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'<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. --> {|{{Infobox Aircraft Begin |name = Lockheed U-2 |image = Image:usaf.u2.750pix.jpg |caption = The Lockheed U-2R/TR-1 in-flight }}{{Infobox Aircraft Type |type = High-altitude [[Surveillance aircraft|surveillance]] |manufacturer = [[Lockheed Corporation|Lockheed]] [[Skunk works|Skunk Works]] |designer = [[Clarence Johnson|Clarence "Kelly" Johnson]] |first flight = 1 August 1955 |introduction = 1957 |retired = |number built = 86 |status = Active: 35 <br> Reserve: 0 <br> ANG: 0 |unit cost = |primary user = [[United States Air Force]] |more users = |developed from = |variants with their own articles = }} |} The '''[[Lockheed Corporation|Lockheed]] U-2''', nicknamed "'''Dragon Lady'''", is a single-engine, very high-altitude [[surveillance aircraft|reconnaissance aircraft]] operated by the [[United States Air Force]] and previously flown by the [[Central Intelligence Agency]]. It provides day and night, very high-altitude ({{convert|70000|ft|m|abbr=off|disp=/|sp=us}}), all-weather [[surveillance]].<ref>Drew, Christopher. [http://www.nytimes.com/2010/03/22/business/22plane.html?ref=homepage&src=me&pagewanted=all"U-2 Spy Plane Evades the Day of Retirement."] ''[[New York Times]]'', 21 March 2010. Retrieved: 23 March 2010.</ref> The aircraft is also used for electronic sensor research and development, [[satellite]] calibration, and satellite data validation. ==Development== In the early 1950s, with [[Cold War]] tensions on the rise, the U.S. military required better strategic reconnaissance to help determine Soviet capabilities and intentions. The existing surveillance aircraft were primarily converted bombers, vulnerable to anti-aircraft artillery, missiles, and fighters. It was thought an aircraft that could fly at {{convert|70000|ft|m}} would be beyond the reach of Soviet fighters, missiles, and even radar.<ref>Miller, Herbert L. (Director). [http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB54/st04.pdf "Suggestions re: The Intelligence Value of AQUATONE."] ''[[Central Intelligence Agency]]'', 17 July 1956. Retrieved: 10 March 2009.</ref> This would allow "overflights"—knowingly violating a country's airspace to take [[aerial photograph]]s. Under the code name "AQUATONE", the Air Force gave contracts<ref>Fensch 2001, p. 52.</ref> to [[Bell Aircraft]], [[Glenn L. Martin Company|Martin Aircraft]], and [[Fairchild Aircraft|Fairchild Engine and Airplane]] to develop proposals for the new reconnaissance aircraft. Officials at [[Lockheed|Lockheed Aircraft Corporation]] heard about the project and asked aeronautical engineer [[Clarence Johnson|Clarence "Kelly" Johnson]] to come up with a design. Johnson was a brilliant designer, responsible for the [[P-38 Lightning]], and the [[P-80 Shooting Star|P-80]]. He was also known for completing projects ahead of schedule, working in a separate division of the company jokingly called the [[Skunk works|Skunk Works]]. Johnson's design, called the CL-282, married long [[Glider (sailplane)|glider]]-like wings to the fuselage of another of his designs, the [[F-104 Starfighter]]. To save weight, his initial design didn't even have conventional landing gear, taking off from a dolly and landing on skids. The design was rejected by the Air Force, but caught the attention of several civilians on the review panel, notably [[Edwin Land]], the father of instant photography. Land proposed to [[Central Intelligence Agency|CIA]] director [[Allen Dulles]] that his agency should fund and operate this aircraft. After a meeting with President Eisenhower, Lockheed received a $22.5 million contract for the first 20 aircraft. It was renamed the U-2, with the "U" referring to the deliberately vague designation "utility". [[File:U- 2A Dragon Lady at USAF Museum.jpg|thumb|right|Original U-2A at USAF Museum]] The first flight occurred at the [[Groom Lake]] test site ([[Area 51]]) on 1 August 1955, during what was only intended to be a high-speed taxi run. The sailplane-like wings were so efficient that the aircraft jumped into the air at {{convert|70|kn|km/h}}.<ref name="I&T">Huntington, Tom. "U-2." ''Invention & Technology Magazine'', Volume 22, Number 3.</ref> [[James Gilbert Baker|James Baker]] developed the optics for a large-format camera to be used in the U-2 while working for [[Perkin-Elmer]]. These new cameras had a resolution of {{convert|2.5|ft|cm}} from an altitude of {{convert|60000|ft|m}}.<ref name="I&T"/> Balancing is so critical on the U-2 that the camera had to use a split film, with reels on one side feeding forward while those on the other side feed backward, thus maintaining a balanced weight distribution through the whole flight. When the first overflights of the Soviet Union were tracked by radar, the CIA initiated [[Project Rainbow|Project RAINBOW]] to reduce the U-2's [[radar cross section]]. This effort ultimately proved unsuccessful, and work began on a follow-on aircraft, which resulted in the [[Lockheed A-12]] Blackbird. Manufacturing was restarted in the 1980s to produce TR-1/U-2R aircraft. ==Design== [[File:U2-Triebwerk.jpg|thumb|[[Pratt & Whitney]] J75 turbojet engine from a U-2 shot down (Cuba 1962) on display in museum in [[Havana]]]] The unique design that gives the U-2 its remarkable performance also makes it a difficult aircraft to fly.