080 seen at Beale AFB, California during August 1986, have been configured with the PLSS system. This aircraft differs from others in having standard L-51 data·link antenna fairing under empennage.

the aircraft empennage. Design is generally conven· tional with a vertical stabilizer and rudder attached to a horizontal stabilizer and eievator. All surfaces are of conventional aluminum spar and rib construc· tion. An update to the horizontal stabilizer has become prominent throughout the U-2RITR-1/ER-2 fleet and is readily visible in the form of externally· mounted ribs. These are the result of structural strengthening measures taken to compensate for adverse buffeting resulting from the addition of the "super pods". A servo-operated tab is provided on each elevator on its inboard end. A bend·type trim tab is mounted on the lower end of the rudder trailing edge to provide pre·set directional trim. The entire horizontal stabilizer assembly can be positioned in a vertical trim range of 5° to compensate for various equipment loadings. Positioning is accomplished by a hydro· mechanical actuator and is controlled by a switch on the right grip of the cockpit and control yoke. The ver· tical stabilizer is bolted to the horizontal stabilizer and therefore is moved physically whenever the horizon· tal stabilizer is moved for trim. Landing Gear: The landing gear consists of an unusual bicycle·type system made up of two fully retractable, hydraulically operated units. Two (one for each wing) free·fall, droppable auxiliary wing gear (pogos), with 360° of freedom, are installed for takeoff, taxiing, and towing (they can, however, be locked in position for flight training purposes). Each gear unit is equipped with two wheels. The main and tail gear doors are compietely flush with the fuselage when the gear are fully retracted. The

doors are actuated by a connecting linkage between the door and shock strut of each gear. The main and tail landing gear can be mechanically released by a cable system, should the normal hydraulic power system pressure fail. The main and tail landing gear each consist of a single oleo-pneumatic shock strut (mainly of titanium construction for the main gear and aluminum alloy and steel for the tail gear) which retracts forward into its own gear well. Each main gear wheel is equipped with one self·adjusting hydraulic disc brake assembly (there is no parking brake). The main gear tires are of the tubeless, pneumatic type and are pressurized to 300 psi. The tail gear wheels are 8 in. in diameter and are of solid rubber construction. The tail gear is steerable (6° to either side) through a cable connection to the rudder con· trol cables and is operated by the rudder pedals. A landing gear position and indicator system is pro· vided in the cockpit for the main and tail gear. A landing skid is fixed to the wing tip, and extends downward approximately ten inches. Abradable brads in a strip are mounted to the bottom of each wing tip skid. Provisions for an arresting hook are made in the aircraft's structure to permit operation from aircraft carriers. Necessary hydraulic and electrical com· ponents are provided for operation of this field modification. These provisions consist primarily of a bridle cable that is connected permanently to the emergency gear release cable, and a mechanically actuated sector, to which a kit stored emergency ar· resting gear uplock release cable is attached. Also

TR-IA, 80-1083, is one of the most recent ASARS-2 equipped aircraft to have been flown to RAF Alconbury and placed in service. The ASARS-2 nose, like that for PLSS-equipped aircraft, is quite distinctive. "Super pods" do not appear to be modified.

28

included are support fittings and provisions for installation of a kit installed uplock hook actuator, arresting gear hook and liquid spring, tail gear cable deflectors, arresting gear fairings, a cockpit control switch, a hook down enunciator panel light, and associated electrical circuitry. Modified flap limit switch cams, that permit an increase in maximum flap travel from 35° to 50° also are contained in the kit. A high-pressure liquid spring acts as a snubbing device to control the rate of drop and to overcome hook rebound. The spring contains special liquid under very high pressure. The liquid is compressed by pulling on a rod which develops a restraining force of 1,400 Ibs. at an initial precharge of 20,000 psi. An orifice in the piston head meters the contained liquid to snub the rate of liquid movement or the rate of hook movement. Geometry of the arresting gear mechanism is such that the force to move the hook from down to up is 85 to 115 Ibs. Hydraulic System: A 3,000 psi hydraulic power system supplies hydraulic fluid pressure for actuating the main and tail landing gear, the main landing gear uplock, the main gear wheel brakes, the speed brakes, the wing flaps, the wing lift spoilers, the roll assist spoilers, the horizontal stabilizer trim unit, and a 10 KVA standby AC generator. The system incorporates an accumulator, a reservoir, filters, a pressure transmitter, and an engine-driven hydraulic pump. Specification MIL-H-5606 hydraulic fluid is used. The hydraulic fluid is cooled with boundary layer air. The hydraulic reservoir is filled remotely by means of fill and full overflow lines located in the right aft side of the main landing gear wheel well. The hydraulic reservoir is pressurized with nitrogen. Maximum allowable hydraulic pressure is 3,250 psi. Electrical System: An AC and a DC electrical power system is incorporated for operation of electrical and electronic gear that is integrated with the various aircraft systems. Electrical power normally is supplied from an engine-driven 115/200 volt, 3-phase, 400 Hz, 30 KVA AC generator coupled to a constant speed drive, and an engine-driven, aircooled 400 ampere, 30 volt, DC generator, derated to 225 amperes. A standby AC generator, hydraulically driven by a constant speed motor, provides essential AC power should the main AC generator fail. The standby AC generator is rated at 10 KVA, derated to 8 KVA for this installation. A 200 ampere transformer-rectifier, energized from the AC system, is the standby source to energize the complete DC system in the event of a failure in the main DC generator. A 250 VA rotary type inverter is provided as a second standby source of power for the emergency AC bus in event that electrical power is lost from the main engine-driven AC generator and the hydraulically-driven standby generator. Emergen· cy DC power is supplied from two 50 ampere-hour, 16 cell silver zinc batteries in the event of failure of the DC generator and the main AC generator or T-R unit. Regulation, protection, and control equipment for the electrical system is installed in the E-bay. Monitors are not required since the system basically is automatic in operation. Operation lights are pro-

vided on the cockpit enunciator panel to indicate a malfunction in the electrical power equipment. Control switches are installed in the cockpit to monitor this equipment. Lighting: An anticollision light is installed on the fuselage upper and lower surfaces (approxim<\tely the wing 75% chord position). Landing and taxi lights are installed on the main landing gear shock strut assembly. Navigation lights also are installed on the wingtips and vertical stabilizer.

POWERPLANT: The standard engine utilized on the U-2RITR-1/ ER-2 family is the Pratt & Whitney J75-PW-13B rated at 17,000 Ibs. tho (both takeoff and mil. power). Normal cruise thrust is 15,100 Ibs., though this deteriorates down to extremely low nominal values at maximum cruising altitudes. Historically, the J75 (civil designation is JT4) was developed from the J57/JT3 engine with similar component arrangements but entirely new design features with emphasis placed on weight control. Production models in both non-afterburning and afterburning versions were manufactured and all had the same number of compressor and turbine sections. All nonafterburning models had fixed area exhaust nozzles. All "B" series engine compressors were redesigned for improved high altitude performance. What follows is a technical description of the basic J75 powerplant and a brief overview of the configuration used in the U-2RITR-1/ER-2: The dual axial flow compressor consists of an 8-stage low-pressure N1 section connected by a through shaft to the second and third stage turbine wheels, and a 7-stage high-pressure N2 section connected independently by a hollow concentric shaft to the first stage turbine wheel. A low-pressure overboard bleed valve is provided on each side of the high-pressure compressor case. The rpm of the high-pressure rotor is governed by the engine fuel control but the rpm of the low-pressure rotor is independent of any direct governing devices. The lowpressure rotor rpm is a function of the pressure drop across its turbines. The compressor delivers air to the combustion chambers at a pressure ratio of about

12 to 1 for sea level takeoff ratings. Both high- and low-pressure airbleed are available to the airframe manufacturer for various aircraft services. The combustion section has eight cylindrical combustion chambers with igniter plugs (connected to dual high-energy ignition units of the capacitordischarge 20-joule type) mounted in the forward ends of the no. 4 and no. 5 combustion chambers. The chambers are supplied with fuel through dual orifice nozzles mounted in clusters of six at the inlet of each combustion chamber (in dedicated J75s used in the U-2, the nozzles are modified to accommodate the use of JP-TS fuel). Cross-over tubes propagate combustion to the other combustion chambers in the burner section. The split, three-stage turbine section has a 1st stage that drives the high-pressure compressor and accessory gear box and 2nd and 3rd stages that drive the low-pressure compressor. The accessory gear box provides three 5 in. diameter bolt-circle accessory drive pads for starter (an air turbine starter is provided for ground starts using a GPU nicknamed a "huffer"), generator, and fluid pump. A 10 in. diameter power takeoff drive is provided at the front of the lowpressure compressor. The engine lubrication system provides lubricant under pressure to the main engine bearings and accessory drives. It is equipped with a scavenge system (consisting of five engine driven pumps) which returns the oil from the bearing compartments and accessory gearboxes to the oil tank. A breather system interconnects the various bearing compartments, the accessory gearbox, and the oil tank with a pressurizing valve to maintain above ambient pressure on the system at altitude. Oil cooling is furnished by an airframe-supplied 14 in. air/oil cooler, and a 9 in. air/oil cooler, connected in series with the engine fuel/oil cooler in the oil supply line from the oil tank to the engine. The engine fuel supply system consists of a twostage gear-type pump, a Hamilton Standard hydromechanical fuel control, a fuel manifold, pressurizing and dump valves to drain the fuel manifold on shutdown, and forty-eight dual orifice fuel nozzles (specially modified on U-2s to facilitate the use of JPITSfuel).

Major component specifications are: Rotor assembly: dual rotors, each composed of a multistage axial flow compressor driven by split turbine stages. Direction of rotation: clockwise, viewed from the aft end. Compressor type: axial flow, two spool. Compressor stages (total): 15 (8 low-pressure and 7 high-pressure). Turbine type: 3 stage, split. Turbine stages (total): 3 (low-pressure compressor drive in the second and third stages and highpressure compressor drive in the first). Combustion chamber type: can-annular with eight burner cans. Standard equipment: fuel pump; fuel control, engine ignition system without power service exhaust thermocouples and pressure probes. Suspension: two plane (in front at the intermediate compressor case and in the rear at the flange of the turbine rear bearing support case).

The J75-PW-13B differs from conventional J75 configurations in being lightened through closer machining of major and minor subassemblies, and in being built to significantly closer physical tolerances. The latter is particularly significant in terms of the compressor section where leaks in the turbine casing causing pressure losses and turbine inefficiency simply can not be tolerated. Dry weight of the J75-PW-13B is approximately 4,900 Ibs. It has a diameter of 43 in. and a length of 240 in. It has a fixed jet nozzle, an HSD JFC25-15 fuel control system, and a spool-up time from idle to Mil. power of approximately 8 seconds. The exhaust section consists of a two-section tailpipe with a forward section bolted to the engine that is approximately 4 ft. long. The aft section slips over the forward section and is held in place with a notched band clamp. An engine exhaust augmentor is installed at the aft end of the tailpipe area. This device is constructed of sheet alloy formed into the shape of a venturi. It acts as a pump to create a greater airflow through the fuselage, thus providing more cooling air for fuselage components. The cooling air then is mixed with engine exhaust gases and is ejected out the aft end of the fuselage. The engine accessory section is located under, and is driven by, the high-pressure compressor. System

--~--:s

~

~

TR-1A, 80-1086, during display at Edwards AFB. Aircraft appears to be quite stock. Following completion of flight test work at Palmdale, California, it was delivered to Beale AFB, and from there, to RAF Alconbury where it joined the 17th RW.

TR-1A, 80-1087, during final approach to March AFB, California on November 6, 1987. It is equipped with a Q-bay lower hatch multiple-piece transparency optimized for high-resolution LOROP cameras such as the "Type H". 't

-

I

TR-1A, 80-1087, on final to March AFB, California. Split flap configuration is readily discerned. Also visible· is condensation under port wing resulting from low fuel temperature after low-temperature soak at high altitude.

--....,_r-'1

.....

_

An unidentified U-2R, equipped with a "Senior Open" nose. Red cap covers infrared sensor on starboard wing trailing edge. Antenna farm is quite dense and includes a L-51 data"link antenna fairing under the empennage section.

