Re: U2 (U.S.!) Forwardment

I'd be willing to bet it is Joan Lunden's report. She did a special on,
Dateline, or 60 Minutes, one of the news shows a couple of years ago.
They ran her through the assembly line training for a passenger hop in
the U-2. It was a good presentation.


Bob Whelan wrote:
> The following write-up/e-mail came to me from a fellow soaring club
> member, and is verbatim below the dashed line. I've no idea of its
> provenance, either, but to me it has the ring of truth about it, and it
> may be of interest to fellow glider pilots.
>
> Regards,
> Bob W.
> - - - - - -
>
>
> Subject: Fw: Fw: Lockheed U-2 ride
>
> Don't know who wrote this, but it is interesting
>
> Subject: Lockheed U-2 ride
>
>
> Subject: U-2 Dragon Lady
>
> Maj. Dean Neeley is in the forward, lower cockpit of
> the Lockheed U-2ST, a two-place version of the U-2S, a high-altitude
> reconnaissance aircraft that the Air Force calls "Dragon Lady.." His
> voice on the intercom breaks the silence. "Do you know that you're the
> highest person in the world?" He explains that I am in the higher of the
> two cockpits and that there are no other U-2s airborne right now.
> "Astronauts don't count," he says, "They're out of this world."
>
>
> We are above 70,000 feet and still climbing slowly as
> the aircraft becomes lighter. The throttle has been at its mechanical
> limit since takeoff, and the single General Electric F118-GE-101
> turbofan engine sips fuel so slowly at this altitude that consumption is
> less than when idling on the ground. Although true airspeed is that of a
> typical jetliner, indicated airspeed registers only in double digits.
>
>
> I cannot detect the curvature of the Earth, although
> some U-2 pilots claim that they can. The sky at the horizon is hazy
> white but transitions to midnight blue at our zenith. It seems that if
> we were much higher, the sky would become black enough to see stars at
> noon.. The Sierra Nevada, the mountainous spine of California, has lost
> its glory, a mere corrugation on the Earth. Lake Tahoe looks like a
> fishing hole, and rivers have become rivulets. Far below, "high flying"
> jetliners etch contrails over Reno, Nevada, but we are so high above
> these aircraft that they cannot be seen.
>
>
> I feel mild concern about the bailout light on the
> instrument panel and pray that Neeley does not have reason to turn it
> on. At this altitude I also feel a sense of insignificance and
> isolation; earthly concerns seem trivial. This flight is an epiphany, a
> life-altering experience.
>
>
> I cannot detect air noise through the helmet of my
> pressure suit. I hear only my own breathing, the hum of avionics through
> my headset and, inexplicably, an occasional, shallow moan from the
> engine, as if it were gasping for air. Atmospheric pressure is only an
> inch of mercury, less than 4 percent of sea-level pressure. Air density
> and engine power are similarly low. The stratospheric wind is
> predictably light, from the southwest at 5 kt, and the outside air
> temperature is minus 61 degrees Celsius.
>
>
> Neeley says that he has never experienced weather
> that could not be topped in a U-2, and I am reminded of the classic
> transmission made by John Glenn during Earth orbit in a Mercury space
> capsule: "Another thousand feet, and we'll be on top."
>
>
> Although not required, we remain in contact with
> Oakland Center while in the Class E airspace that begins at Flight Level
> 600. The U-2's Mode C transponder, however, can indicate no higher than
> FL600. When other U-2s are in the area, pilots report their altitudes,
> and ATC keeps them separated by 5,000 feet and 10 miles.
>
>
> Our high-flying living quarters are pressurized to
> 29,500 feet, but
> 100-percent oxygen supplied only to our faces lowers
> our physiological altitude to about 8,000 feet. A pressurization-system
> failure would cause our suits to instantly inflate to maintain a
> pressure altitude of 35,000 feet, and the flow of pure oxygen would
> provide a physiological altitude of 10,000 feet.
>
>
> The forward and aft cockpits are configured almost
> identically. A significant difference is the down-looking
> periscope/driftmeter in the center of the forward instrument panel. It
> is used to precisely track over specific ground points during
> reconnaissance, something that otherwise would be impossible from high
> altitude. The forward cockpit also is equipped with a small side-view
> mirror extending into the air stream. It is used to determine if the U-2
> is generating a telltale contrail when over hostile territory.
>
>
> Considering its 103-foot wingspan and resultant roll
> dampening, the U-2 maneuvers surprisingly well at altitude; the controls
> are light and nicely harmonized. Control wheels (not sticks) are used,
> however, perhaps because aileron forces are heavy at low altitude. A yaw
> string (like those used on sailplanes) above each canopy silently
> admonishes those who allow the aircraft to slip or skid when
> maneuvering. The U-2 is very much a stick-and-rudder airplane, and I
> discover that slipping can be avoided by leading turn entry and recovery
> with slight rudder pressure.
>
>
> When approaching its service ceiling, the U-2's
> maximum speed is little more than its minimum. This marginal difference
> between the onset of stall buffet and Mach buffet is known as coffin
> corner, an area warranting caution. A stall/spin sequence can cause
> control loss from which recovery might not be possible when so high, and
> an excessive Mach number can compromise structural integrity.