<ref name="I&T">Invention & Technology Magazine, volume 22, number 3</ref> It was designed and manufactured for minimum airframe weight, which results in an aircraft with little margin for error.<ref name="I&T"/> Most aircraft were single-seat versions, with only five two-seat trainer versions known to exist.<ref>Karl, Jonathan. [http://abcnews.go.com/Technology/story?id=3490523&page=1 "So High, So Fast."] ''ABC News'', 17 August 2007. Retrieved: 8 March 2009.</ref> Early U-2 variants were powered by [[Pratt & Whitney J57]] turbojet engines.<ref>Donald, David, ed. "Lockheed U-2". ''The Complete Encyclopedia of World Aircraft''. New York: Barnes & Noble Books, 1997. ISBN 0-7607-0592-5.</ref> The U-2C and TR-1A variants used the more powerful [[Pratt & Whitney J75]] turbojet. The U-2S and TU-2S variants incorporated the even more powerful [[General Electric F118]] turbofan engine.<ref>Donald, David, ed. "U-2, The Second Generation". ''Black Jets''. London: AIRtime, 2003. ISBN 1-880588-67-6.</ref> High-aspect-ratio wings give the U-2 some [[Glider (sailplane)|glider]]-like characteristics, with a [[lift-to-drag ratio]] estimated in the high 20s. To maintain their operational ceiling of {{convert|70000|ft|m}}, the U-2A and U-2C models (no longer in service) must fly very near their [[critical mach|maximum speed]]. The aircraft's [[stall speed]] at that altitude is only {{convert|10|kn|km/h}} less than its maximum speed. This narrow window was referred to by the pilots as the "[[coffin corner (aviation)|coffin corner]]". For 90% of the time on a typical mission the U-2 was flying within only five knots above stall, which might cause a decrease in altitude likely to lead to detection, and additionally might overstress the lightly built airframe.<ref name="I&T"/> [[File:U2-Duxford.JPG|thumb|left|U-2 at The [[Imperial War Museum Duxford|Imperial War Museum, Duxford]]]] The U-2's flight controls are designed around the normal flight envelope and altitude that the aircraft was intended to fly in. The controls provide feather-light control response at operational altitude. However, at lower altitudes, the higher air density and lack of a power-assisted control system makes the aircraft very difficult to fly. Control inputs must be extreme to achieve the desired response in flight attitude, and a great deal of physical strength is needed to operate the controls in this manner. The U-2 is very sensitive to crosswinds which, together with its tendency to float over the runway, makes the U-2 notoriously difficult to land. As the aircraft approaches the runway, the cushion of air provided by the high-lift wings in [[Ground effect in aircraft|ground effect]] is so pronounced that the U-2 will not land unless the wing is fully stalled. To assist the pilot, the landing U-2 is paced by a chase car (usually a "souped-up" performance model including a [[Ford Mustang SSP]], [[B4C|Chevrolet Camaro B4C]], [[Pontiac GTO]], and the [[Pontiac G8]]) with an assistant (another U-2 pilot) who "talks" the pilot down by calling off the declining height of the aircraft in feet as it decreases in airspeed. Instead of the typical tricycle landing gear, consisting of a nosewheel and two sets of main wheels, one under each wing, the U-2 uses a bicycle configuration, with the forward set of main wheels located just behind the cockpit, and the rear set of main wheels located behind the engine, coupled to the rudder in order to provide taxi steering. To maintain balance while taxiing for takeoff, the ground crew installs two auxiliary wheels, called "pogos". These fit into sockets under each wing at about mid-span, and fall onto the runway as the aircraft takes off. To protect the wings during landing, each wingtip has a titanium skid. After the U-2 comes to a halt, the ground crew re-installs the pogos. The first pogo goes on the "light" or "up wing" while the other crew members use their weight to pull down the light side. Then two of the crew push up the heavy wing, allowing a third crew member to install a pogo on the other side.<ref>Bennett, Christopher W. [http://www.blackbirds.net/u2/c_bennett/bbird-06.html "The U-2 World, January 1991 - July 1994, May - October 1996."] ''blackbirds.net''. Retrieved: 8 March 2009.</ref> Because of the high operating altitude, the pilot must wear the equivalent of a [[space suit]]. The suit delivers the pilot's oxygen supply and emergency protection in case [[cabin pressure]] is lost at altitude (the cabin provides pressure equivalent to about {{convert|29000|ft|m|disp=/}}). To prevent [[hypoxia (medical)|hypoxia]] and decrease the chance of [[decompression sickness]], pilots don a full pressure suit and begin breathing 100% oxygen one hour prior to launch to de-nitrogenize the blood; while moving from the building to the aircraft they breathe from a portable oxygen supply.<ref>Polmar 2001, p. 64.