29

The cockpit of the ER-2 differs only in minor details from that of the TR-IA. Basically, the ER-2 is not equipped with radar or infrared warning systems, and accordingly, panels associated with these have been eliminated. Additionally, select communications radios and the IFF systems have been removed.

30

Cockpit 01 the prototype TR-IA upon rolf-out at Lockheed's Palmdale, Calilornia lacility on July 15, 1981. Visible in the upper right-hand corner 01 the main panel is the radar warning scope-which is one 01 the main differences between this panel and thaI 01 the ER-2. Control column lock and ejection seat "O-ring" guard are noteworthy.

~ ~

~

j J

Lelt console 01 prototype TR-1A, 80-1066, during rolf-out. This serves as the mounting point lor the throttle quadrant, miscellaneous communications radios, the KY-28 secure voice communications system, and a circuit breaker panel. Panel to the right 01 the latter has switches lor the spoilers, the food warmer, and the navigation lights.

31

components consist of the starter, the fuel pump, the oil pump, the constant speed drive, the AC generator, the DC generator, the tachometer generator, and the fuel control system. Engine idle rpm (which varies with ambient temperature) is 46% (+ 1/- 0%). Maximum thrust rpm is 103%. Exhaust gas temperature limits are 400 0 C. upon starting; 340 0 C. during idle; and a maximum of 665 0 C. no matter what the throttle setting. Fuel pressure during idle is 12 to 18 psi; at maximum thrust it is 5 to 12 psi. Oil pressure is 40 to 55 psi at normal power land 55 psi maximum. Maximum allowable oil temperature is 121 0 C. Starting is accomplished with air supplied to the engine starter from a ground air unit. A variabledisplacement hydraulic pump is installed on the engine center air inlet face and is driven by the lowpressure compressor. The engine is fed by a bifurcated intake system with fixed-ramp intakes mounted on each side of the fuselage, just aft of the cockpit. Ducting routes air from these intakes to the face of the engine's compressor section. Smaller air inlet boundary layer control ducts are mounted between each engine air inlet duct and the fuselage. The right duct supplies air to cool the hydraulic power system fluid, air to power the constant speed drive for the AC generator, and ram air for the air-conditioning system. The left duct supplies air to cool the engine oil. Air is dumped into a plenum and then routed with ducting to affected systems requiring air cooling capability. This air then is routed overboard through a louvered area immediately aft of each engine air inlet. To expedite warm-up, the airflow is reversed when the engine is in operation on the ground. In addition, an air scoop is installed inside each intake and immediately aft of the intake lip. These supplement the airflow that is being supplied to the air coolers from the plenum. Access to the engine accessories is through removable doors in the fuselage lower skin. Removal of the engine is accomplished by disconnecting the fuselage aft section and installing an engine track assembly above the engine. The engine then can be moved aft along this track until it is clear of the fuselage. The fuel system consists of an arrangement of five tanks. These include a fuselage sump tank (four tanks plumbed together), left and right inboard wing tanks, and left and right outboard wing tanks. Total usable fuel capacity is approximately 2,915 gals. (including approximately 100 gals. in the sump tank). The fuel used is a special low-volatility, low vaporpressure kerosene designated Mll-F-25524A or MllF-25524B and often is referred to as JP-TS (Thermally Stable), JP-7, or IF-1A. Though the J75-PW-13B can function using standard JP-4 or JP-5, this is not recommended because of high-altitude performance restrictions and an adverse short-term affect on the powerplant fuel nozzles. Mll-F-25524A1B provides optimal performance for the U-2 and permits safe operation at extremely high altitudes. It has a very high flash-point of 110 0 F., a smoke point of 25mm, a viscosity of 10 centistokes at - 40 0 F., and a specific gravity of .850. Standard fuel weight is 6.58 Ibs. per gal. at a temperature of 15 0 C. Because there is a fuel-oil heat exchanger in the U-2RITR-1/ER-2, an increase in internal volume of about 3% is realized. When delivered to Ols, the special fuel for the U-2RITR-lIER-2 is delivered in 42 gal. barrels. The fuel system is pressurized to 1.5 psi with engine bleed air; this provides a more positive fuel pressure to the engine under various flight conditions. The wing tanks for each wing feed into the fuselage sump tank and from there to the engine. A back-up feed system is provided through a fuel cross-transfer system with one pump in each wing tank to provide pressure. These pumps are controlled from the cockpit and permit fuel to be moved from wing to wing or directly into the sump tank in case of a failure in the standard feed system. The cross-transfer system may be manually selected to compensate for any differential fuel feed from wing tanks to sump tank. The fuel feed from wing tanks to sump tank is sequenced to ensure that fuel from the inboard tanks is used last.

32

The fuel feed system from the sump tank to the engine consists of a primary boost pump and a backup secondary boost pump. A fuel dump system is provided for the four wing tanks to reduce the landing gross weight to a minimum, consistent with safety. This system has four electrically actuated shutoff valves, and control is from the cockpit. A shutoff valve is installed at each wing tank dump inlet. The fuel dump outlet is fixed in position, and located between the inboard end of the aileron and the outboard end of the wing flap assembly. The system is designed to dump most of the fuel from each inboard wing fuel tank. Four individual advisory lights on the center instrument panel come on when fuel dumping with the inboard tanks is completed and the outboard tank levels decrease to 150 gals. A fuel boost pump is installed in each fuselage forward fuel sump tank, and a cross-transfer pump is provided in each wing fuel tank. The six pumps are of the submerged centrifugal type and are driven by 3-phase, 200 volt, 400 Hz, AC motors. All wing tanks are vented to the fuselage sump tank through sniffle valves set to crack at 1.5 psi. The sump tank is vented to the atmosphere at the aft upper end of the vertical stabilizer. The vent system is designed to prevent tank pressure from exceeding safe limits during any flight maneuver. An electrically-operated emergency fuel shutoff valve is installed on the engine fuel feed line. Three manually operated fuel shutoff valves are installed, one in each wing tank feed line and one in the pressure feed line prior to the fuel strainer. A fuel quantity transmitter is installed in the fuselage right forward sump tank, and is electrically connected to a sump tank quantity indicator in the cockpit. A fuel remaining counter indicator in the cockpit indicates total gallons of fuel remaining. Defuel valves ar.e installed at the low point (outboard end) of each wing fuel tank to permit drainage of water and sediment. Drain valves are installed in the gravity feed lines, fuel strainer, and both forward sump tanks. Access panels are provided on the wing surfaces to provide maintenance access to the vent float valves, cross-transfer pumps, fuel dump valves, and fuel dump complete switches. Advisory (green), caution (amber), and warning (red) lights for the fuel system are mounted on the enunciator panel (cockpit center instrument panel). An engine oil tank is located on top and around the upper left half of the engine compressor section. It has a capacity of 5.5 (4.5 usable) gallons. The oil tank is filled remotely by means of filler and overflow lines located on the underside of the engine. Access to the lines is through the forward engine access panels, on the fuselage lower side. An auxiliary oil tank filler well and cap assembly are provided near the top of the tank. Access to the filler assembly is on the left side of the fuselage (FS 443) through a removable access plate. The engine oil system incorporates a pressure system, a scavenge oil system, a breatherpressurizing system, and an oil cooling system. The systems are automatic and require no controls. The air-oil cooler is mounted within the engine left air inlet duct (outboard, forward side of duct). The fuel-oil cooler is mounted on the engine aft of the engine oil tank.

SENSORS: Since the birth of the U-2 as a viable sensor system platform during 1956, a tremendous number and variety of sensors have been carried by the aircraft over much of the earth's surface. It virtually is impossible to list all of these systems and give their capabilities, but the following is a summary based on the best information available at the time of this writing: Type H Camera: This unit was manufactured by Actron (now the imaging systems group of McDonnell Douglas Corp.) and is a folded-optics system of 66 in. equivalent focal length. It is considered to be a LOROP (Long Range Oblique Photography) design optimized for use at extremely high altitudes and slant ranges approaching 100 miles. It was devel-

oped specifically to meet the Central Intelligence Agency and AF requirements and was optimized for transport by both the U-2 and the Lockheed A-12. The first of three operational units was delivered during April 1965. The camera uses a 4.5 x 4.5 film format, and with Ektachrome 3414 film provides an image resolution of 65 lines per mm. Control of the Type H camera is maintained from the cockpit and the pilot can aim it using the U-2's driftsight meter to determine target angle. This data then is transferred manually to the camera by a control unit mounted in the cockpit. The lens indexes through 7 positions (nadir, 3 left oblique and 3 right oblique). KA-l02A Camera: This camera, manufactured by Itek under contract to the Atomic Energy Commission (now Nuclear Regulatory Commission) and the AF is similar in most respects to the Type H camera and has 66 in. focal length folded optics. It is considered a LOROP system and is designed for use at extremely high altitudes and slant ranges approaching 100 miles. It is thought still to be operational. It uses a 4.5 x 4.5 film format, and with Ektachrome 3414 film, provides an image resoiution of 65 lines per mm. The film magazine contains 700 ft. of 5 in. wide film with a capacity of 1,675 frames per roll. Angular coverage is 3° 54 min. The lens indexes through 7 positions (nadir, 3 left oblique and 3 right oblique). Type B Camera: This camera, also referred to more specifically as the Model 73B, developed primarily for the CIA, was the first super-highresolution camera to be carried by the U-2 over the Soviet Union. The lens is identified as an HR73Bl of 36 in. focal length. The angular field of view is 26°. The camera images on to two 9-112 in. wide film frames through a single lens, producing an 18 in. x 18 in. exposure. The lens indexes through 7 positions (nadir, 3 left oblique and 3 right oblique). Camera operation is mechanically programmed to provide a 50% to 70% overlap. Vinten Multi-Spectral Camera System: This consists of four 1-3/4 in. focal length, 70mm Vinten framing cameras which can spectrally simulate the Return Beam Vidicon (RBV) aboard LANDSAT. Film/filter combinations may be installed as required for specific mission requirements. Each camera magazine is capable of accommodating a 100 ft. film load or approximately 450 exposures. Overlap is controlled by an intervalometer which is variable from 2to 120 seconds in 1 second intervals. Format size is 2-1/4 in. x 2-3/16 in.; the lens is a Leitz 1-3/4 in. f2.8 with an angular field of view of 64° 30 min.; ground coverage-from 65,000 ft. is 14 x 14 n. miles; ground resolution from 65,000 ft. is 30 ft. to 50 ft. RC-l0 Metric Camera: The Wild-Heerbrug RC-l0 is a standard 9 in. by 9 in. format aerial camera with interchangeable 6 in. or 12 in. focal length lens cones. The unit is certified for aerial mapping purposes by the U.S. Geological Survey. The film magazine is capable of holding a 400 ft. roll of film providing approximately 450 exposures. The image overlap is controlled by an intervalometer adjustable from 2 to 120 seconds in 1 second intervals. The nominal 60% overlap is 58 seconds for the 6 in. lens and 29 seconds for the 12 in. The lens is a WildHeerbrug Universal Aviogon II and the angular field of view is 73° 45 min. for the 6 in. lens and 41 ° for the 12 in.; ground coverage from 65,000 ft. is 16 x 16 n. miles for the 6 in. lens and 8 x 8 n. miles for the 12 in.; ground resolution from 65,000 ft. is 15 ft. to 25 ft. for the 6 in. lens and 4 ft. to 15 ft. for the 12 in. A-3 Camera System: The A-3 consists of three vertically mounted HR-732 cameras with 24 in. focal length lenses. The configuration allows for the cameras to be operated simultaneously, singly, or in combination. This permits either extended data acquisition or multi~emulsion coverage. Image motion compensation (IMC) is provided for by an assembly which rocks all three cameras simultaneously. Camera operation is controlled by an intervalometer which is adjustable in 1 second intervals from 2 to 120 seconds. A nominal 60% overlap is provided by a 15 second intervalometer setting. Each camera magazine is capable of holding up to 1,600 ft. of film or approximately 1,200 exposures. Format size is 9 in. by 18 in.; the lens is an HR-732 of 24 in. focal length with an angular field of view of 41 ° x 21 0; ground coverage from an altitude of 65,000 ft. is 4 x 8 n. miles; and ground resolution from 65,000 ft. is 2 ft. to 8 ft. A·4 Camera System: The A-4 camera configuration consists of two cameras: one RC-l0 and one HR-732. This system is used to provide large area coverage and small area, large scale coverage along the same flight path. The RC-l0 camera is mounted