> Thankfully, an autopilot with Mach hold is provided.
>
>
> The U-2 has a fuel capacity of 2,915 gallons of
> thermally stable jet fuel distributed among four wing tanks. It is
> unusual to discuss turbine fuel in gallons instead of pounds, but the
> 1950s-style fuel gauges in the U-2 indicate in gallons. Most of the
> other flight instruments seem equally antiquated.
>
>
> I train at 'The Ranch'
>
> Preparation for my high flight began the day before
> at Beale Air Force Base (a.k.a. The Ranch), which is north of
> Sacramento, California, and was where German prisoners of war were
> interned during World War II. It is home to the 9th Reconnaissance Wing,
> which is responsible for worldwide U-2 operations, including those
> aircraft based in Cyprus; Italy; Saudi Arabia; and South Korea.
>
>
> After passing a physical exam (whew!), I took a
> short, intensive course in high-altitude physiology and use of the
> pressure suit. The 27-pound Model S1034 "pilot's protective assembly" is
> manufactured by David Clark (the headset people) and is the same as the
> one used by astronauts during shuttle launch and reentry.
>
>
> After being measured for my $150,000 spacesuit, I
> spent an hour in the egress trainer. It provided no comfort to learn
> that pulling up mightily on the handle between my legs would activate
> the ejection seat at any altitude or airspeed. When the handle is
> pulled, the control wheels go fully forward, explosives dispose of the
> canopy, cables attached to spurs on your boots pull your feet aft, and
> you are rocketed into space. You could then free fall in your inflated
> pressure suit for 54,000 feet or more. I was told that "the parachute
> opens automatically at 16,500 feet, or you get a refund."
>
>
> I later donned a harness and virtual-reality goggles
> to practice steering a parachute to landing. After lunch, a crew
> assisted me into a pressure suit in preparation for my visit to the
> altitude chamber. There I became reacquainted with the effects of
> hypoxia and was subjected to a sudden decompression that elevated the
> chamber to 73,000 feet. The pressure suit inflated as advertised and
> just as suddenly I became the Michelin man. I was told that it is
> possible to fly the U-2 while puffed up but that it is difficult.
>
>
> A beaker of water in the chamber boiled furiously to
> demonstrate what would happen to my blood if I were exposed without
> protection to ambient pressure above 63,000 feet.
>
>
> After a thorough preflight briefing the next morning,
> Neeley and I put on long johns and UCDs (urinary collection devices),
> were assisted into our pressure suits, performed a leak check (both
> kinds), and settled into a pair of reclining lounge chairs for an hour
> of breathing pure oxygen. This displaces nitrogen in the blood to
> prevent decompression sickness (the bends) that could occur during ascent.
>
>
> During this "pre-breathing," I felt as though I were
> in a Ziploc bag-style cocoon and anticipated the possibility of
> claustrophobia. There was none, and I soon became comfortably
> acclimatized to my confinement.
>
>
> We were in the aircraft an hour later. Preflight
> checks completed and engine started, we taxied to Beale's
> 12,000-foot-long runway. The single main landing gear is not steerable,
> differential braking is unavailable, and the dual tailwheels move only 6
> degrees in each direction, so it takes a lot of concrete to maneuver on
> the ground. Turn radius is 189 feet, and I had to lead with full rudder
> in anticipation of all turns.
>
>
> We taxied into position and came to a halt so that
> personnel could remove the safety pins from the outrigger wheels (called
> pogos) that prevent one wing tip or the other from scraping the ground.
> Lt. Col. Greg "Spanky" Barber, another U-2 pilot, circled the aircraft
> in a mobile command vehicle to give the aircraft a final exterior check.
>
>
> I knew that the U-2 is overpowered at sea level. It
> has to be for its engine, normally aspirated like every other turbine
> engine, to have enough power remaining to climb above 70,000 feet. Also,
> we weighed only 24,000 pounds (maximum allowable is 41,000 pounds) and
> were departing into a brisk headwind. Such knowledge did not prepare me
> for what followed.
>
>
> The throttle was fully advanced and would remain that
> way until the beginning of descent. The 17,000 pounds of thrust made it
> feel as though I had been shot from a cannon. Within two to three
> seconds and 400 feet of takeoff roll, the wings flexed, the pogos fell
> away, and we entered a nose-up attitude of almost 45 degrees at a
> best-angle-of-climb airspeed of
> 100 kt. Initial climb rate was 9,000 fpm.
>
> We were still over the runway and through 10,000 feet
> less than 90 seconds from brake release. One need not worry about a
> flameout after takeoff in a U-2. There either is enough runway to land
> straight ahead or enough altitude (only 1,000 feet is needed) to circle
> the airport for a dead-stick approach and landing.
>
>
> The bicycle landing gear creates little drag and has
> no limiting airspeed, so there was no rush to tuck away the wheels. (The
> landing gear is not retracted at all when in the traffic pattern
> shooting touch and goes.)