</ref> The aircraft carries a variety of sensors in the nose, Q-bay (behind the cockpit, also known as the camera bay), or wing pods. The U-2 is capable of simultaneously collecting [[signals intelligence|signals]], imagery intelligence and air samples. Imagery intelligence sensors include either wet film photo, electro-optic or radar imagery — the latter from the [[Raytheon]] [[ASARS-2]] system. It can use both line-of-sight and beyond-line-of-sight data links. One of the most unusual instruments in the newest version of the U-2 is the off-the-shelf [[Sony]] video camera that functions as a digital replacement for the purely optical viewsight (an upside down periscope-like viewing device) that was used in older variants to get a precise view of the terrain directly below the aircraft, especially during landing. ==Operational history== ===United States=== [[File:USS America (CV-66) with a U-2.jpg|thumb|U-2 testing aboard {{USS|America|CV-66}}.]] Though the U.S. Air Force and Navy would eventually fly the U-2, it was originally a CIA operation, run through the [[Office of Scientific Intelligence]]. Due to the political implications of a military aircraft invading a country's airspace, only CIA U-2s conducted overflights. The pilots had to resign their military commissions before joining the CIA as civilians, a process they referred to as "[[sheep dip]]ping".<ref name="I&T"/> As often happens with new aircraft designs, there were several operational accidents, some fatal.<ref name="U&O">Pedlow and Welzenbach 1992, pp. 79-80.</ref> The first fatal accident was on 15 May 1956, when the pilot stalled the aircraft during a post-takeoff maneuver which was intended to drop off the wingtip outrigger wheels. The second occurred three months later, on 31 August when the pilot stalled the aircraft immediately after takeoff. Two weeks later, a third aircraft disintegrated during ascent, also killing the pilot. There were a number of other non-fatal incidents, including at least one which resulted in the loss of the aircraft. The U-2 came to public attention when CIA pilot [[Gary Powers|Francis Gary Powers]] was shot down over Soviet territory on 1 May 1960, causing the [[1960 U-2 incident|U-2 incident]]. On 14 October 1962, a U-2 from the 4080th Strategic Reconnaissance Wing, based at [[Laughlin Air Force Base]] near [[Del Rio, Texas]], and piloted by Major Richard S. Heyser, photographed the Soviet military installing nuclear warhead missiles in [[Cuba]], precipitating the [[Cuban Missile Crisis]]. Heyser concluded this flight at [[McCoy AFB]] in [[Orlando, Florida]], where the 4080th established a U-2 operating location for the duration of the crisis. On 27 October 1962, in flight from McCoy AFB, a U-2 was shot down over Cuba by two [[SA-2 Guideline]] surface-to-air missiles, killing the pilot, [[Rudolf Anderson|Major Rudolf Anderson]], Jr.<ref name="afmag-anderson">Correll, John T. [http://www.airforce-magazine.com/MagazineArchive/Pages/2005/August%202005/0805u2.aspx "Airpower and the Cuban Missile Crisis."] ''Air Force Magazine'', August 2005. Retrieved: 27 June 2009.</ref> Anderson was posthumously awarded the first [[Air Force Cross (United States)|Air Force Cross]].<ref name="afmag-anderson"/> In 1963, the CIA started project Whale Tale to develop carrier-based U-2Gs to overcome range limitations. During development of the capability, CIA pilots took off and landed U-2Gs on the aircraft carrier [[USS Ranger (CVA-61)|USS Ranger]] and other ships. The U-2G was used only twice operationally. Both flights occurred from USS Ranger in May 1964 to observe France's development of an [[atomic bomb]] test range at [[Moruroa]] in [[French Polynesia]].<ref name= "Carriers">Scott, Jeff. [http://www.aerospaceweb.org/question/history/q0050.shtml "U-2 Aircraft Carrier Operations."] ''aerospaceweb.org'', 28 October 2001. Retrieved: 8 March 2009.</ref><ref>Richelson 2006, pp. 212–213.</ref> In early 1964, the [[Strategic Air Command]] (SAC) sent a detachment of U-2s from the 4080th to [[South Vietnam]] for high-altitude reconnaissance missions over [[North Vietnam]]. On 5 April 1965, U-2s from the 4028th SRS (Strategic Reconnaissance Squadron) took photos of SAM-2 sites near [[Hanoi]] and [[Haiphong]] harbor. On 11 February 1966, the 4080th Wing was redesignated the 100th SRW and moved to [[Davis-Monthan AFB]], [[Arizona]]. The SRS detachment at [[Bien Hoa AB]], South Vietnam, was redesignated the 349th SRS.<ref name=hobson/> The only loss of a U-2 during combat operations occurred on 8 October 1966, when Major Leo Stewart, flying with the 349th Strategic Reconnaissance Squadron, developed mechanical problems high over North Vietnam. The U-2 managed to return to South Vietnam where Stewart ejected safely. The U-2 crashed near its base at Bien Hoa. In July 1970, the 349th SRS at Bien Hoa moved to [[Thailand]] and was redesignated the [[99th Reconnaissance Squadron|99th SRS]], remaining there until March 1976.<ref name=hobson>Hobson 2001</ref> In 1969, the larger U-2Rs were flown from the aircraft carrier {{USS|America|CV-66|6}}. The U-2 carrier program is believed to have been halted after 1969.<ref>[http://www.youtube.com/watch?v=I_3WeYXDKQ0 "Video of U-2R landing on the USS America in 1969."] ''youtube.com''. Retrieved: 26 December 2009.</ref> [[File:Lockheed ER-2 809 in flight.jpg|thumb|right|One of NASA's ER-2s in flight over the California desert. A NASA ER-2 set the world altitude record for its weight class]] In June 1976, the U-2s of the 100th SRW were transferred to the 9th SRW at [[Beale Air Force Base]], [[California]], and merged with [[SR-71]] aircraft operations there. When [[Strategic Air Command]] was disestablished in the early 1990s, the wing was transferred to the new [[Air Combat Command]] (ACC) and redesignated the [[9th Reconnaissance Wing]] (9 RW). In 1977, a U-2 was retrofitted with an upward-looking window so that it could be used for high-altitude astronomical observations of the [[cosmic microwave background]] (CMB). This experiment was the first to measure definitively the motion of the galaxy relative to the CMB, and also established an upper limit on the rotation of the universe as a whole.