Only two TR-IB trainers have been delivered to date. The first of these was 80-1064, seen during a test flight from Palmdale, California, shortly before delivery to the AF. Distinctive, elevated rear cockpit occupies space normally reserved for Q-bay. vertically and is identical to those previously described. The HR-732 camera can be operated in vertical or "rocking" modes. The rocking mode provides sequential vertical, left oblique, and right oblique coverage. Image motion compensation is provided for the HR-732. Camera operation is controlled by an intervalometer and is adjusted in 1 second intervals from 2 to 120 seconds. All other specifications are the same as those listed for the cameras in preceding configurations. Dual RC-10 Camera System: The dual RC-10 configuration consists of two vertically mounted RC-10 cameras. The system normally is flown to provide multi-emulsion or multi-scale coverage. Camera operation is controlled by an intervalometer which is variable from 2 to 120 seconds in 1 second intervals. All other specifications are the same as those listed for this camera in preceding configurations. liS Multi-Spectral Camera: The liS (International Imaging Systems) camera consists of a single camera body and four separate lenses to provide for multi-spectral coverage. All lenses image on the same film emulsion, eliminating the chance of rollto-roll processing variation. Camera operation is controlled by an intervalometer which is variable from 2 to 120 seconds in 1 second intervals. Format size is four 3-1/2 in. x 3-1/2 in. images on a 9 in. x 9 in. format; the lens actually is four 3.95 in. lenses with angular fields of view of 47°; ground coverage from an altitude of 65,000 ft. is 9.5 x 9.5 miles; and ground resolution from 65,000 ft. is 20 ft. to 30 ft. Optical Bar Camera: The Itek optical bar camera is a high resolution panoramic camera with a 24 in. focal length Itek KA-BOA lens with an angular field of view of 120°. The format size is 4-112 in. x 50 in. The magazine is capable of holding up to 6,500 ft. of film. Ground coverage from an altitude of 65,000 ft. is B5 square miles; ground resolution from 65,000 ft. is 2 ft. Vinten Camera (tracker installation): This is an experimental configuration used in conjunction with the Ocean Color Scanner. It consists of the Vinten Multi-Spectral Camera System as described previously. HP37 Panoramic Camera (tracker modification): This is an experimental configuration using a Hycon HP-307 panoramic camera fitted with a remote intervalometer mounted adjacent to the camera, which can be adjusted to provide various percentages of photo overlap. T-35 Tracker Camera: A relatively small camera used in conjunction with client developed experimental sensor payloads. Almost all of the above optical sensor systems were originally developed for use by the Central Intelligence Agency andlor the AF. With few exceptions, they remain in service in one form or another, many being utilized on a regular basis by the NASA. Known U-2 optical sensor systems the authors were unable to obtain descriptive information about include the Delta III camera, the A-1 camera, the A-2 camera, and the Perkin-Elmer Model 501 camera. Joint Surveillance Target Attack Radar System (J-Stars): An AFIArmy program under contract to Hughes Aircraft Co., Grumman Aerospace, UTC, and Norden Systems, to develop a common radar that will satisfy the services' needs for a Fixed Target Indicator, Moving Target Indicator, and Synthetic Aperture Radar to detect, track, and direct weapons against stationary and Slow-moving ground targets. The system will consist of this radar integrated aboard the TR-1, the Army OV-1, and the C-1B,

Latest color scheme for TR-1B, 80-1064, is all-black, like its TR-IA stablemates. Markings apparently have only recently been applied, as aircraft first was seen in black during summer 1988 visit to RAF Alconbury. Vertical fin serial number is in red.

ground stations, weapon guidance units, and suffieient aircraft to support the RDJTF mission all tied together by a common data link with interfaces into the existing C' (Command, Communications, and Control) network. Joint Tactical Information Distribution System (JTIDS): An Air Force program under contract to Hughes Aircraft Co., SingerlKearfot, IBM, and Federal Systems Division to develop a high-capacity, reliable, jam-protected, secure, digital information distribution system that will provide a high degree of interoperability among data collection elements and command and control centers within a military theatre of operations. The TR-1 is expected to be made integral with this system.

Most of the U-2's sensor systems require specialized equipment bay (Q-bay) lower hatches. Accordingly, there are a large number of lower hatch configurations available with appropriate accommodations for the respective sensor (including the EAQ-1 and EAQ-1-500 Universal Racks). NASA has utilized the U-2 in a wide-ranging set of experiments with heavy emphasis on earth resources. Details of all the many sensors developed for this program are too extensive to list here, but some of the more important systems include the Aether Drift experiment; the Solar Energy Monitor in Space (SEMIS); the CO 2 Collector; the Water Vapor Radiometer (WVR); the Infrared Spectrometer (FLO); the Resonance Fluorescence Experiment (REFLEX); the Stratospheric Cryogenic Sampler (SCS); The Stratospheric Air Sampler II (SAS II); the High Speed Interferometer (HSI); the Filter Wheel Infrared Radiometer (IRR); the Aerosol Particulate Sampler (APS); the F-2 Air Particulate Sampler; the Ocean Color Scanner (OCS); the Heat Capacity Mapper Radiometer System (HCMR); and the Thermal Infrared Scanner (TIRS). Conventional optical sensors for special intelligence agency and military requirements now are rapidly being phased out of the inventory. In their place are state-of-the-art digitized systems which use chargecoupled devices as the image detectors. These are mounted in a focal plane array and thus provide imagery generated electronically. The distinct advantage to such capability lies in the ease of transmission over extraordinary distances. Information obtained using such systems can be data-linked from the aircraft to satellites to the user agency in a matter of seconds anywhere in the world-thus providing nearreal-time intelligence in times of peace or war. The disadvantage to the digitized systems is their relatively poor resolution. Conventional optical systems are good for approximately 12 in. at ranges approaching 100 miles (according to Kodak, film still offers the best resolution in good weather; film has its best response to light in the visible spectrum [0.4-0.7 microns); electro-optical detectors, on the other hand, extend sensitivity to .85 microns and thus penetrate haze better), whereas the digitized systems are probably good for 20 in. at the same range. This is sufficient, however, for all but the most critical assessments of equipment, personnel emplacements, structures, missile silos and equipment, aircraft, boats, submarines, and similar items.

Some of the most advanced systems, interestingly, are capable of gathering both film and digitized imagery. These units thus can gather information at two levels of resolution and acuity and real-time transmit preliminary imagery in digitized format, and then later return to an OL with hard film images offering finer detail. , Unquestionably the most sensitive aspect of the U-2RITR-1 intelligence gathering mission is its COMINTfSIGINT capability. Very little has surfaced pertaining to the systems and equipment involved, but the basic objective is to gather electromagnetic spectrum communications and signal intelligence data and record it for later interpretation and analysis. A variety of antennas are required to accommodate this objective as COMINT and SIGINT activity occurs in the electromagnetic spectrum anywhere from the microwave (radar) to the VLF wavelengths. In between are UHF, VHF, HF, MF, and LF wavelengths and the infinite variables available within each. As with the optical side of the sensor spectrum, the COMINT and SIGINT mission also has become significantly more sophisticated with the introduction of highly advanced recorders and filters and systems that now can data-link intelligence on a near-real-time basis. COMINT and SIGINT intelligence now can be gathered by the U-2RITR-1 and data-linked to virtually any spot on the globe via satellite for virtually instantaneous interpretation and analysis. As a final note it should be mentioned that Lockheed, on occasion has proposed arming the U-2RITR-1 series aircraft. Perhaps the most serious of these was a study during the late 1970s calling for the transport of at least two Condor anti-ship missiles for maritime patrol missions.

Beauty of high-aspect ratio wing and highly tapered fuselage is well accentuated in this pre-delivery view of TR-1B, 80-1064.

33

I.... ~

..

~,

"lM~''~

~.

Second TR-1B, 80-1065, taxies in following a training mission at Beale AFB. Instructor pilot's view is obstructed only when looking directly forward. TR-l Bs are not sensor system equipped and are used only for actual flight training.

A Lockheed team completes the move of NASA's ER-2 fuselage into the final assembly building at Lockheed's Palmdale, California facility during March 1981. The ER-2 was the first aircraft completed on the newly revamped U-2RfTR-l production line.

Prior to first flight, ER-2 sits on ramp at Lockheed's Palmdale, California facilily. "Howdah" over cockpit area protected it from heat of sun. Only markings were red "NASA" and black "706" on vertical fin.

~~~~~

~

The TR-t B (80-1065, shown) has basically the same control and performance characteristics as the TR-IA. Weight of TR-1B's second cockpit is offset by weight of sensors in TR-IA. TR-1Bs also do not carry the "super pods".

..

.,

The ER-2 during the course of its first flight from Lockheed's Palmdale, California facility. Aircraft was unpainted until shortly before delivery to the NASA. Pilot during first flight was Lockheed company test pilot Art Peterson.

A main gear check takes place prior to the ER-2's first flight on May 11, 1981. Extended lift dumping spoiler on top of wing is noteworthy. With paint removed, highfrequency slot antenna next to verticaf fin leading edge is readily discernible.

....--------------------------------., ....

i

I\lASi\ '0'

Landing gear were not retracted during the course of the ER-2's first flight. Within two days of its arrival at NASA Ames, the ER-2 had flown its first NASA mission. Port in nose is presumably an optional optical transparency cut-out for cameras.

Like TR-IA and most U-2Rs, the ER-2 is optimized to carry the large "super pods" peculiar to this family of aircraft. NASA utilizes the additional volume in the "super pods" for miscellaneous experiments and sensor systems.

ER-2 arriving at the NASA Ames (Moffett Field) facility following a research mission. NASA scheme was added shortly before delivery which took place on June 10, 1981. ER-2 initially was used as a complement to NASA's two U-2Cs.

Ground handling of the ER-2 is facilitated by the aircraft's folding wingtips. Only the outer 70 inches fold. The actual folding operation is strictly manual as there is no mechanical system involved. Hinges and pins attach the outer panel to the wing.

34

IN DETAIL: U-2R INSTRUMENT PANEL (NOT MODIFIED BY SIB 351-1098)

6' 65 I~\

63~

16

62~ 61_.

28

29

.40

•

1. STANDBY AlTIMETER 2. TR1PLf DISP\.AY INDICATOR 3. STANDBY AIRSPEED ......TTTTUDEINDICATOR 5. V1EWSIGHT S. STANoey COMPASS 7. TACHOl.'.ETER 8. ENGINE PAESSURE RATIO 9. MASTER CAUTION LIGHT 10. EXHAUST GAS TEMPERATURE 11. FREE ....tR TEMPERATURE 12. NACELlE FIRE WARNING 13. NACEllE OVERHE....T WARNlt-IG I •. HORIZONTAl. SITUATION INDIC....TOR 15. INTEGRATED SYSTEM INDICATOR LIGHTS 16. SYSTEMS PANEL 17. SUMP TANK FUEL QUANTITY lB. HyDRAULIC PRESSURE 19. FUEL PRESSURE 20. ENGINE OIL TEMPERATURE 21. ENGINE OIL PRESSURE 22.ST....LLSTRIPHANDLE

t·

J~

39

2:3. SAnERY SWITCH 2•• MAIN DC GENERATCfl SWITCH 25. TRANSFORMER RECTIAEA SWITCH 26. EMERGENCY INVERTER SWTlCH 27. EXTERNAL AC POWER SWITCH 28. DEFOG CONTROL 29. STANDBY AC GENERATOR SWITCH (~18) 30. MAIN AC GENERATOR SWITCH 31. FERRY BEACON SWITCH 32. FUE\. SYSTEM SELECTOR SWITCH 33. TRANSFER PUMP SElECTOR SWITCHES ~. FUEL BOOST PUMP SWITCHES 35. FUEL DUMP SWITCHES 3e. FUEL REMAINlt-IG COUNTER 37. ANNUNCIATOR PANel 38. lANONG GEAR EMERGENCY RELEASE 39. CARD HOlDERS .I;l. INTERPHONE VOLUME CONTROL .1.'NTERPHONE AUX LISTEN SWITCH .2. NOSE PRESSURE CONTROL HANDLE .3. INSTRUMENT LIGHT CONTROL ••. PANEL LIGHT CONTROL

.5. CIRCUIT BREAKERS (INSTRUMENTS. FACE HEAT. L. G. CONT. AND FUEL cm.) .(6. VARIATION SET CONTROl .7. SYSTEMS PANEL KACK WATCH .9. LANCING GEAR POSITION INDICATORS SO. REFRIGERATOR BYPASS SWITCH 51. TURBINE BYPASS SWITCH 52. CABIN TEMPERATURE CONTROl. 53. lANDING GEAR SELECTOR HANDlE 5'1_ OXYGEN OUANTITY INDICATOR 55. RAM AIR SELECTOR 56. DISPlAY MODE SELECTOR 57. BEARING SELECTOR SB. CLOCK 59. STAN06Y ATTITUDE INDIC....TOR 60. ROlL SYNC INDICATOR 61. PITCH TRIM INDICATOR 62, PITCH SYNC INDICATOR 63. FLAP POSITION INDICATOR 64. VERTICAL VELOCITY INDICATOR 65, FOOD READY LIGHT

.e.

Cockpit of NASA's ER-2 (80-1063) is similar in almost all respects to that of AF U-2R and TR-IA. Differences lie primarily in right console systems controls and radar warning panel (usually mounted in the upper right-hand quadrant of instrument panel).

U-2R INSTRUMENT PANEL

TR-1B FORWARD COCKPIT INSTRUMENT PANEL

(MODIFIED BY SIB 351-1098)

10

,11 12

6'

/

I" 1/'3/

J9 BATTERY SWfTCH MAIN DC GENERATOA SWITCH TRANSFORMER RECTIFIER SWITCH

.... .5.

26.

EMERGENCY INVERTER SWITCH

~.

VlEWSIGHT STMmSY COMPASS TACHOMETER ENGINE PRESSlIRE RATIO

27.

EXTERNAL AI; POWEJ'I SWITCH

10. 11.

MASTER CAUTION LIGHT EXHAUST GAS TEMPERATURE FREE AlA TEMPERATURE

30. 31. 3Z.

12.

NACELLE FIRE WARNING

13. I., 15

NACEllE OVERHEAT WARNINQ HORIZONTAL SITUATION INDICATOR INTEGRATED SYSTEM INDIC....TOR lIGHTS

33. 34. 35. 36.

1. 2.

STAN06Y ALTIMETER TRiPlE DISPLAY INOICATQA

~: r=~ ~~~~~igR

5. e. 7. S.

t.

:~: ~~~~~~~~lQUANTITY

23. 24. 25. 28

29.

FUEL SYSTEM SELECTOO SWITCH TRANSFER PUMP SELECTOR SWITCHES

.'i. SO. 51. S2.

53. $I. 55.

38

FUEL BOOST PUhAP SWITCHES FUEL DUMP SWITCHES FUEL REMAINING COUNTER ANNUNCI....TOR P....NE\. lANDING GEAR EMERGENCY RELEASE

:.

