Escolar Documentos
Profissional Documentos
Cultura Documentos
Lockheed
U-2R/TR-1
by Jay Miller and Chris Pocock
ISBN 0942548434
1988
Aerofax, Inc.
P.O. Box 200006
Arlington, Texas 76006
ph. 214647-1105
looks International
lect Ave.
Wisconsin 54020
94-2090
"',X,,,,,,
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
A.
B.
C.
O.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
R.
S.
T.
U.
V.
.......
:~~.
_.;;.~
..
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:
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,
"
\
\,
"'-"
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 '\
....
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.
....
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.
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.
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.
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
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
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.
--
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.
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, 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 ASARS2 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 U2 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
Because of their need to know precisely where they are located at any given moment, ASARS2-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.
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.
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.
OFF
Ull
u1 1
rOller
&qt
,llll~
Ulfll
U2R, 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.
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.
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.
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.
10
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.
11
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.
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.
Type
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
076
141
U-2R
No information available.
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
801079
Delivered initially to Beale AFB and from there assigned to RAF
Alconbury where it serves with 17th RW.
082
20?
TR-1A
801080
Delivered initially to Beale AFB where it serves with 9th SRW. Now
PLSS configured.
083
21?
TR-1A
801081
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.
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.
?
?
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."
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<
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.
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, airto-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 signals.
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
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.
16
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
----
-------_._~
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.
-.,..--
"t1OlJ
u-;
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.
A tota
to b
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.
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.
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.
Lockheed U-2R, 6810336, 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.
1--19
-----------------
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
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.
Lockheed TR1A, 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.
_.,
1
20
LOCKHEED ER.2, 801063-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.
80101>3
r---
NOTE: The exact Federal Standard Specification for black painted U-2 series
aircraft is unavailable to the pUblic at this time. However, at least two colors,
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
of interest, the name ''Iron BaH" has been used in reference to the ReS
lowering paint used on U-2 and SR71 series aircraft.
ARRE:
ANGI.
l=
58.22 sq.'
10'11"
96"
32"
16'2"
63'1"
62.3"
101.2"
12.6 sq.'
4 1 min.
261.8"
~I1U
DUIIIJ
69.33"
17 37 min.
2.047
~l1Ill
DmnK
30,700Ibs.
37,150Ibs.
17,800Ibs.
3,950Ibs.
,."... x
~l!lll
L J
H' F E e
U2R/EP-X
J
21
..
r~... ,lVJOI
~----.~_.
i-~;--~=-'-=:' ~:;:=@
\'' ,.~'\
t -_.&Fi:':::;:':~
"'\
::;~~:::>-
ARRESTING
ANGLES
~''\
HOOK'" ,":i',"~
'''_"'_----1
MODELS:
Testors (U-2RITR-1): lI48th
DECALS:
No decals other than those included with the kit are a'(ailable
at this time.
,r
b=d==CD_~.-=r..1
';~~
CANOPY
"~
rfe..
tll..
.nul
Scale: 1/100th
Drawn by Mike Wagnon
tliAiP
",uO
~U
"".I. ....... ~
mu V
o,
~
'
..~
~=0
:-(. oJ:D
-'
,I
'
i' F E
J l
DEC
BDGJSOQ
I
-------------------------------21
.,.,;;""
II!!IJ!I!'!:_ _ ~ _ - - -..........- - -
-----~-
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
.1
~:i
I:
FUSELAGE
STATION ;
(T
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
/.
.
/-
//-.~
..
.--/
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),
TR/.
C,
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
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
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
~
~
.t;r---~"":;'ft.Jl....--~
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 PLSSequipped 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 datalink 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 TRIAs, 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 datalink antenna fairing under empennage.
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-
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
--~--: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
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
32
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-
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.
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\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
J~
39
.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).
10
,11 12
6'
I"
1/'3/
J9
BATTERY SWfTCH
MAIN DC GENERATOA SWITCH
TRANSFORMER RECTIFIER SWITCH
....