<ref>G. F. Smoot, M. V. Gorenstein, and R. A. Muller. "Detection of Anisotropy in the Cosmic Blackbody Radiation." ''Physical Review Letters'' 39, pp. 898–901.</ref> In 1984, during a major [[NATO]] exercise, [[Royal Air Force]] Flight Lieutenant Mike Hale intercepted a U-2 at a height of {{convert|66000|ft|m}}, where the aircraft had previously been considered safe from interception. Hale climbed to {{convert|88000|ft|m}} in his [[English Electric Lightning|Lightning F3]].<ref>Ross, Charles. [http://www.lightning.org.uk/archive/0410.php "Lightning vs Concorde."] ''lightning.org.uk'', Lightning Association, 14 November 2004. Retrieved: 8 March 2009.</ref> In 1989, a U-2R of 9 RW, Detachment 5, flying out of [[Patrick Air Force Base]], Florida successfully photographed a space shuttle launch for [[NASA]] to assist in identifying the cause of tile loss during launch discovered in the initial post-Challenger missions. On November 19, 1998, a [[NASA]] ER-2 research aircraft set a world record for its weight class ({{convert|12000|kg|lb}} to {{convert|16000|kg|lb}} for an altitude in horizontal flight of {{convert|20479|m|ft}}.<ref name=sd1>[http://www.sciencedaily.com/releases/1998/11/981124064046.htm "NASA Aircraft Sets New World Altitude Record."] ''Science Daily'', 24 October 1998. Retrieved: 8 March 2009.</ref><ref>[http://records.fai.org/general_aviation/aircraft.asp?id=2050 "List of records established by the 'Lockheed Martin ER-2': Database ID 5795."] ''General Aviation World Records'', Fédération Aéronautique Internationale (FAI), Lausanne, Switzerland. Retrieved: 8 March 2009.</ref> [[File:Lockheed U-2.ogv|thumb|thumbtime=1|Lockheed U-2 [[USAF]] video]] The U-2 remains in frontline service more than 50 years after its first flight despite the advent of surveillance satellites. This is primarily due to the ability to direct flights to objectives at short notice, which satellites cannot do. The U-2 has outlasted its Mach 3 [[SR-71 Blackbird|SR-71]] replacement, which was retired in 1998. ====Possible retirement==== A classified budget document approved by [[the Pentagon]] on 23 December 2005 called for the termination of the U-2 program no earlier than 2012, with some aircraft being retired by 2007.<ref>Butler, Amy and David A. Fulghum. [http://www.aviationweek.com/aw/generic/story.jsp?id=news/U2082608.xml&headline=USAF%20Not%20Ready%20To%20Retire%20The%20U-2&channel=defense "USAF not Ready to Retire the U-2."] ''[[Aviation Week]]'', 26 August 2008. Retrieved: 10 March 2009.</ref> In January 2006, Secretary of Defense [[Donald Rumsfeld]] announced the pending retirement of the U-2 fleet as a cost-cutting measure, and as part of a larger reorganization and redefinition of the Air Force's mission that includes the elimination of all but 56 [[B-52 Stratofortress|B-52s]] and a complete reduction in the [[F-117]] fleet.<ref>Sherman, Jason and Daniel G. Dupont.[http://www.military.com/features/0,15240,84991,00.html "DoD Cuts Air Force Aircraft Fleet."] ''military.com'', InsideDefense.com, 11 January 2006. Retrieved: 8 March 2009.</ref> Rumsfeld said that this will not impair the Air Force's ability to gather intelligence, which will be done by satellites and a growing supply of unmanned [[RQ-4 Global Hawk]] reconnaissance aircraft. However, Congress has not, as of 2009, passed legislation to retire the U-2 as there is no system able to replace it. Proposals to retire the U-2 have been met with significant resistance from military leadership due to gaps in capability that would present if the U-2 were removed from service. In 2009, the Air Force stated that it plans to extend the U-2 retirement from 2012 until 2014 or later. The delay is to allow more time to field the [[RQ-4 Global Hawk]] to replace the U-2.<ref>Tirpak, John A. [http://www.airforce-magazine.com/MagazineArchive/Pages/2009/February%202009/0209course.aspx "12 Miles High, Changing Course."] Arlington, VA: ''Air Force magazine'', Air Force Association, February 2009. Retrieved: 8 March 2009.</ref> In December 2009, [[South Korea]]'s [[JoongAng Daily]] newspaper reported that the [[RQ-170 Sentinel]] was to replace U-2's operating from [[Osan Air Base]] in 2010.<ref>Min-seok, Kim. [http://joongangdaily.joins.com/article/view.asp?aid=2914210 "U.S. to base new unmanned spy plane in Korea ."] ''JoongAng Daily'', 19 December 2009. Retrieved: 26 December 2009.</ref> There are current reports that the U-2 has enjoyed a new lease on life in Afghanistan. Since being fitted with new sensors and communications equipment, it has become an indispensable eye-in-the-sky for NATO forces. The high-resolution camera is capable of spotting slight changes in the country’s dry mud paths where the Taliban often bury improvised explosive devices (IEDs).<ref>Evans, Michael, Pentagon Correspondent. [http://www.timesonline.co.uk/tol/news/world/us_and_americas/article7073232.ece "U2 eye-in-the-sky spy plane wins new lease of life in Afghanistan."] ''The Times online'', March 24, 2010.