~~~5~RV~LUME

59. 60 81. 62 63. 64

37.

18 19,

HYORAULIC PRESSURE FUEL PRESSURE

20. 2.l.

ENGINE OIL TEMPfRATURE

.1.

ENGIHEOILPRESSURE STALL STRIP HANOtE

.2. .3.

22.

OEFOO CON"mOl.

STANDBY AC OENEFlATOR SWITCH (SIB-418) MAIN At; GENERATOR SWITCH FERRY BEACON SWITCH

CONTROl INTERPHONE ....UX LISTEN SWITCH NOSE PRESSURE CONTROLH....NDLE INSTRUMENT LIGHT CONTROL

PANEL LIGHT CONTROL CIRCUIT BREAKERS (INSTRUMENTS.

FACE HEAT. LG. CONT. AND FUel COHT., VAAlAn::lN SET CONTROL O. SYSTEMS PANEL .1..... HACKW....TCH "8. lANDING GEAR POSrTK)N INDICATORS

~.

51. SB.

REFRIGERATOR BYPASS SWITCH TURBINE BYPASS SWITCH CABIN TEMPERATURE CONTROl. lANCING GEAR SELECTOR KANDlE OXYGEN OUAtffiTY INDICATOR RAM AIR SELECTOR OlSPl,AY MODE SELECTOR BEARING SELECTOR ELECTRONIC DIGITAl Cl<X:K STANDBY ....nlTUOE INOIC....TOR ROLl SYNC .NDIC TOR PITCH TRIM INDlC TQfI PITCHSYNCINDlCATOR FLAP POSITION INDIC....TOR VERTICAL VELOCITY INDICATOR FOOD READY LIGHT

1. STANOY ALTIMETER 2. TRIPlE OISP\.AY INDICATOR 3. STANDBY AlRSPEEO •. AnTTUDE INDICATOR 5. VlEWSIGHT 6. STANcey COMPASS 1. TACHOMETER 6. ENGINE PRESSURE RATIO 9. MASTER CAUTION UGHT 10. EXHAUST GAS TEMPERATURE 11. FREE AIR TEMPERATURE 12. NACELLE FIRE WAANlt-IG 13. NACELlE OVERHEAT WARNING 1•. HORIZONTAL SITUATION INDIC....TOR 15. EGRESSS'MTCH 16. EGRESS LIGHTS 17. COVERS 19. SUMP TANI( FUEL QUANTITY 19. HYDRAULIC PRESSURE 20. FUEL PRESSURE 21. ENGINE OIL TEMPERATURE

22. ENGINE On.. PRESSURE 23. STAll STRIP HANDLE

2.. SAnERY SWITCH 2$. MAIN DC GENERATOA SWITCH 26. TRAN5FOFUlER RECTlFlEfI SWITCH 21. EMERGENCY INVERTER SwnCH 28. EXTERNAl AC POWER SWITCH 29. DEFOG CONTROl. 30. MAIN AC GENERATOR SWITCH 31. STANDBy AC GENERATOR SWITCH (St&l18) 3a. FUEL SYSTEM SELECTOR SWITCH 33. TRANSFER PUMP SElECTOR SWITCHES 304. FUEL BOOST PUMP SWITCHES 35. FUEL DUMP SWITCHES 36. FUEL REMAINING COONTER 37. ANNUNCIATOR PANEL 38. LANDING GEAR EMERGENCy RE1.EASE 39. CARD HOLDERS (5l <1.0. NOSE PRESSURE CONTROL HANDlE .1. INSTRUMENT LIGHT CONTROL .2. PANEL LIGHT CONTROl

Q. CIRCUIT BREAKER (INST•• LG. WARN., FACE HEAT. LG. COHT. AND FUEL CTR.) .... COORSE DEVIATION DEMOQULATOR .5. SYSTEMS PANEL ~. HACK WATCH .7_ lANDING GEAR POSITION INDICATORS .e. REFRIGERATOR 8YPASS SWITCH .9. CABIN TEMPERATURE CONTROL SO. TURBINE BYPASS SWITCH 51. lANDING GEAR SELECTOR KANDlE 52. OXYGEN QUANTITY INDICATOR 53. RAM AIR SELECTOR $I. DISPLAY MODE SELECTOR 55. BEAAlNG SELECTOR 56. ELECTRONIC OIGITAL CLOCK 57. ClOCK 58. STANDBY ATTITUDE INDICATOR 59. ROll SYNC INDICATOI'I 60. PITCH TRIM INDICATOR 61. PITCH SYNC INDICATOR 62. FLAP POSITION INOICATOR 63. VERTICAL VELOCITY INOICATOR

35

ER-2 main instrument panel is dominated by large driftsight optics at top center. Driftsight protrudes underneath nose of aircraft and provides pilot with a view of terrain below. Flight instruments occupy the upper half of the panel, with powerplant and related systems instrumentation and control switches dominating lower half. All U-2 variants utilize a yoke-type control column in order to give the pilot more mechanical leverage (able to use both arms).

~

I

~

~

»

a""

iii· g

R

~.

'S

s:

"

~

'~"

The left console and related sub panels serve as mounting points for the throll/e quadrant, the landing gear retraction/extension handle, various communications radios, various circuit breakers, and miscellaneous environmental controls.

-

The right console and related sub panels serve as mounting points for various sensor system controls, the Mk./V hand control panel for the T-35 tracker camera and driftsight control, the autopilot, a map box, and miscellaneous circuit breakers.

36

The primary differences between the ER-2 and TR-1A (shown) main instrument panels lie in the right upper quadrant and are notable by the installation of a radar warning (System 20) sub-panel and indicator scope.

TR-1A/U-2R/ER-2 LEFT CONSOLE FORWARD COCKPIT

TR-1B LEFT CONSOLE FORWARD COCKPIT

~~.~~~ /

.'

',",1;::3

///;

\'\

..

I

1 UHFCONTflOLPANEL 2: CANOPY SEAL CONTROL 3. EMERGENCY FUEL SHUTOFF 4. FLAP CONTROL SWITCH

17

~: ~~~~~~~ SWITCH

18

7. AIRSPEED PLACARD

::' ;t~~~~·::~:C;~~~1E~WITCH ~~: g~~~I~~~~~~RATURE GAUGE

19

1~, ~~i ~~~~~~Lv~~ig1~~ROL ~4: COCKPrT AIR SLICE CONTROL

20

~~: g~~g~~ ~~~~~~~g~~h'SON 18. ~~~g~~ EMERGENCY JEniSON

22

15 IFFCONTAOL PANEL

23, SUIT COOLING LEVER 24, SUIT VENTILATIDN LEVER

~~: ~1~5~iREAKER PANEL

~~~g~~ EMERGENCY JEniSON ~~~~'
:::

~1~31~S~REAKER PANEL

~: ~~i~Eb~~o~OL7ci~~~~iITCH 23.

~: ~~I~~!~~O~OL~J~~~~ITCH

NAVLlGHT5-FLASH-QFF..sTEADY

30" NAV L1GHTS·FLASH·OFF·5TEADY

24 NAV LIGHTS DIM·BRIGHT

I

17

i

20

~: tc,~~I%~~~GSH~~;:;::b~HSWITCH

3'· NAV LIGHTS DIM·BAIGHl

~~~II~~~~G:~~~:6~HSWITCH

34: BLEEO VALVE CONTROL SWITCH (ENGINE BLEED SELECTORj

GAUGE GUST CONTROL SELECTOR

it gf~g~~T~~~£~~~g¢~~ISON

14. (IF INSTALLED) 15 HI' CONTROL PANEL 16' SUIT COOLING LEVER 17: SUIT VENT Boo,ST LEVER

22 HFCONTRQLFANEL

35. COCKPIT FAN SWITCH 36 SEAT ADJUST SWITCH 37: FOOD HEATER SWITCH

~: ~~L~~~L~RIM SWITCH

9:~. g~I~P~TL~~Me;~~ATURE

13.