.5.
26.
~.
VlEWSIGHT
STMmSY COMPASS
TACHOMETER
ENGINE PRESSlIRE RATIO
27.
10.
11.
30.
31.
3Z.
12.
13.
I.,
15
33.
34.
35.
36.
1.
2.
STAN06Y ALTIMETER
TRiPlE DISPLAY INOICATQA
~: r=~ ~~~~~igR
5.
e.
7.
S.
t.
:~: ~~~~~~~~lQUANTITY
23.
24.
25.
28
29.
.'i.
SO.
51.
S2.
53.
$I.
55.
38
:.
~~~5~RV~LUME
59.
60
81.
62
63.
64
37.
18
19,
HYORAULIC PRESSURE
FUEL PRESSURE
20.
2.l.
.1.
ENGIHEOILPRESSURE
STALL STRIP HANOtE
.2.
.3.
22.
OEFOO CON"mOl.
CONTROl
INTERPHONE ....UX LISTEN SWITCH
NOSE PRESSURE CONTROLH....NDLE
INSTRUMENT LIGHT CONTROL
~.
51.
SB.
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
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).
a""
iii
g
~.
'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
///;
\'\
..
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
20
22
15 IFFCONTAOL PANEL
:::
~1~31~S~REAKER PANEL
~: ~~i~Eb~~o~OL7ci~~~~iITCH
23.
~: ~~I~~!~~O~OL~J~~~~ITCH
NAVLlGHT5-FLASH-QFF..sTEADY
17
20
~: tc,~~I%~~~GSH~~;:;::b~HSWITCH
~~~II~~~~G:~~~:6~HSWITCH
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
~: ~~L~~~L~RIM SWITCH
9:~. g~I~P~TL~~Me;~~ATURE
13.
::
3:4. FLAP
EMERGENCY FUEL SHUTOFF
CONTROL SWITCH
25
38 PLACARDSPEEDS
39, COCKPIT FAN
TR-1A/U-2R/ER-2
RIGHT CONSOLE FORWARD COCKPIT
TR-1B
RIGHT CONSOLE
FqRWARD COCKPIT
12
3 TRANSMITTER SWITCH
~:~. ~T~~~~:;S~~~~~g~~~EL
~~GI~E
~~. ~~~6~~6~G~:N~~~I~I~I~~~TCH~S
~~' i~~~K~~O~~ioT
HEAT SWITCH
19: WINDSHIELD OEFOGGER SWITCH
20, HOT MIC SWITCH
37
TR-1B
LEFT CONSOLE
AFT COCKPIT
5.
1. CLOCK
HANOLE
11. TACHOMETER
12. EXHAUST GAS TeMPERATURE IND.
13. FREE AlA TEMPERATURE IND.
U. BAILOUT SWITCH
42.
'3.
44.
45.
MI.
47.
'8.
49.
IJ
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
12
11/
TR-1B
RIGHT CONSOLE
AFT COCKPIT
10
'~~i
if
22
I.
20
8. BATTERY SWITCH
9.
10.
11.
12.
13.
I'"
ASSEMBLY
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
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
____
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
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-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.
'"a
r?
~
,..------------------------,
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
.,
<\\
/..(
There are many different nose options available for the U2R and TR-t series aircraft.
Conventional nose is illustrated, with transparency port for T35 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
_
Ii.
18
"
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.
,-
.l!!
-~
:>
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.
//
, !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.
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
~-
12.
13,
14,
15,
16.
11.
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.
'lllOSAfm',1IiIS IlIruon __
r1-"""
.Pl>i&
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
-~-
<J~
(BOTTOM SIDE)
HYDRAULIC
HANDPUMP
HYDRAULIC FLUID
PRESSURE RELEASE VALVE
GH370
_..__s:.::::~;;~J
~
f'
..L .
r--A-C-C-ES-S-P-R-O-V-IS-I-O-N-S-------------------,
"- j
TOW BAR
ASSEMBLY
SULKY ASSEMBLY
COMPLETE
,-~.- ..