</ref> ===Republic of China (Taiwan) === [[File:ROCAF35mark.png|thumb|right|200px|Black Cat Squadron official [[emblem]]]] The only other U-2 operator was the [[Republic of China]] ([[Taiwan]]), which flew missions mostly over the [[People's Republic of China]] (PRC). Since the 1950s, the [[Republic of China Air Force]] had used the [[B-57 Canberra|RB-57A/D]] aircraft for reconnaissance missions over the PRC, but suffered two losses when [[MiG-17]] and SA-2 SAM were able to intercept the aircraft. In 1958, ROC and American authorities reached an agreement to create the 35th Squadron, nicknamed the [[Black Cat Squadron]], composed of two U-2Cs in Taoyuan Airbase in northern Taiwan, in an isolated part of the airbase. To create the typical misdirections at the time, the unit was created under the cover of high altitude weather research missions for ROCAF. To the US government, the 35th Squadron and any US CIA/USAF personnel assigned to the unit were known as Detachment H on all documents. But instead of being under normal USAF control, the project was known as Project RAZOR<ref>[http://taiwanairpower.org/blog/?p=135 "Project RAZOR."] ''Taiwan Air Blog'', updated 11 April 2007. Retrieved: 14 September 2009.</ref><ref>[http://taiwanairpower.org/blog/?p=136 "Project RAZOR."] ''Taiwan Air Blog'', updated 15 April 2007. Retrieved: 14 September 2009.</ref>, and was run directly by CIA with USAF assistance, after a long tussle between the two agencies. Main ground rule of each of the 35th Squadron's operational missions had to be approved by both the US and the Taiwan/ROC presidents beforehand. To add another layer of security and secrecy to the project, all US military and CIA/government personnel stationed in Taoyuan assigned to Detachment H were issued official documents and ID with false names and cover titles as Lockheed employees/representatives in civilian clothes. The ROCAF pilots and ground support crew would never know their US counterpart's real name and rank/title, or which US government agencies they were dealing with. A total of 26 out of 28 ROC pilots sent to the US completed training between 1959 and 1973, at Laughlin Air Force Base, Texas.<ref>[http://www.taiwanairpower.org/u2/pilots.html "Taiwan Air Power, U-2 Page, pilots."] ''taiwanairpower.org''. Retrieved: 24 February 2010.</ref> On the night of 3 August 1959, a U-2 on a training mission, out of Laughlin AFB, Texas, piloted by Maj. Mike Hua of ROC Air Force, made a successful unassisted nighttime emergency landing at [[Cortez, Colorado]], that was later known as "Miracle at Cortez", and Major Hua was later awarded the US Air Force Distinguished Flying Cross for saving the top secret aircraft.<ref>Grazier, Steve. [http://cortezjournal.com/main.asp?Search=1&ArticleID=6722&SectionID=4&SubSectionID=4&S=1 "U-2 pilot will land again Former Air Force major will speak about 1959 landing in Cortez."] ''cortezjournal.com''. Retrieved: 14 February 2010.</ref><ref>[http://www.hmhfp.info/SG_09E.html "50th Anniversary Night Forced Landing in Cortez, CO (Slideshow/video in both Chinese and English)."] ''hmhfp.info''. Retrieved: 14 February 2010.</ref><ref>Steves, Bob. [http://www.hmhfp.info/clp/AFM.pdf "There I was..."] ''Air Force'', February 1989. Retrieved: 14 February 2010.</ref><ref>[http://www.hmhfp.info/pbl/miracle_cortez.html "A Miracle At Cortez."] ''Air Force Magazine'', August 1989. Retrieved: 14 February 2010.</ref> In July 1960, the CIA provided the ROC with its first two U-2Cs, and in December the squadron flew its first mission over mainland China. Other countries were also covered from time to time by the 35th Squadron, such as North Korea,<ref>[http://taiwanairpower.org/blog/?p=302 "Target North Korea."] ''Taiwan Air Blog'', updated 23 April 2009. Retrieved: 15 September 2009.</ref> North Vietnam and Laos, but the main objective of the ROC 35th Squadron was to conduct reconnaissance missions assessing the [[People's Republic of China and weapons of mass destruction#Nuclear weapons|PRC's nuclear capabilities]]. For this purpose the ROC pilots flew as far as [[Gansu]] and other remote regions in northwest China. Some of the missions, due to mission requirements and range, plus to add some element of surprise, had the 35th Squadron's U-2s flying from or recovered at other US air bases in Southeast Asia and Eastern Asia, such as K-8 (Kunsan) in South Korea, or Tikhli in Thailand. All US airbases in the region were listed as emergency/alternate recovery airfields and could be used besides the 35th Squadron's home base at Taoyuan airbase in Taiwan. Initially, all film taken by the Blackcat Squadron would be flown to Okinawa or Guam for processing and development, and the US forces would not share any of the mission photos with Taiwan. Only in late 1960s did the USAF agree to share a complete set of mission photos and help Taiwan set up a photo development and interpretation unit at Taoyuan AB. In 1968, the ROC U-2C/F/G fleet was replaced with the newer U-2R. However, with the coming of the [[Sino-Soviet split]] and the [[rapprochement]] between the US and the PRC, the ROC U-2 squadron stopped entering Chinese airspace, and instead only conducted electronic surveillance plus photo reconnaissance missions with new Long-Range Oblique Reconnaissance (LOROP) cameras on the U-2R while flying over international waters. The last U-2 aircraft mission over mainland China took place on 16 March 1968. After that, all missions had the U-2 aircraft fly outside a buffer zone at least 20 nautical miles around China. During his visit to China in 1972, US President [[Richard Nixon]] promised the Chinese authorities to cease all reconnaissance missions near and over China, though this was also made practical because US photo satellites by 1972 were able to provide better overhead images without risking losing aircraft, pilots and international incidents. The last 35th Squadron mission was flown by Sungchou "Mike" Chiu on 24 May 1974.