HANDLE SAFETY PIN 19 HF VOLUME CONTROL 20" FOOD HEATER • 21: VHF CONTROL PANEL

::

1 UHF CONTROL PANEL 2' CANOPY SEAL CONTROL

3:4. FLAP EMERGENCY FUEL SHUTOFF CONTROL SWITCH

27: BLEED VALVE CONTROL SWITCH (ENGINE BLEED SELECTOR) 28, COCKPIT FAN SWITCH

25

29. SEAT AOJUST SWITCH 30. COCKPIT FAN

38 PLACARDSPEEDS 39, COCKPIT FAN

TR-1A/U-2R/ER-2 RIGHT CONSOLE FORWARD COCKPIT

TR-1B RIGHT CONSOLE FqRWARD COCKPIT 12

LN-33 INS Only Configuration

FRS Not Installed

\

COCKPIT AIR SLIDE CONTROL

2: FOOT WARMER VENT CONTROL 4: AUTOPiLOT CONTROL PANEL

3 TRANSMITTER SWITCH

~:~. ~T~~~~:;S~~~~~g~~~EL ~~GI~E

FIREIO'HEAT TEST SWITCH 9' AUTO TRIM FAIL TEST SWITCH

10: ARRESTING HOOK SWITCH

~~. ~~~6~~6~G~:N~~~I~I~I~~~TCH~S

13' PITCH TRIM SELECTOR SWITCHE 14: COMPASS POWER SWITCH 15, YAW BAlANCE 16, FACE HEAT

~~' i~~~K~~O~~ioT

HEAT SWITCH 19: WINDSHIELD OEFOGGER SWITCH 20, HOT MIC SWITCH

~~: ~~~~6:~~T:BSR~~;~R PANEL ~: ~2~~~6~TROLPANEL ~~: eg~~N6~~i:6'LN~~NEL

27. CAMERA CONTROL PANEL

37

TR-1B AFT COCKPIT INSTRUMENT PANEL

TR-1B LEFT CONSOLE AFT COCKPIT

1. UHF CONTROl.. PANEL 2. EMERGENCY FUEL SHUTOFF 3. Fl.'\P CONTROL SWITCH 4. THROTTLE MAP CASE 6, GUST CONTROl. SELECTOfI 7, OXYGEN CONTROL PANEL 8, CONTAINER 9, SUIT VENT BOOST LEVER 10, ~UIT COOLING HANDLE 11, CIRCUIT BREAKER PANEL 12. SPOTlIGHT 13. LIFT SPOILER CONTROLS 14. CONTINUOUS IGNITION SWITCH 15. BlEED VALVE CONTROl. SWITCH (ENGINE BLEED SELECTOR) 16. COCKPIT FAN swrTCH 17. SEAT ADJUST swrTCH 18. COCKPIT FAN 19. RECESSED SWICH PANEL

5.

1. CLOCK

28. FUEL DUIdP SWTTCH (4)

2. TAIPlE DISPLAY INDICATOR

29. FUEL REMAINING COUNTER 30. ANNUNCIATOR PANEL

3. STANOOV AlRSPEEO INOICATOR 4. ATTITUDE INDICATOR S. STANDBY AlTIMETER

31. lANDING GEAR EMERGENCY RElEASE

HANOLE

IS. NACEllE OVERHEAT WARNING LIGHT 7. NACEllE FIRE WARNING LIGHT

32. CARD HOlDER ($) 33. CABIN PRESSURE ALTIMETER

B. MASTER CAUTION LIGHT

3<1. INSTRUMENT LIGHT CONTROL 35. PANEL LIGHT CONTROL

9. ENGINE PRESSURE RATIO IND. 10. STANDBY COMPASS

11. TACHOMETER 12. EXHAUST GAS TeMPERATURE IND. 13. FREE AlA TEMPERATURE IND.

U. BAILOUT SWITCH

1S. BAILOUT lIGHT le. AlERT lIGHT 17. ClACUITBREAKERC4j

18. HORIZONTAl SITUATION INDICATOR 1t. HYDAAlJUC PRESSURE INDICATOR

42.

'3.

20. ENGINE Oil TEMPERATURE INDICATOR

44. 45.

21. SUMP TANK FUEL OUANTITY INDICATOR

MI.

22. FUEL PRESSURE INOICATOA

47.

23. ENGINE OIL PRESSURE INOICATOR 24. FUEL SVSTEM SELECTQR SWITCH 25. TRANSFER PUMP SELECTOR SWITCH ("'j

'8. 49.

21S. FUEL BOOST PUMP SWITCH (2)

IJ

36. BEARINGIDISPALY MODE SELECT CONTROL

37. 38. 351. 40. 41.

50. 51.

PANEL OXYGEN QUANTITY INDICATOR HACI( WATCH HOlDER CANOPY SEAl CONTROl HANDLE COCKPIT TEMPERATURE: INOICATOR AUXl.lARY HEATfR SWITCH LANDtNG GEAR WARNING LIGHT lANDING GEAR SWITCH RAM AIR SELECTOR swrTCH LANOING GEAR POSrTlON INDICATOR (2) AUTOPILOT PITCHIROLlINDlCATOR (2) PITCH TRIM INDICATOR STANDBY ATTITUDE INDICATOR FlAP POsmON INDICATOR VERTICAL VELOCITY INDICATOR DIGITAL ELECTRONIC CLOCK

I

12

11/

27. DEFOG CONTROL

TR-1B RIGHT CONSOLE AFT COCKPIT

TR·1A/B FORWARD AND AFT COCKPIT CONTROL COLUMNS 13

TYPICAL PUSH ROD

10

'~~i if 22

I. UHF. TCN ILS CONTAOl TRANSFER SWITCHES

I.

20

2. AUTO PILOT MODE INDICATORS J. NAV SYSTfM CONTAOl. PANEL 4. MASTER lIGHT TEST SWITCH

S. WINDSHIELD DEFOGGER SWITCH 8, ENGINE FIRE/O'HEATTEST SWITCH 7. FACE HEAT

8. BATTERY SWITCH 9. 10. 11. 12. 13.

I'"

TEMP PR08lPITOT HEAT SWITCH RIGHT CIRCUIT BREMER PANEL CONTAINER itS CONTROl. PANEL TACAN CONTROL PANEL INTEAPtiONE CONTROL

1. AILERON DRIVE SPROCl<ET 2. AOllER CHAIN 3. CHAIN DRlVE IDlEI'! SPRO()(ET (2) 4. CHAlN-TQ.CA.EIlE AOAl'TER

ASSEMBLY

15. MAP CASE

5. AILERON INPUT PULLEY (2) 8. Al.EAON INPUT CABLE 1. FORWARD COCKPIT ElEVATOfl

8. 9. 10. 11. 12. 13. 14.

15. 16. 17.

18. 19.

PUSHROQ PlVOTBEAfUNG ELECTRICAL HARNESS MANUAL TRIM POWEA SWITCH MICROPHONE SWITCH CENTERING INOICATOA PITCH TRiM SWITCH AUTOPILOT OISCONNECT CONTROL WHEEL CONTROl COlUMN ASSEMBLY BOOT ASSEMBlY NUT WASHER

2I3.6OlT 21. CONTAOl COLUMN BASE 22. AFT COCXPIT ELEVATOfl PUSHROD

38

TR-1 B AIRCRAFT INTERIOR ARRANGEMENT FS

325 CANTED

, i

VIEWSIGHT DETAILS

NOSE BREAK FS

169 DETAIL C

1. 2. 3. 4. 5. 6. 7.

, FS PUSH ROD 252 ELEVATOR TORQUE TUBE ASSEMBLY

AILERON

AILERON FS INPUT PUSHROD 319 AILERON i3~~UE

LOOKING FORWARD

LOOKING AFT

SERVO REPEATER BOX A COUPLING A AND E COUPLING O-RING INPUT COUPLINGS COUPLING SETSCREWS (4) PURGE PORT (FITTING REMOVED) 8. LARGE SECTOR GEAR 9. SMALL SECTOR GEAR

____

ASSEMBLY _ _ _ _ _ _ 12

TR-1 A/U-2R/ER-2 EJECTION SEAT

16 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

SHOULDER HARNESS HEAD REST ANEROID INSPECTION WINDOW SEAT BELT ATTACHMENT EJECTION TEE HANDLE FOOT RETRACTOR MECHANISM (L AND R) FOOT RETENTION CABLES EJECTION RING PIP IN HOLE EJECTION RING SCRAMBLE HANDLE PILOT-SEAT SEPARATION WEBBING DROGUE CHUTE EJECTION RING GUARD SCRAMBLE HANDLE GUARD NORMAL OXYGEN FITTING INITIATOR SAFETY PIN (ON SCRAMBLE HANDLE GUARD) 17. INERTIAL REEL CONTROL (SHOULDER HARNESS) 18. TEE HANDLE PIP PIN

HOWDAH ASSEMBLY

I ~

t1s\

.~

@

\3l

fS

169

EXTENSION TUBE

FELT PAD

-~.....-....

..-:V--

~' ,.--..,

FELT PAD

STRAP ASSEMBLY

FORWARD YOKE

STRAP ASSEMBLY

,

VIEW B (LOOKING AFT FROM FS173)

MAINTENANCE STAN D AND HOWDAH ASSEMBLY

ENGINE AIR INLET SCOOP VIEW A (LOOKING AFT FROM FS307)

39

The TR-t Bs are optimized for flight training. The aft, instructor's seat is elevated so that the instructor has a reasonably good view left, right, and forward. The instructor's position utilizes the space normally reserved for the Q-bay. Additionally, the instructor's position is equipped with a full control system set.

ER-2 canopy is equipped with a sun shield, a trackmounted shield extension that can be positioned at the pilot's convenience, and a de-fogging fan.

U-2R windscreen and canopy. Sun shield is an adhesive-backed opaque material that is stuck to the inside of the canopy transparency. Externally-mounted rear view mirror serves to provide aft-facing visual reference.

U-2RfrR-t canopy is hinged on the port side of the aircraft. It is opened manually as there is no boost of any kind. Secondary sun shield can be seen in this view as opaque rectangle just left of standard sun shield.

~

i

'"a

r? ~

Rear view mirror and yaw string. The latter, acquired from sailplane technique, gives the pilot a visual indication of aircraft directional stability during landing.

~

Nose cap of U-2R has T-35 tracker camera port covered over. ADF or ILS antennas normally are mounted in extreme forward portion of nose.

,..------------------------, ADF SYSTEM COMPONENTS

.,

DETAIL A VIEW LOOKING DOWN (AIRPLANE W/BASIC NOSE)

NON-ROTATING .....--'

~

NOSESKIN

~

~ I

,

DETAILB VIEW LOOKING DOWN (AIRPLANE WITH SENIOR OPEN NOSE)

ADF SENSE (WHIP) ANTENNA

., <\\

/..(

A-G BAY HATCH

There are many different nose options available for the U·2R and TR-t series aircraft. Conventional nose is illustrated, with transparency port for T·35 tracker camera. "Senior Open" nose is optimized for transport of LOROP cameras.

40

DETAIL C

II

r!

o ~

MAIN LANDING GEAR ASSEMBLY

6----' 7------.-'-

14

8 16 10 _

ER-2 main landing gear is identical to that tound on U-2RfTR-1 series. Hydraulically actuated main gear retracts forward into capacious wheel well.

Ii.

18

"

U-2R main landing gear from the rear. Taxi/landing lights are mounted directly to the main gear strut assembly. Hydraulic lines are for disc brakes. 1. VENT HOLE UPLOCK ACTUATOR UPLOCK SWITCH MANUAL GEAR RELEASE CABLE DOWNLOCK MECHANISM DOWN LOCK SWITCH 7. DRAG STRUT 8. CYLINDER 9. GEAR OOOR LINKAGE BRACKET 10. UPLOCK FITTING 11. MLG ACTUATOR 12. SHOCK STRUT 13. NITROGEN CHARGING VALVE 14. LANDING LIGHT ASSEMBLY 15. BRAKE HOSES 16. TORQUE ARMS 17. BRAKE MOUNTING FLANGE 18. BRAKE ASSEMBLY 19. AXLE 20. PISTON

2. 3. 4. 5. 6.

......

~

The main gear well doors are mechanically interconnected via attachment arms to the main gear strut assembly. As the main gear retract forward, the doors move outboard, initially, and then follow the gear in sequence until the gear are in the well. Piano hinges connect the gear well doors to the fuselage.

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,-

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-~ :>

i

~

The main gear and gear well doors are simple in construction and design. The main gear assembly provides energy absorption upon landing and is fixed in position and can not be utilized to steer the aircraft. Steering is accomplished via the tail wheel.

---

ER-2's E-bay lower hatch is mounted just ahead of main gear well. Showing its TR-1 origins, the ER-2's E-bay hatch is equipped with a cutout to accommodate data-link antennas or related systems. Q-bay is visible to the left.

I

// , !r.: ;\-ror Main gear tires are 26 x 6.6 16-ply rated tubeless units with a normal pressure of 300 psi. During landing, the main gear take the complete load, with the tail wheels being utilized only after airspeed has deteriorated to nominal values.

I

•

U-2R main gear well looking forward. Color is yellow zinc chromate. Well is relatively uncluttered with the exception of miscellaneous hydraulic lines and electrical harnesses. Nitrogen bottle for purging is visible to the left.