>
>
> We passed through 30,000 feet five minutes after
> liftoff and climb rate steadily decreased until above 70,000 feet, when
> further climb occurred only as the result of fuel burn.
>
>
> On final approach
>
> Dragon Lady is still drifting toward the upper limits
> of the atmosphere at 100 to 200 fpm and will continue to do so until it
> is time to descend. It spends little of its life at a given altitude.
> Descent begins by retarding the throttle to idle and lowering the
> landing gear. We raise the spoilers, deploy the speed brakes (one on
> each side of the aft fuselage), and engage the gust alleviation system.
> This raises both ailerons 7.5 degrees above their normal neutral point
> and deflects the wing flaps 6.5 degrees upward. This helps to unload the
> wings and protect the airframe during possible turbulence in the lower
> atmosphere.
>
>
> Gust protection is needed because the Dragon Lady is
> like a China doll; she cannot withstand heavy gust and maneuvering
> loads. Strength would have required a heavier structure, and the U-2's
> designer, Clarence "Kelly" Johnson, shaved as much weight as
> possible-which is why there are only two landing gear legs instead of
> three.. Every pound saved resulted in a
> 10-foot increase in ceiling.
>
> With everything possible hanging and extended, the
> U-2 shows little desire to go down. It will take 40 minutes to descend
> to traffic pattern altitude but we needed only half that time climbing
> to altitude.
>
>
> During this normal descent, the U-2 covers 37 nm for
> each 10,000 of altitude lost. When clean and at the best glide speed of
> 109 kt, it has a glide ratio of 28:1. It is difficult to imagine ever
> being beyond glide range of a suitable airport except when over large
> bodies of water or hostile territory. Because there is only one fuel
> quantity gauge, and it shows only the total remaining, it is difficult
> to know whether fuel is distributed evenly, which is important when
> landing a U-2. A low-altitude stall is performed to determine which is
> the heavier wing, and some fuel is then transferred from it to the other.
>
>
> We are on final approach with flaps at 35 degrees
> (maximum is 50 degrees) in a slightly nose-down attitude. The U-2 is
> flown with a heavy hand when slow, while being careful not to
> overcontrol. Speed over the threshold is only 1.1 VSO (75 kt), very
> close to stall. More speed would result in excessive floating.
>
>
> I peripherally see Barber accelerating the 140-mph,
> stock Chevrolet Camaro along the runway as he joins in tight formation
> with our landing aircraft. I hear him on the radio calling out our
> height (standard practice for all U-2 landings). The U-2 must be close
> to normal touchdown attitude at a height of one foot before the control
> wheel is brought firmly aft to stall the wings and plant the tailwheels
> on the concrete. The feet remain active on the pedals, during which time
> it is necessary to work diligently to keep the wings level. A roll
> spoiler on each wing lends a helping hand when its respective aileron is
> raised more than 13 degrees.
>
>
> The aircraft comes to rest, a wing tip falls to the
> ground, and crewmen appear to reattach the pogos for taxiing.
>
> Landing a U-2 is notoriously challenging, especially
> for those who have never flown taildraggers or sailplanes. It can be
> like dancing with a lady or wrestling a dragon, depending on wind and
> runway conditions. Maximum allowable crosswind is 15 kt.
>
>
> The U-2 was first flown by Tony Levier in August
> 1955, at Groom Lake
> (Area 51), Nevada. The aircraft was then known as
> Article 341, an attempt by the Central Intelligence Agency to disguise
> the secret nature of its project. Current U-2s are 40 percent larger and
> much more powerful than the one in which Francis Gary Powers was downed
> by a missile over the Soviet Union on May 1, 1960.
>
>
> The Soviets referred to the U-2 as the "Black Lady of
> Espionage" because of its spy missions and mystique. The age of its
> design, however, belies the sophistication of the sensing technology
> carried within. During U.S. involvement in Kosovo, for example, U-2s
> gathered and forwarded data via satellite to Intelligence at Beale AFB
> for instant analysis. The results were sent via satellite to battle
> commanders, who decided whether attack aircraft should be sent to the
> target. In one case, U-2 sensors detected enemy aircraft parked on a
> dirt road and camouflaged by thick, overhanging trees. Only a few
> minutes elapsed between detection and destruction. No other nation has
> this capability.
>
>
> The U-2 long ago outlived predictions of its demise.
> It also survived its heir apparent, the Lockheed SR-71 Blackbird. The
> fleet of 37 aircraft is budgeted to operate for another 20 years, but
> this could be affected by the evolution and effectiveness of unmanned
> aircraft.
>
>
> After returning to Earth (physically and
> emotionally), I am escorted to the Heritage Room where 20 U-2 pilots
> join to share in the spirited celebration of my high flight. Many of
> them are involved in general aviation and some have their own aircraft.
>
>
> The walls of this watering hole are replete with
> fascinating memorabilia about U-2 operations and history. Several
> plaques proudly list all who have ever soloed Dragon Lady. This group of
> 670 forms an elite and unusually close-knit cadre of dedicated airmen.
> - - - - - -

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