<ref>[http://taiwanairpower.org/blog/?p=32 "The End of an Era."] ''Taiwan Air Blog'', 7 April 2006. Retrieved: 14 September 2009.</ref> At the end of ROC's U-2 operations, out of a total of 19 U-2C/F/G/R operated by the 35th Squadron from 1959 to 1974, 11 aircraft were lost.<ref name="Aircraft">[http://www.taiwanairpower.org/u2/aircraft.html "U-2 page: Aircraft."] ''Taiwan Air Power''. Retrieved: 26 December 2009.</ref> The squadron flew a total of about 220 missions<ref>[http://www.taiwanairpower.org/u2/missions.html "U-2 page: Missions."] ''Taiwan Air Power''. Retrieved: 26 December 2009.</ref>, with about half over mainland China, resulting in five aircraft shot down, including three fatalities and two pilots captured, and another six U-2 were lost in training with six pilots killed.<ref name="Aircraft"/><ref>[http://www.taiwanairpower.org/u2/losses.html "U-2 page: Pilot Loses."] ''Taiwan Air Power''. Retrieved: 26 December 2009.</ref> On 29 July 1974, the two remaining U-2R aircraft in ROC possession were flown from Taoyuan AB in Taiwan to Edwards AFB, California, US, and turned over to the USAF.<ref>[http://taiwanairpower.org/blog/?p=32 "The End of an Era."] ''Taiwan Air Blog'', April 7, 2006. Retrieved: 14 September 2009.</ref><ref>[http://taiwanairpower.org/blog/?p=551 "Thou Shalt Not Fly...Ever."] ''Taiwan Air Power'', 1 August 2009. Retrieved: 14 September 2009.</ref><ref>"Brief History of U-2." ''Defence International (全球防衛雜誌),'' Vol. 35 Issue. 5, May 2002, Taiwan, ROC.</ref> ==Variants== [[File:Tr1a-95rs-alc.jpg|thumb|right|SAC TR-1A of the 95th Recon Squadron, [[RAF Alconbury]]]] ===Primary list=== :''Sub-section source: Aerospaceweb.org''<ref>[http://www.aerospaceweb.org/aircraft/recon/u2/ "Lockheed U-2 Dragon Lady: Tactical Reconnaissance."] ''Aerospaceweb''. Retrieved: 8 March 2009.</ref> ;U-2A: Initial production, single-seat; [[Pratt & Whitney J57|J57-P-37A engine]]; 48 built ;U-2B: Two-seat trainer; [[Pratt & Whitney J57|J57-P-31 engine]]; five built ;U-2C: Enhanced single-seat model with [[Pratt & Whitney J75|J75-P-13 engine]] and modified engine intakes ;U-2D: Enhanced two-seat trainer ;U-2CT: Enhanced two-seat trainer rebuilt from U-2D airframes with relocation of the seats; six known converted ;U-2G: A-models modified with reinforced landing gear, added arresting hook, and wing spoilers for [[US Navy]] carrier operations; three converted ;U-2R: C-models enlarged and improved with underwing pods and increased fuel capacity; 12 built ;U-2RT: Enhanced two-seat R-model trainer; one built ;U-2EPX: Proposed US Navy maritime [[surveillance]] R-model; two built ;WU-2: Atmospheric/[[weather]] research WU-model [[File:Lockheed U-2 TR-1B.jpg|thumb|A two-seat U-2 TR-1B]] ;TR-1A: All new "tactical recon" TR-model based on the U-2R with [[synthetic aperture radar|side-looking radar]], new [[avionics]], and improved [[Electronic countermeasures|ECM]] equipment; 33 built ;TR-1B: All new two-seat trainer for the TR-1A; two built ;ER-2: Single-seat "earth resource" ER-model for NASA research ;U-2S: New redesignation for the TR-1A; updated with a improved engine, improved sensors, and addition of a [[GPS]] system; 31 converted ;TU-2S: New redesignated TR-1B two-seat trainer with improved engine; four converted ===U-2E/F details=== [[File:U-2F refueling from KC-135Q.jpg|thumb|right|A [[Lockheed]] U-2F being refueled by a [[Boeing]] [[KC-135|KC-135Q]].]] In May 1961, in a little-known attempt to extend the U-2's already considerable range, Lockheed modified six CIA U-2s and several [[USAF]] U-2s with aerial refueling equipment which allowed the aircraft to receive fuel from either the [[Boeing]] [[KC-97]] Stratotanker or from the Boeing [[KC-135]] Stratotanker. This extended the aircraft's range from approximately {{convert|4000|to|8000|nmi|km}} and extended its endurance to more than 14 hours. The [[J57]]-powered U-2Bs were re-designated U-2E and the [[Pratt & Whitney JT4A|J75]]-powered U-2Cs were redesignated U-2F.<ref name="Polmar, Norman">Polmar 2001, p. 173.</ref> Although the modified U-2s were capable of flying for over 14 hours this took little account of pilot fatigue, and although an additional oxygen cylinder was installed on these aircraft little use was made of this capability. One aircraft was both air-refueling- and carrier-capable and was the only U-2H.<ref>[http://www.youtube.com/watch?v=JvOeUnZDpps "Video of U-2 refueling."] ''youtube.com''. Retrieved: 26 December 2009.</ref><ref>Pocock, Chris. [http://www.spyflight.co.uk/u-2s.htm "Lockheed U-2C/TR-1/U-2R/S."] ''spyflight.com'', 6 January 2008. Retrieved: 8 March 2009.