41

TAIL LANDING GEAR ASSEMBLY

iJ VIEW A

.... 1. SHQCKSTRUT 2. FILLER PLUG 3. NITROGEN CHARGING VALVE ~. DRAG ROD AND CRANK 5. OOWNLDCK MECHANISM S. ACTUATOR SPRING 7, TlG ACTUATOR 8, flO OOWNLOCI< SAFETY PIN

~-

9. TlG UPLOCK SWITCH 10. TlO DOWNlOCI< SWlTCH

Tail wheel assembly looking aft. Unit is small, rugged, and steerable via cables interconnected with the rudder actuation system. Tires are solid rubber.

Anti-torque link assembly can be disconnected for ground handling purposes. Other than oleo action of strut, there is no shock damping of any kind.

11. STEERING CABLE BA,A,CKEr AND PULLEYS (CABLES NOT SHOWN) WHEEL ANO TIRE ASSEMBLY STATIC GROUND WIRE ASSEMBLY (NOT SHOWN) TORQUE ARMS TAIL LANDING GEAR DOOR DOOR LINKAGE ROD BLOCK

12. 13, 14, 15, 16. 11.

18. ADJUST STOP BOlT 19. FIniNG 20. JAM NUT

ARRESTING GEAR KIT INSTALLATION

PROCEDURAL STEPS 1. Remove and store CCNef plate. Install aft arresting gear fairing using eight existing cover plate attacn screws. 2. Remove and store fairing strips. Install left TlG doo< cable dellector. 3. RElf'l"IO'Ie and store fairing strips. Install right TLG door cable deflector. 4. lns1all deflector on TLG strut at location shown. 5. Remove and store support fitting cover plate and cover plate attach.

The tail wheel assembly retracts forward into a small well in the aft fuselage. Vent holes in the gear well doors accommodate cooling requirements. Angled segments at forward end of doors serve as air scoops for cooling. Heat is generated by engine exhaust pipe, mounted directly over tail wheel well.

~

~

The "pogo" gear sockets are equipped with spring loaded doors that cover the socket hole after the "pogos" have been released during the takeoff roll.

WING POGO GEAR

'111 AN~ ~"'N' MUST 1£ n:n IN SlOllO '(UolllPOGO t>ist~lION

'lllOSAfm',1IiIS IlIruon __

r1-""" .Pl>i&

The outrigger-type "pogo" gear free-fall from their wing sockets after lift is attained. Normally, they are free to rotate through 360°, but they can be locked in position.

42

~·;~':':C'~.,r.:.::.· .• :•.•

IIrnoM

B-8

.. CI.... ~I~M

'~srAH"'I~ l\'IIM

'tn.

PO&O 'lO1

It;SI~IUO

1_1",1"

J _ - - - - - - - - - - &lI----------------------J @

VI'. lOO'' G An

The U-2RffR-l is inherently unstable due to its unusual bicycle type landing gear arrangement. Following landing, and particularly when cross winds are a significant factor, the aircraft usually falls off on one wingtip. In anticipation of this, Lockheed designed the aircraft with special wingtip skids.

TOW~,~G SULKY

I

I _~~<~ ",

r

.::::::::,

1

[I

-~-

<J~

~

(BOTTOM SIDE)

HYDRAULIC HANDPUMP HYDRAULIC FLUID PRESSURE RELEASE VALVE

I

GH370

_..__s:.::::~;;~J ~ f'

FUSELAGE CENTER SECTION FUSELAGE CENTER SECTION (TOP SIDE)

..L .•

-

r--A-C-C-ES-S-P-R-O-V-IS-I-O-N-S-------------------,

I

SULKY ASSEMBLY- - COMPLETE

"- j

There are two distinctively different towing sulkies. One, shown, has four tires and the other has only two. Both have integral hydraulic lifting units.

TOW BAR ASSEMBLY SULKY ASSEMBLY COMPLETE

,-~.- ..

:c:

(

/'(~ ~~ />

~ f.\?~~~~:M""

\1"

HYDRAULIC FLUID PRESSURE ) RELEASE VALVE ~

Jl 1

•

A U-2R fuselage is hoisted from its jigs and moved into final assembly at Lockheed's Palmdale, California facility. Much of the U-2RffR-l assembly process is manual as production rates and quantities do not merit mass production techniques.

The first TR-l B fuselage (viewed from the rear), 80-1064, in jigs at Lockheed's Palmdale facility. Essentially circular cross-section of fuselage is easily discerned, as is special, elevated rear cockpit fairing.

~.

TR-IA fuselage (looking aft) in jigs at Lockheed's Palmdale facility. Bifurcated intake assembly is discernible. Q-bay is visible, forward.

The special elevated rear cockpit of the first TR-1B, 80-1064, during construction. Also -:vis-:ib~/e-:i""s.... special intake cheek bay that, on the U-2R and TR-1A, can be used to accommodate sensors or active defensive systems. Space between external shell of intake and actual intake tunnel accommodates cooling air circulation requirements.

43

c

Fuselage mid-section, just aft of the flap hinge line. Engine exhaust pipe runs through this area, and several ventral bays are provided for electronic systems accommodation. This is a "Senior Book" aircraft as evidenced by the dorsal UHF antennas.

Wing root section is neatly faired into the fuselage mid-section. Intake services needs of air conditioning unit. Rotating beacon is visible on top, along with ADFIVHF antennas. Noteworthy are covered lightening holes at flap root to eliminate drag.

....

;\

--.,....,-".~ .. , .g:

Q.

~ The wing leading edge ribs are conventional and designed to meet the minimum weight requirements dictated by the basic U-2RfTR-l design philosophy.

...;..~...;....;,-.-----~

44

Size of wing is apparent in this bottom view of wing in jig assembly at Palmdale. Integral tank feature is made possible by sealants which prevent leakage.

The wing trailing edge consists primarily of the flaps and ailerons. The latter are equipped with trim tabs which can be adjusted for roll stability in flight. The left trim tab is electrically adjustable from the cockpit. Note extended spoiler to right.

U-2R trailing edge flap in its original, unsplit configuration. Each flap is driven by 8 actuators which are hydraulically operated by the flap drive gear box and hydraulic motor. Each flap is sectioned to permit wing flex accommodation.

TR-IA trailing edge flap is segmented into two major panels with a gap in between to accommodate "super pod" aft portion and associated fairings. Flaps are in four panels, with groups of two connected to form two large surfaces.

Outboard edge of flap segment. Lightening holes are visible in exposed wing rib have been covered over to prevent air leakage which would cause drag. Fuel dump tube can be seen protruding from underneath trailing edge.

WING

LIFT AND ROLL SPOILERS

L::" FLAP PANEL (REF)

ACCESS PROVISIONS - - - - - - - - - . . . . . . . . ,

SPOILER HINGE (TYPICAL) NOTE: Right hand spoilers and mechanism shown, left hand similar.

NOTE utt.,.;"'lKtfnprool~i"""h

......

R;qht"'ngloxrn",ovi.ion'OlIfIOS,t,• ..,epl"MI«l.

Each wing is equipped with a retractable, mechanically-actuated stall strip. This is simply a thin metal blade which, when utilized during landing, serves to help destroy lift in that wing segment.

STAL~E~J~~E~~I~~~..N.I.SM. ~ J"~

[

,,;{~'-f l/A

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,~~~

)p~~;~/~/ ~'

' 0....""'''..

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//11..,

11

DETAILS

<~// '" / ' 10

,:~,

.

"~

n 11. SWITCH ACTUATOR 12. CABLE RETAINER

24

dI J.

'''~

..,i "

~:: ~I~~

DETAIL A

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15. 16. 17. 18. 19 2 0'.

8

.

1l~~" '. , l~

~. .

~.

-,.\[Llo II

WING TIP SKID

/"'>

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.' _.

I

,.~. '::".;;

21. 22. 23. 24. 25. 26.

TUBE LINK BLADE STRIP LEADING EDGE

BRACKET OUTBOARD BRACKET INBOARD TURN BARREL GUIDE SPRING PLUG TUBE HANDLE SHAFT

1 ~I'NG riP UNFOLDED

WING SUPPORT

I

\FOLDING WING TIP

WING TIP FOLDED AND

SECU~

.,-:..,/; The horizontal stabifizer integral stiffeners result in a very strong, but very fight structure. Other than spars, loads are all fed to the main airframe through the stabilizer skins. Leading edge is preformed prior to installation.

45

Horizontal stabilizer design is simple and utilitarian. The elevators are faired into the stabilizer very cleanly to provide a good seal in consideration of drag. Each elevator is equipped with a root section trim tab.

Updated horizontal stabilizer has been given externally mounted ribs. These serve to stiffen structure and thus lower fatigue and buffet sensitivity that has resulted from turbulence generated by addition of "super pods".

ACCESS PROVISIONS

FUSELAGE AFT SECTION The vertical tail and horizontal tail are technically an integral structural unit. A single hinge attaches both to the empennage of the aircraft.

The aluminum rudder is a single piece, unboosted design with a manually adjustable trim tab mounted just above its base root section.

The empennage pivot fitting assembly, which serves as the hinge connecting the horizontal and vertical tail surfaces to the rest of the aircraft, is housed in the root/base fairing approximately 2 feet aft of the horizontal stabilizer leading edge. The pitch trim actuator is mounted in the same fairing below the rudder.

aI

"-

-""_01:!'1"

~

The vertical fin tip of updated U-2Rs and all TR-ls serves as the mounting point for the fuel system vent and one of several tail warning receiver antennas.

46

The bifurcated intake tunnels do not utilize all the volume available in the intake cheeks. Mounts are provided for sensor and warning systems in this area.

Space between intake and fuselage has intakes for boundary layer bleed and ram air cooling for refrigerator/heat exchanger unit in fuselage.

Port intake has heat exchanger exhaust grill exactly like starboard intake. Unusual intake plug is attached to smaller plug that prevents foreign objects from entering ram air scoops between main intake and fuselage.

. Cooling air intake is mounted on upper surface of port intake of PLSS-equipped aircraft only. This modification was incorporated by Lockheed when the aircraft were updated. Whip antenna is visible in background providing positioning information.

Engine oil cooling unit is mounted inside grill-like venting on each intake side. Air for this heat exchanger comes from small inlet mounted on the inside of each intake tunnel, aft of the intake lip. It is dumped overboard after cooling oil.

ENGINE COMPONENTS AND AIRFLOW .'

I

1. COMPRESSOR INLET GUIDE VANE AND SHROUD 2. LOW PRESSURE COMPRESSOR ROTORS (N,) 3. HIGH PRESSURE COMPRESSOR ROTORS (N,) 4. COMPRESSOR INTERMEDIATE CASE 5. DIFFUSER CASE 6. FUEL MANIFOLD AND NOZZLES 7. COMBUSTION CHAMBERS - - - - - - - -

HIGH PRESSURE COMPRESSOR TURBINE ROTOR 9. LOW PRESSURE COMPRESSOR TURBINE ROTORS 10. TURBINE EXHAUST CASE 11. EXHAUST CONE 12. TURBINE NOZZLE CASE 13. COMBUSTION CHAMBER OUTER CASE 14. ACCESSORY SECTION (N,) 15. FRONT COMPRESSOR CASE

Specially baffled stainless steel fuel sump tanks surround the mid-section of the TR-1A's engine. Each sump tank is painstakingly hand built and welded.

--t

J75-PW-138 compressor face. Changes from stock J75s are difficult for the untrained eye to notice. However, significant care is taken in tolerancing.

r:!t;'"

L~----':.r~'':::'''O:·='F==i'!r''

Large, saddle-like oil tank sits on top of J75-PW-138 low-pressure compressor section. Engine accessories are mounted in ventral package underneath high-pressure compressor section. Engine is serviced by removing U-2RrrR-l empennage.

Exhaust section view of J75-PW-138 reveals no major changes from stock J75. When installed, a long exhaust pipe is attached to this section of the engine.

~

Tip of exhaust cone protrudes from exhaust tailpipe. Exhaust cone is suspended in exhaust by six swirl straightener vanes. The cone serves to stabilize the exhaust efflux and thus improve exhaust nozzle efficiency.