:c:
/'(~ ~~
/>
~ f.\?~~~~:M""
\1"
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.
~.
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
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
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
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"MIl.
STAL~E~J~~E~~I~~~..N.I.SM. ~ J"~
,,;{~'-f
l/A
,~~~
)p~~;~/~/ ~'
'
0....""'''..
~c;7f..
//11..,
11
DETAILS
<~//
'" / '
10
,:~,
"~
n
11. SWITCH ACTUATOR
12. CABLE RETAINER
24
dI J.
'''~
..,i
"
~:: ~I~~
DETAIL A
'. J
15.
16.
17.
18.
19
2
0'.
1l~~"
'.
,
l~
~.
.
~.
-,.\[Llo
II
WING TIP
SKID
/"'>
.' _.
,.~.
'::".;;
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
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 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"
46
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.
--t
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.
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
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
Sump Tank
Left Outboard
Right Outboard
Left Inboard
Right Inboard
Tolal
CAPACITY
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)
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
ZONE OF LEAKAGE
Sump Tanks
No leaks allowed.
~
~
-.....
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 sidemounted 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)
.....
.....~
ER2 Qbay looking forward. The Qbayarea is futly pressurized and airconditioned.
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
/'
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)
'.
: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..
iii
I
i
I,...
1:;::'1
,-'''''''~-_.''''''~'-
~,
\.V
(6J
.-
.+
",---"1
"-----'-"""'~~
;J
----~...,
'"
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 KAl02 with a 66 in. equivalent focal length folded
optics lens, as installed in the "Senior Open" nose of a U2R. 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 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.
fItt
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.
-----
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~
""ir;;.","
L..JL.
III'}'" ~'H.
,'"
IW'-'
H
[
"r~li~:'l
_~
r?/
,...",...
_~l.""=-..F'"
~L!.
"11
~~ :;:k~
B HATCH
:;:'lfU;II.T~
J-i...1.
~lJ
~ .~
I~KK
JF=l:3
)".
tii!J
ti.lJ
lktlOIIL-L
l.OI~Cl<
M~X
H HATCH
VIEW LOOKING AT INSIDE OF HATCH
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
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.
ill
"RX9863L(LEFT POD)
RX9863R(RIGHT POD)
ill
In
.....- - - - - - - - - - - - - - - - - - - - ~~W~T~~~TBOARD
.....lIIl.IIlIIIl
52
..1
"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.
;l;]I.~I-S
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.
installation is similar.
VIEW
RQ 135-10 SYSTEM 6
CONTROL PANEL
\~~, ......~~
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.
,..
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.
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:
....
-:-::::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
RG 220 SLING
ASSEMBLY
Install sling forward attachment fittings with two EWe 22-6-58 bolts
and two NAS623424 screws (right and left sides) in existing bolt
be used WITH ENGINE OUT ONLY if EWe bolts are not available.
EXTEWORU~.HT
'.J
LOCATIONS
".
CoD
....
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.
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,
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
-------------
V~R~~t;
-'::~i1~"~
STABILIZER STATION
,
HORIZONTAL
STABILIZER
STATION
~~~~.~
(TR-1 A/U-2R/ER-2)
l<:~~g:::~
i i
4lli~~j~~W~'$.~~8:;;;;~@[]00S0ill08ii~llllr _~_-ltlXl
ii
""
"
:::-1
i!
I I
....,.,,."
,~
",., "c.",."
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~1~1~1~1i1!1
iii I
i i ~ J ;; ; ;; ! ;;; ~ ~ ~ i i
~ ~ ~
~- ~
iii
~ ~ ~ ~ ~ ~ ~
~ ~
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
27.
28.
29.
30.
31.
32.
33.
34.
,/
1.
2.
3.
4.
5. RUDDER
6. FILLER CAP
~: ~~~:~~:~ELTANK6
9. FUEL DUMP