</ref> ===U-2R/S details=== The '''U-2R''', first flown in 1967, is significantly larger and more capable than the original aircraft. A tactical reconnaissance version, the '''TR-1A''', first flew in August 1981. A distinguishing feature of these aircraft is the addition of a large instrumentation "superpod" under each wing. Designed for standoff tactical reconnaissance in Europe, the TR-1A was structurally identical to the U-2R. The 17th Reconnaissance Wing, [[RAF Alconbury|Royal Air Force Station Alconbury]], England used operational TR-1As from 1983 until 1991. The last U-2 and TR-1 aircraft were delivered to the Air Force in October 1989. In 1992 all TR-1s and U-2s (all U-2Rs) were designated U-2Rs. The two-seat trainer variant of the TR-1, the '''TR-1B''', was redesignated as the '''TU-2R'''. After upgrading with the [[General Electric F110#F118|F-118-101]] engine, the former U-2Rs were designated the '''U-2S''' ''Senior Year''. ===ER-2 details=== [[File:Lockheed ER-2 709 taking off from Dryden.jpg|thumb|right|ER-2#709 takes off from NASA Dryden]] A derivative of the U-2 known as the '''ER-2''' (Earth Resources -2) is based at the [[Dryden Flight Research Center]] and is used by [[NASA]] for high-altitude civilian research including Earth resources, celestial observations, atmospheric chemistry and dynamics, and oceanic processes. Programs using the aircraft include the [[Airborne Science Program]], [[NASA ERAST Program|ERAST]] and [[NASA Earth Science Enterprise|Earth Science Enterprise]]. ==Operators== ;{{USA}} * [[United States Air Force]] ** [[9th Reconnaissance Wing]], [[Beale Air Force Base]], California *** [[1st Reconnaissance Squadron]] *** [[99th Reconnaissance Squadron]] * [[National Aeronautics and Space Administration]], [[Moffett Federal Airfield]], California and [[Dryden Flight Research Center]] / [[Edwards Air Force Base]], California ** Additional operational units are operated from various locations around the world as operational requirements demand. ;{{ROC-TW}} * [[Republic of China Air Force]] - operated U-2s during 1960-1974.<ref>Jenkins 1998, p. 39.</ref> ** [[Black Cat Squadron]] ==Aircraft on display== {{Refimprove|section|date=April 2010}} A number of retired U-2 aircraft are currently on display in the United States, United Kingdom and People's Republic of China. Examples include: *[[National Air and Space Museum]], Washingtion, DC. U-2C, 56-6680 art.#347.<ref>[http://www.blackbirds.net/u2/u2local.html "Locations of U-2s."] ''Blackbirds.net'', Retrieved: 2010-5-21.</ref> *[[National Museum of the United States Air Force]], [[Wright-Patterson AFB]], Ohio. U-2A, 56-6722 art.#389 *[[Davis-Monthan AFB]], Arizona. U-2C, 56-6716 art.#383 *[[Laughlin AFB]], Texas. U-2C, 56-6707 art.#374 *Museum of Aviation, Robbins AFB, GA. U-2C, 56-6682 art.#349 *NASA Ames Research Center, NAS Moffet Field. U-2C, 56-6681 art.#348 *Edward F. Beale Museum, [[Beale AFB]], California. 56-6714 art.#381 *Strategic Air and Space Museum, Ashland, Nebraska (adjacent to [[Offutt AFB]]). U-2C, 56-6701 art.#368 *[[Imperial War Museum Duxford]], United Kingdom. 56-6692 art.#359 *Bodo, Norway. U-2CT(trainer), 56-6953 art.#393 *U-2D(trainer), 56-6721, at Blackbird Airpark, adjacent to USAF Plant 42 at Palmdale, California. Same aircraft piloted by Gen. Hua that made the emergency night landing in Cortez, CO back in 1959. *[[Military Museum of the Chinese People's Revolution]], Beijing, People's Republic of China. A complete U-2 wreckage has been re-assembled and is on display in the aircraft exhibit hall. According to the display information, it was a ROC/Taiwan U-2 that was shot down over the PRC in 1962. Wreckage from the 4 other shotdown ROC/Taiwan Air Force U-2s is also on display in other museums in Beijing.<ref> {{cite web | title =http://images.xooob.com/20090914/1257901622797.jpg | url=http://images.xooob.com/20090914/1257901622797.jpg | accessdate=2010-05-21}}</ref> *Central Museum of the Armed Forces in Moscow. Piloted by Francis Gary Powers. Lost on 1960-5-1 near Sverdlovsk, Russia. Wreckage on display. 56-6693 art.#360. <ref>[http://sdasmuseum.wordpress.com/2009/09/25/back-to-the-ussr-with-a-former-f-15-pilot/u2/ "Back to the USSR with a Former F-15 Pilot, U2 Section"] ''San Diego Air & Space Museum Insider'', Retrieved: 2010-5-21.</ref> *Museo del Aire, Havana, Cuba. Lost on 1962-10-27 near Banes, Cuba. Shot down by SA-2 missile during Cuban Missile Crisis. USAF Pilot: Maj. Rudolf Anderson was killed. Wreckage on display. 56-6676 art.343 <ref>[http://www.panoramio.com/photo/1658395 "Wreckage of Major Rudolf Anderson Jr.'s U2 at the Museo del Aire, La Habana, Cuba."] ''Panoramio photo pages by George N. Teichrib'', Retrieved: 2010-5-21.</ref> ==Notable appearances in media== In the television series ''[[Call to Glory]]'' (ABC, 1984 to 1985), the U-2 was the "main ride" of US Air Force Colonel Raynor Sarnac from the October 1962 Cuba Crisis to 1979.<ref>[http://www.tv.com/call-to-glory/show/3115/episode.html?tag=page_nav;episode "Call to Glory."] ''tv.com''. Retrieved: 13 September 2009.</ref> The U-2 is mentioned in the [[Billy Joel]] song [[We Didn't Start the Fire]]. The U-2 also appears prominently in the movie ''[[Thirteen Days (film)|Thirteen Days]]'' (2000). On the BBC program ''James May At The Edge Of Space'' (2009), [[James May]] of [[Top Gear (2002 TV series)|Top Gear]] fame, goes on a flight in a U-2. ==Specifications (U-2S)== {{aircraft specifications <!-- if you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] --> <!-- please answer the following questions --> |plane or copter=plane |jet or prop?=jet <!-- Now, fill out the specs. Please include units where appropriate (main comes first, alt in parentheses). If an item doesn't apply, like capacity, leave it blank. For additional lines, end your alt units with )</li> and start a new, fully-formatted line with <li> --> |ref=International Directory,<ref name="Frawley_Mil">Frawley 2002, p. 107.</ref> Global Security,<ref>[http://www.globalsecurity.org/intell/systems/u-2-specs.htm "Senior Year/Aquatone/U-2/TR-1."] ''GlobalSecurity.com''. Retrieved: 8 March 2009.</ref> USAF Fact Sheet,<ref>[http://www.af.mil/information/factsheets/factsheet.asp?id=129 "U-2S/TU-2S."] ''Air Combat Command'', Langley AFB, VA, Public Affairs Office, U.S. Air Force, September 2007. Retrieved: 8 March 2009.