47

AIRCRAFT FUEL TANKS

To create positive pressure for emergency fuel jettison purposes in each of the four wing fuel tanks, a small ram-type air scoop is mounted under each wing, about mid-span, inboard of each "pogo" unit, Positive pressure for engine feed purposes is generated in the fuel tanks by bleeding compressor section air to bring pressure up to 1.5 psi.

FUEL TANK CAPACITIES AND ALLOWABLE LEAKAGE FUEL QUANTITY TABLE CAPACITY

Fuel Tank Sump Tank

Left Outboard Right Outboard Left Inboard Right Inboard

Tolal CAPACITY

Airborne Usable Fuel Gallons Pounds

99 239 239 1,169 1,169

1,553 7,599 7,599

2,915 2,950

18,947 19,175

643 1,553

UNUSABLE FUEL

Sump Tank left Outboard Right Outboard Left Inboard Right Inboard Total

AIRBORNE

GROUNO OPERATIONS

All Configurations Gallons

Super Pods Gallons

1 5 5 12 12

"50 12 12

35 (228 Ib)

"125 (813Ib)

1

Each wing is provided a single fuel dump tube at approximately mid-span. It protrudes from underneath the trailing edge, On the starboard wing (shown). the dump tube sits immediately inboard the "System 20" dummy pod. "System 20", when installed, is basically a hemispherical infrared detection unit.

"SO

Fuel weights based on 6.5 lb.s per gallon. ·For Clean contig., Senior Spear Pods, and lightweight Super Pods, the unusuable fuel will be a lower value than shown.

ZONE OF LEAKAGE

MAXIMUM ALLOWABLE LEAKAGE

Wing Lower Surface Wing Rear Beam

No single leak shall exceed 60 drops per minute. Maximum allowable leakage per wing shall not exceed 120 drops per minute.

Wi 09 Fold Area Rib

Wing Foot Rib Wing Top Surface

Propagation rate of fuel on wing surface area shall not exceed 12-inches per minute.

Wing Fillel Area

Leaks not permitted in fuel plumbing.

Sump Tanks

No leaks allowed.

NOTE: No combination of leaks exceeding 120 drops per minute per wing is allowable.

The empennage section surrounding the engine exhaust tube is designed to function as a venturi, drawing cooling air from the forward fuselage section.

The venturi-type exhaust cone sits underneath a bullet fairing which provides additional internal volume for a number of countermeasures systems or sensors.

~

~ ~

-.....

The bullet fairing often is unoccupied. When utilized, however, as is the case with the U-2R on the right, it most often serves as a mounting position for an aft facing passive radar warning sensor antenna and associated fairing (discernible as small top center protrusion), The forward portion of the fairing, ahead of the vertical fin, also contains space for sensors, communications equipment (such as a HF receiver/exciter and an HF power amplifier/coupler), and other miscellany.

48

The side·mounted airbrakes. located just ahead of the empennage removal separation point, are hydraulically actuated and serve to provide low speed control over aircraft airspeed, usually during descent to landing. Each airbrake is independently operated by a single hydraulic actuator. Two hinges connect each unit to the main airframe. The maximum deflection angle for each panel is 60°. A switch next to the throttle in the cockpit provides the actuation command.

SPEED BRAKE

1. 2. 3. 4. 5.

GH120 Q-BAY HOIST

DOOR (REF) ROD END CYLINDER (REF) BRACKET (REF) DOOR BRACKET (REF)

.....

.....~

ER·2 Q·bay looking forward. The Q·bayarea is futly pressurized and air·conditioned. Various structural options are provided for mounting sensors such as cameras and gas and particulate samplers. Round objects near bottom are pressurization valves.

~.~

,

~ '>;;;G1.J;;;~~?~i;NK ABLE'

/""' EQUIPMENT BAY BALLAST REMOVAL AND INSTALLAT~ION/.'.. ~~m

.

/'

D

SAFETY CHAIN

SHOT BAG ,

VIEW C RG-57 Q-BAY BALLAST

HOIST FITTING

~

ATTACHMENT FITTING (4 PLACES)

BOLT WASHER (2) NUT COTTER PIN 'ATTACHMENT FITTING (4 PLACES) ECCENTRIC LINK (4 PLACES)

FWD HATCH LATCHES VIEW A RG-52 Q-BAY EQUIPMENT HOIST (INSTALLED ON D-BAY UPPER SILL)

I

I

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~~~~-~~~~~~FACE UNIT FAN RX781·3 RACK ="....------......

SYSTEM '3 ANTENNA (REF)-_

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:R~ .~".I!i!!!"l!il!i~~~~~::~:~::~;;;~;i~~~~~~~~ o S. =

II III

~

..

/ BOLT WASHER NUT

AIR COMPRESSORS

SENSOR \ CONTROL EXTENDED AMU (REF) SERVO ELECTRONIP\ UNIT / MARK RX694 NOSE ADF ANTENNA (R,~F) IV HAND ~- (" MISSION RECORDER (REF) ILS ANTENNA _.~ 1

I~

'-.--J\.....

(RE,

-

NOSE WINDOW..

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8

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PRECONDITIONING

/--:> VALyE

SERVO DRIVE ~ SKEW BAR AIR LINE ACCESS PANEL I ' I NON-ROTATION NOSE

_ ADF ANTENNA LATCH CLEVIS (4 PLACES)

~~GULATOR

SENIOR OPEN SYSTEM ROTATING NOSE 1

PRECONDITIONING VALVE

LOROP camera system, possibly a KA·l02 with a 66 in. equivalent focal length folded optics lens, as installed in the "Senior Open" nose of a U·2R. Angled mirror is articulated to provide coverage to left and right of flight path.

l RF ISOLATION BLANKET ,SERVO ELECTRONIC UNIT

SENSOR VIEW A AX694 NOSE

ILS ANTENNA

49

The first of the high-acuity reconnaissance cameras was the HR73B, or "Type B" camera. It is equipped with folded optics lens and bulk quantity film.

The Itek optical bar camera is an extremely high resolution panoramic unit utilized by the AF, the CIA, and the NASA. An angled mirror sits at the front of the camera lens. (right) and rotates left and right to provide panoramic coverage. Film normally is contained in a light tight housing (left) and fed into camera by electric drive system.

~

~

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50

The dual Wild-Heerbrug RC-10 metric camera configuration provides either multiple emulsion or multiple scale coverage of a target area. Each camera can mount either a 6 in. or 12 in. lens.

The A-4 camera system consists of one Wild-Heerbrug RC-10 metric camera and one 36 in. FL Fairchild HR-732 camera. The latter can be operated in fixed vertical or active "rocking" modes. "Rocking" provides sequential coverage to either side.

A single Wild-Heerbrug RC-10 metric camera with intervalometer for overlap control (stereo format). Camera has 9 in. x 9 in. format with 400 ft. of film. It also has frame annotation, corner and side fiducial marks, and a possible 4 ft. resolution.

The International Imaging Systems multi-spectral camera consists of a single camera body and four separate lenses to provide multi-spectral coverage of a target area. Format size is 4 x 3-1/2 in. x 3-1/2 in. images on a 9 in. x 9 in. format.

-----

Hatch optimized for use with dual Wild-Heerbrug RC·l0 metric camera system as installed in the ER-2. Hatch is mounted under Q-bay, ahead of main gear well.

When equipped to generate optical imagery, U-2Rs normally mount the larger camera systems in their Q-bays. Special ventral hatches with optical transparencies built-in allow light to reach the lens and film. Ventral hatches vary considerably in configuration, depending on camera type and angular coverage. ~

MARK IV CONTROLS AND INDICATORS

::::---

~

ELECTRICAL CONNECTOR

OBLIQUE ANGLE LIGHT (TYP 4 PLACES) SECTOR YOKE IND GEAR ' PANEL MOUNTING FASTENER HORIZON VIEWING / (TYP. 4 PLACES) LEVER CONTROL STICK RESET BunON SECTOR GEAR ~

CONTROL STICK CLAMP LEVER

AIRFRAME INSULATION r;;;-=.

There are a large number of upper and lower Q-bay and E-bay hatches available to accommodate a seemingly endless number of optical and electro-magnetic sensors. Two optical system Q-bay ventral hatches, including an EAQ-207-1 (right), are shown. All optical hatches come with defogging units to ensure transparency clarity.

"r"

cElFIOmROUCTIFtf.fl~

(Q-BAY LOWER .HA.TCHES)' .( - '~ , Itl: Ii

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L..JL.

III'}'" ~'H. ,'"

IW'-'

H [

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B HATCH

:;:'lfU;II.T~

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JF=l:3 )". tii!J

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lktlOIIL-L

r

l.OI~Cl< M~X

H HATCH VIEW LOOKING AT INSIDE OF HATCH

The U-2R, like first-generation U-2 configurations, has a particulate sampler capability. The particulate sampling unit mounts in the Q-bay.

\

Particulate sampler intake unit can be seen protruding from the port side of the Q-bay area of this U-2R on final approach to Davis-Monthan AFB.

Though of poor quality, this rare photograph illustrates just a few of the many sensor system payload options available to the U-2R. At least two of the many modular nose configurations are shown, along with several "super pod" and Q-bayoptions. "Super pod" forward component to right provides some insight into antenna configurations.

51

MISSION RECORDERS (REF)

LIQUID

ESA

""''' o~"m =, ~u~ ~~~ \(:~~j :6 14::~-~ ~-'--_~_

PLSS COMPONENT

COOLER

HEAT EXCHANGER

~

LOCATIONS

RX 1274-1 / NOSE ASSY

FORWARD POWER

~12L --J~-------.:== k -:t. NOSE-BREAK

®

SUPPLY

ASSY~ . .~....'

PRESS SYS ARRAY POWER SUPPLY

trwD

~

EXC PROC' PANEL KG-45 COM SEC POD BREAK

Gf:

@l

POD BREAK

~\

"Q" BAY

CONTROL'

(~I

AIRCRAFT FREQUENCY STAN DARD

INTERFACE ASSY

:~t~~=~:-~~-R--:-LL~~> XMIT ANT. COOLING

,'ii',

RCV

A~T

XMIT ANT

IN.:=~ .~ .tIill········.···, ~~dlc----~::M ---:) ·'~LEFTPO:·· ~~~;~NS~ ·(£~A~~~~~-T --.J-----B~i;K .•.•....P6.'bBREAK

TOP VIEW

..

__

•.._.POO.BREA>_

MODEM

XMIT ANT

ASARS-2 component illustration provides insight into equipment and systems. Two different antenna configurations have been tested, including the ESA (shown), and the MSA. The latter appears to be more rounded and larger than the former.

--

The Lockheed PLSS-equipped TR-IAs have distinctive nose configurations with indented flat side panels and miscellaneous ventral and dorsal antenna fairings. The extraordinary cost and military vulnerability of PLSS have played key roles in leading to the program's unofficial cancellation.

MSA antenna for ASARS-2 is less angular than ESA. An-MSA-series antenna is installed by Hughes in the special TR-IA ASARS-2 radome assembly.

SUPER POD COMPONENT LOCATIONS • RX925·500L (LEFT POD) RX925-500R (RIGHT POD) "RX965-500L (LEFT POD) RX965·500R (RIGHT POD) (WITH RX934-1 CONE)

"Super pod" front and rear cones primarily are fiberglass shells with aluminum stiffeners. Some "super pod" configurations utilize other construction materials.

• RX985·IL (LEFT POD) RX985·IR (RIGHT POD)

ill

"RX986·3L(LEFT POD) RX986·3R(RIGHT POD)

ill

RX 914-1 forebody (typ left and right super pods) or mission kit peculiar forebody as required.

In

Left super pod belly radoms RX11Q7 (not shown) installed by installation kit RX530.

.....- - - - - - - - - - - - - - - - - - - - ~~W~T~~~TBOARD

~

.....lIIl.II••lIIIl

"Super pod" center section primarily is of aluminum construction. "Super pods" bolt directly to wing and are faired-in using special fillet assemblies.

52

Fixed flap (RW 360·2L for left wing and RW 360 2R for right wing) installed when super pod not installed.

i

i

~

~

~

.

"Super pod" forward body assembly. This particular unit appears to have an aluminum main body and a fiberglass nose cone. Note release latches to left.