</ref> |crew=One |length main=63 [[foot (length)|ft]] |length alt=19.2 m |span main=103 ft |aspect ratio=14.3 |span alt=31.4 m |height main=16 ft |height alt=4.88 m |area main=1,000 ft² |area alt=92.9 m² |empty weight main=14,300 [[pound (mass)|lb]] |empty weight alt=6,760 kg |loaded weight main= |loaded weight alt= |max takeoff weight main=40,000 lb |max takeoff weight alt=18,100 kg |more general= |engine (jet)=[[General Electric F118]]-101 |type of jet=[[turbofan]] |number of jets=1 |thrust main=19,000 [[pound-force|lbf]] |thrust alt=84.5 kN |never exceed speed main= |never exceed speed alt= |max speed main= 434 knots |max speed alt=500 [[mph]], 805 km/h |cruise speed main=373 knots |cruise speed alt=429 mph, 690 km/h |range main=5,566 nmi |range alt=6,405 [[statute mile|mi]], 10,300 km |range more= |combat radius main= |combat radius alt= |ferry range main= |ferry range alt= |ceiling main=70,000+ ft |ceiling alt=21,300+ m |climb rate main= |climb rate alt= |loading main= |loading alt= |thrust/weight= |more performance=*'''Flight endurance''': 12 hours }} ==See also== {{Portal|United States Air Force|Seal of the US Air Force.svg}} {{aircontent| |related= |similar aircraft= * [[RQ-4 Global Hawk]] * [[B-57 Canberra|RB-57F Canberra]] * [[English Electric Canberra|Canberra PR.9]] * [[Myasishchev M-55]] |lists= * [[List of Lockheed aircraft]] * [[List of active United States military aircraft]] |see also= * [[James Gilbert Baker|Dr. James G. Baker]] * [[SR-71 Blackbird]] * [[Measurement and Signature Intelligence]] * [[James May at the Edge of Space]] * [[Project Rainbow|Project RAINBOW]] }} ==References== ;Notes {{Reflist|2}} ;Bibliography {{refbegin}} * Donald, David, ed. "U-2 The Second Generation". ''Black Jets''. AIRtime, 2003. ISBN 1-880588-67-6. * Fensch, Thomas. [http://books.google.com/books?id=0t4tCcCo73oC ''The C.I.A. and the U-2 Program: 1954-1974'' (Top Secret).] Chula Vista, CA: New Century Books, 2001. ISBN 0-930751-09-4. * Frawley, Gerard. ''The International Directory of Military Aircraft''. Fyshwick, Australia: Aerospace Publications Pty Ltd, 2002. ISBN 1-875671-55-2. * Hobson, Chris. ''Vietnam Air Losses, USAF, USN, USMC, Fixed-Wing Aircraft Losses in Southeast Asia 1961 - 1973''. North Branch, Minnesota: Specialty Press, 2001. ISBN 1-85780-115-6. * Jenkins, Dennis R. ''Lockheed U-2 Dragon Lady'', p.&nbsp;39. North Branch, MN: Specialty Press, 1998. ISBN 1-58007-009-4. * Miller, Jay. ''Lockheed Martin's Skunk Works: The Official History...'' (updated edition). Leicester, UK: Midland Publishing Ltd., 1995. ISBN 1-85780-037-0. * Pedlow, Gregory W. and Donald E. Welzenbach. ''The Central Intelligence Agency and Overhead Reconnaissance: The U-2 and OXCART Programs, 1954-1974''. Washington, DC: Central Intelligence Agency, 1992. ISBN 0-7881-8326-5. * Pocock, Chris. ''50 Years of the U-2: The Complete Illustrated History of Lockheeds Legendary Dragon Lady'', Atglen, PA: Schiffer Pub. Ltd., 2005. ISBN 0-7643-2346-6. * Polmar, Norman. ''Spyplane: The U-2 History Declassified''. St. Paul, Minnesota: Zenith Imprint, 2001. ISBN 0-7603-0957-4. * Richelson, Jeffrey T. ''Spying on the Bomb: American Nuclear Intelligence from Nazi Germany to Iran and North Korea''. New York: W. W. Norton & Company, 2006. ISBN 978-0-393-05383-8. * ''The World's Great Stealth and Reconnaissance Aircraft''. New York: Smithmark, 1991. ISBN 0-8317-9558-1. {{refend}} ==External links== {{commons|Lockheed U-2}} *[https://www.cia.gov/library/center-for-the-study-of-intelligence/csi-publications/books-and-monographs/the-cia-and-the-u-2-program-1954-1974/index.htm "The CIA and the U-2 Program" (1998)] - [[Central Intelligence Agency]] * [http://www.af.mil/information/factsheets/factsheet.asp?id=129 U-2S/TU-2S USAF Fact sheet] * [http://www.taiwanairpower.org/u2/index.html Taiwan Air Power U-2 page] * [http://www.globalsecurity.org/intell/systems/u-2.htm U-2 page on GlobalSecurity.org] * [http://www.blackbirds.net/u2/c_bennett/bbird-06.html The U-2 World] * [http://area51specialprojects.com/u2_blackcat_taiwan.html Black Cat Squadron] * [http://www.eisenhower.archives.gov/Research/Digital_Documents/U2Incident/u2documents.html Documents and Photographs regarding the U-2 Spy Plane Incident of 1960, Dwight D. Eisenhower Presidential Library] * [http://www.salon.com/news/feature/2007/08/09/domestic_surveillance/ U-2 plane used in the aftermath of hurricane Katrina.] {{Lockheed}} {{US utility aircraft}} {{lone designation|system=United States tri-service reconnaissance aircraft designations post-1962|designation=TR-1}} {{USAF Weapons}} {{aviation lists}} [[Category:Lockheed aircraft|U-2]] [[Category:Signals intelligence]] [[Category:United States military reconnaissance aircraft 1950-1959|U-2, Lockheed]] [[ar:لوكهيد يو-2]] [[bs:Lockheed U-2]] [[cs:Lockheed U-2]] [[da:U-2]] [[de:Lockheed U-2]] [[es:Lockheed U-2]] [[eo:Lockheed U-2]] [[fr:Lockheed U-2]] [[ko:록히드 U-2]] [[hr:Lockheed U-2]] [[id:Lockheed U-2]] [[it:Lockheed U-2]] [[he:לוקהיד U-2]] [[lt:U-2]] [[hu:U–2]] [[ms:Lockheed U-2]] [[nl:Lockheed U-2]] [[ja:U-2 (航空機)]] [[no:Lockheed U-2]] [[nn:Lockheed U-2]] [[pl:Lockheed U-2]] [[pt:Lockheed U-2]] [[ro:Lockheed U-2]] [[ru:Lockheed U-2]] [[simple:Lockheed U-2]] [[sk:Lockheed U-2]] [[sl:Lockheed U-2]] [[sh:Lockheed U-2]] [[fi:U-2]] [[sv:Lockheed U-2]] [[th:ล็อกฮีด ยู-2]] [[tr:Lockheed U-2]] [[vi:Lockheed U-2]] [[zh:U-2偵察機]]'