..1

~

"Super pod" aft body/tailcone assembly. Construction is almost totally fiberglass. Screws, rather than latch assemblies, mount it to center body section.

L

"Senior Spear" COMINTISIGINT pods are distinguished from others usually by their antenna farms. An early "Senior Spear" Phase I or Phase /I pod is shown with VHF and UHF communications antenna mounted ventrally.

"Senior Spear" pods internally consist of electronics optimized specifically to receive and record COMINT andlor SIGINT energy. Numerous sensor options are available, depending on the specific objectives of the mission.

;l;]I.~•••I-S

I

!

The individual antennas seen in U-2R an~enna farms, such as satellite communications system-equipped "C-Span III" configured U-2R, 68-10331, are designed to be highly sensitive to very specific frequencies and wavelengths.

The "C-Span III" configured U-2R, 68-10331, mounts a large up-link dish-type. satellite communications antenna in its large dorsal radome and miscellaneous COMINT and SIGINT antennas in its "super pods" and under its fuselage.

Several different data/down-link type antenna fairings, including that for the L-51 system (left), have been seen on U-2Rs and TR-l As. These serve to transmit mission data to ground stations for real-time interpretation and processing. The fairings are dielectric and are usually of fiberglass construction.

One of a number of passive warning antenna fairings often visible on the U-2R andlor TR-IA. One such fairing is mounted on each of the aircraft's intake cheeks.

SENIOR SPEAR SYSTEM COMPONENT LOCATION SENIOR SPEAR POD NOSE BREAK

1

RX631·2 nose cone is installed on right wing pod.

RX612·26 pod assy is installed on right wing. RX607·2A pod assy is installed on right wing.

There are no antennas on right wing pod. Left wing installation is shown; right wing RQ150-15 SENIOR SPEAR SYSTEMS CONTROL PANEL

installation is similar.

VIEW

A

RQ 135-10 SYSTEM 6 CONTROL PANEL

j

\~~, ......~~

The large, silvered protective covering appears to be a cooling jacket, possibly for an early ASARS system_ A liquid oxygen or liquid nitrogen line is visible above the suited-up pilot's head, and a inflation line is visible to the right.

53

Dummy "System 20" pod protrudes from the starboard wing of a U-2R. All U-2Rs and TR-1As are equipped with this pod, which can be operationally configured with its dedicated infrared sensor, as needed. When the "System 20" is in place, the unit normally is kept capped for protection.

The rarely seen infrared sensor ("System 20") mounted in a faired pod and facing aft from the starboard wing trailing edge of U-2R, 68-10340.

,.. Left photo illustrates a ventrally-mounted UHF communications antenna and what appears to be an aft-facing radar warning receiver antenna fairing just ahead of the mid fuselage point. The right photo illustrates another ventrally-mounted UHF antenna and what appears to be a forward-facing radar warning receiver antenna fairing, just ahead of the ventral rotating beacon. Placement of the radar warning antenna fairings is decidedly unusual, but appropriate for the U-2R.

~

I Original wingtip-mounted radar warning receiver antenna fairings appeared somewhat crude in construction and were manufactured from a dielectric material (probably fiberglass). They also served as mounting point for wingtip navigation lights.

~

Inboard, underwing view of U-2R tip skid configuration. Abradable bul/ons on bol/om of skid are designed to be easily replaced when wear so dictates. Tip skids were a design concession made in response to bicycle landing gear design.

Most recent wingtip design originally was developed for the TR-IA. Accommodating the tip skid, the navigation lights, and the radar warning receiver antennas in a simple but neat package, it since has been adopted as a retrofit to almost all U-2Rs.

Radar warning receiver antenna faces outward at an angle of approximately 45 0 • Coupled with the other three wingtip pod antennas, radar warning coverage is virtually 360 0 • Additional warning antennas can be added in other positions.

54

The S1010B full-pressure sUit system has virtually unlimited altitude potential. Due to its relative bulkiness, until the advent of the U-2R, it could not be worn by U-2 pilots. Portable oxygen/air conditioning unit keeps pilot comfortable.

~r:

h

....

Helmet for 81010B suit is equipped with clear and colored visors. The latter serves as a sun shade and can be manually locked in the,up position.

The breathing oxygen supply enters the helmet from the rear and the communications wiring enters the helmet via an attachment at the left rear.

The breathing oxygen supply enters the helmet through two lines attached to its rear segment. 8uit entry is from the rear through zippered opening.

A "Mae West" harness is an optional survival item reserved for over-water missions. It is. equipped with inflatable floats and other specialized items.

Inflatable gloves are provided with the 81010B suit for hand protection at high altitude. 8imple metal connector/sealing ring attaches glove to suit arm.

A portable breathing oxygen/air-conditioning unit (which also maintains pre-breathing status) has been developed to provide preflight comfort for pilots.

-:-::::il-~-=-"""""'!!!!lI!!!!II!I!!!!!I~IIP"'lfIr!!lWII!::iIill:=- ~

& ~

The dedicated ground transport dolly for the U-2RITR-l series aircraft is extraordinarily versatile and optimized to facilitate ground maintenance as well as gear-up transportation. Hydraulic actuators raise or lower the unit as required.

The dedicated ground transport dolly in use. U-2R, 68-10331, is seen at Beale AFB while undergoing gear-up maintenance. Entire aircraft is supported at four special fuselage mounting points by dolly.

55

C-141 TRANSPORTATION OPTION

~"~~'

RH WING

VDO

-Je::-r HORIZONTAL

~

LIFTING THE AIRPLANE

RG 220 SLING ASSEMBLY

Install sling forward attachment fittings with two EWe 22-6-58 bolts and two NAS623·4·24 screws (right and left sides) in existing bolt

holes at FS 418.47 wing root fitting. Existing MS21250-0B 058 bolts may be used with ENGINE OUT ONLY if EWB bolts are not available.

Install sling aft attachment fittings with one EWB22·6-58 bolt,and two NAS623-4·24 screws (right and left sides) in existing bolt hole at FS 492.27 wing root fitting. Existing MS21250..(lS 058 bolts may

be used WITH ENGINE OUT ONLY if EWe bolts are not available.

EXTEWORU~.HT

RG16 NOSE SECTION DOLLY

'.J

LOCATIONS

".

CoD

t

9

~

....

:

I

"---.,'LEFT WING TIP SHOWN (RED) RIGHT WING TIP SIMILAR (GREEN)

131----11 18 INCH ADJUSTMENT

1- .__.. TAIL LIGHTS ?:6f~+- RIGHT & LEFT

SIDES (CLEAR)

11

STRAP ASSEMBLY FUSELAGE NOSE SECTION CRADLE POSITION SCREW ASSEMBLY CRADLE ASSEMBLY DUST GUARD SLEEVE (31 INCHES EXTENDED LENGTH) 6. WORM GEAR LELVELING JACK ASSEMBLY (4 REO) (SHOWN IN PHANTOM) 7. CASTER JACK ASSEMBLY (4 REO)

1. 2. 3. 4. 5.

56

8. 9. 10. 11. 12. 13. 14. 15.

JACK DRIVE SHAFT ASSEMBLY FRAME ASSEMBLY CRANK ASSEMBLY TIE-DOWN RING TOW BAR ASSEMBLY CASTER JACK ASSEMBLY CRANK HANDLE CRADLE ASSEMBLY ROLLER (4 PLACES) ROTATING BEACON LIGHTS (UPPER & LOWER FUSELAGE) (RED)

Concerning references: Aerofax, Inc., in a conscientious effort to provide readers with the most accurate and authentic monographic aircraft histories available in their price range, does not print bibliographies in its Mlnlgraph or Datagraph series. This measure is taken only to preserve precious space in books that are optimized to offer a maximum amount of information at minimal expense. In general, however, our primary references are official, unclassified government documents, official, unclassified private sector (company) documents, and authoritative civilian publications such as Jane's All The World's Aircraft and" Aviation Week & Space Technology". Our photo sources consist primarily of contributions by professionals and amateurs from around the world, various government agencies, the aerospace industry, and our own in-house morgue. Specific requests from Aerofax customers for titles utilized as information sources in our books will be provided as time permits. Photos from our negative files also will be provided based on availability and the willingness of the requestor to pay reproduction charges. Thanks for your consideration,

Jay Miller, Publisher

AEROFAX, INC. would like to take a moment to thank you for your patronage. In acquiring this MINIGRAPH, you have given us a mandate to continue our efforts to provide you with the finest aircraft and aviation reference books available on the market today. These high-quality authoritative booklets have been created specifically for you, the serious enthusiast and modeler, and are designed to provide textual and pictorial detail usually not found in other readily available books of this type. Each MINIGRAPH contains a minimum of 150 photographs, multiple drawings, an eight-page foldout, color scheme information, and highly detailed and accurate text. If you find the MINIGRAPH series to your liking and would like to receive free, AEROFAX NEWS, please drop us a line with your name and address at P.O. BOX 200006, Arlington, Texas 76006, or call us direct (214 647-1105). We would enjoy hearing from you as your comments and criticisms do influence our decisions. AEROFAX also is in need of interesting, previously unpublished photos of aircraft for use in forthcoming MINIGRAPH titles and other AEROFAX publications. If you have such items in your files, please consider loaning them to AEROFAX so that others may have a chance to see them, too. You will, of course, be credited if your photo is used, and a free copy of the publication in which it is used will be sent. AEROFAX looks forward to hearing from you ... Thanks for your interest, Jay Miller and the AEROFAX, INC. Editorial Staff

-------------

VERTICAL STABILIZER STATION

V~R~~t;

I AIRCRAFT STATION DIAGRAM FUSELAGE STATION; I

•

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STABILIZER STATION

, HORIZONTAL STABILIZER STATION

• • • ~~~~.~

(TR-1 A/U-2R/ER-2)

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I

i i

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ii

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ililililililililil ii iii iiiiililiiilililililiiiiiWililiUililililili!il! 1 !

FUSELAGf STATION ;

1i21:l1lilli;IOI~I!SI~I~

HORIZONTAL STABILIZER

It 1~1 1~1~lal~I~I:l!I~I~I~I~I~lal~111!;i1!1!1~IEI~1~1~1~1£i1!1 iii I

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~ ~ ~ ~ ~ ~ ~

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e

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FUSELAGE STATION

(TR-1B) FUSELAGE STATION

GENERAL ARRANGEMENT

GENERAL ARRANGEMENT - - - - . (TR-1 A/U-2R/ER-2)

(TR-1B)

PRESSURE BULKHEAD

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

ADF ANTENNA WINDSHIELD HEATER/BLOWER VIEWSIGHT WINDSHIELD HEATER/BLOWER LIQUID OXYGEN CONVERTER 10 LITER (2 MOUNTED SIDE BY SIDE) AIR CONDITIONING UNIT HYDRAULIC PUMP FUEL SUMP TANK ADF SENSE ANTENNA VHF BLADE ANTENNA J75-13B ENGINE 914X-IFF TRANSPONDER H.F. RECEIVER-EXCITER

14. H.F. POWER AMPLIFIER/ ANTENNA COUPLER 15. HORIZONTAL STABILIZER PITCH TRIM PIVOT 16. H.F. SLOT ANTENNA 17. FUEL SYSTEM VENT 18. RUDDER TORQUE TUBES 19. PITCH TRIM ACTUATOR ASSEMBLY 20. AIRFLOW AUGMENTER 21. TAILPIPE AND INSULATING BLANKETS 22. SPEED BRAKE (EACH SIDE) 23. ENGINE ACCESS DOORS 24. STARTER CONNECTION (CENTER) 25. D.C. GENERATOR (LEFT SIDE)

26. A.C. GENERATOR AND C.SD. (RIGHT SIDE) U.H.F. BLADE ANTENNA LOAD CENTER BATTERIES AILERON SHIFTER MECHANISM AUX. HEATER/BLOWER AUX. HEATER/BLOWER T35 TRACKER CAMERA RADOME

27. 28. 29. 30. 31. 32. 33. 34.

,/ 1. 2. 3. 4.

OUTBOARD FUEL TANK AILERON FLAP SECTION ELEVATOR

5. RUDDER 6. FILLER CAP

~: ~~~:~~:~ELTANK6 9. FUEL DUMP

/