鐵之狂傲

標題: 『每日軍事武器鑑賞』－ U-2「蛟龍夫人」偵察機 [列印本頁]

作者: 克里斯Chris 時間: 07-4-10 18:32
標題: 『每日軍事武器鑑賞』－ U-2「蛟龍夫人」偵察機
SENIOR YEAR / AQUATONE / U-2 / TR-1

The U-2 provides continuous day or night, high-altitude, all-weather, stand-off surveillance of an area in direct support of U.S. and allied ground and air forces. It provides critical intelligence to decision makers through all phases of conflict, including peacetime indications and warnings, crises, low-intensity conflict and large-scale hostilities. When requested, the U-2 also has provided photographs to the Federal Emergency Management Agency in support of disaster relief. The U-2 is a single-seat, single-engine, high-altitude, reconnaissance aircraft. Long, wide, straight wings give the U-2 glider-like characteristics. It can carry a variety of sensors and cameras, is an extremely reliable reconnaissance aircraft, and enjoys a high mission completion rate. However, the aircraft can be a difficult aircraft to fly due to its unusual landing characteristics. Because of its high altitude mission, the pilot must wear a full pressure suit.

作者: 克里斯Chris 時間: 07-4-10 18:33
Early Operations
The product of a remarkable collaboration between the Central Intelligence Agency, the United States Air Force, Lockheed Corporation, and other suppliers, the U-2 collected intelligence that revolutionized American intelligence analysis of the Soviet threat. The Lockheed Skunkworks CL-282 aircraft was approved for production by the CIA, under the code-name AQUATONE, with Richard M. Bissell as the CIA program manager. President Dwight D. Eisenhower authorized Operation OVERFLIGHT -- covert reconnaissance missions over the Soviet Union -- after the Soviets flatly rejected his Open Skies plan, which would have allowed aircraft from both countries to openly overfly each other's territory.

An unusual single-engine aircraft with sailplane-like wings, it was the product of a team headed by Clarence L. "Kelly" Johnson at Lockheed's "Skunk Works" in Burbank, CA. The U-2 made its first flight in August 1955, with famed Lockheed test pilot Tony LeVier, at the controls, and began operational service in 1956.

Members of a unit innocuously designated 2nd Weather Reconnaissance Squadron (Provisional), began to arrive at Adana Air Base in Turkey in August 1956. The extremely sensitive nature of the mission dictated the construction of a secure compound within the base, which did not yet have a perimeter fence. Detachment 10-10 under the Turkey Cover Plan arrive to support a new operation, Project TL-10. The Air Force provided the squadron commander and logistical support, while the Central Intelligence Agency provided the operations officer, pilots, and mission planners. The unit's mission, contrary to its name, had nothing to do with weather. It flew U-2 aircraft at extremely high altitudes to gather photographic imagery and electronic signals for intelligence purposes. The main target of these flights was the Soviet Union.

The American intelligence community would come to rely on this information to assess Soviet technological advances. However, the Soviet Union was not the sole objective of the operation. For instance, in September 1956, Francis Gary Powers flew over the eastern Mediterranean to determine the position of British and French warships poised to assist Israel's invasion of Egypt after Egyptian forces seized the Suez Canal. Other flights followed to gather data on military activity during crises involving Syria, Iraq, Saudi Arabia, Lebanon, and Yemen.

By late 1957, Adana AB (renamed Incirlik AB on 28 February 1958) had become the main U-2 operating location, having absorbed the resources of a unit in Germany. One of the tasks the unit performed involved flying over missile sites in the Soviet Union from forward operating locations at Lahore and Peshawar in Pakistan. For every mission that penetrated Soviet airspace, there was at least one surveillance flight along the border to divert Soviet air defense attention from the intruder. These diversionary flights typically departed Adana AB traveling over Van (in eastern Turkey), Iran, and the southern Caspian Sea to the Pakistan-Afghanistan border; they returned along a similar route. These periphery missions usually collected communications and electronic signals instead of photographic imagery.

作者: 克里斯Chris 時間: 07-4-10 18:33
Variants

Current models are derived from the original version that made its first flight in August 1955. On Oct. 14, 1962, it was the U-2 that photographed the Soviet military installing offensive missiles in Cuba. The U-2R, first flown in 1967, is 40 percent larger than the original U-2 designed by Kelly Johnson in the mid fifties. Current U-2R models are being reengined and will be designated as a U-2S/ST.

The Air Force accepted the first U-2S in October, 1994. The last R model trainer will be converted to an S model trainer in 1999. A tactical reconnaissance version, the TR-1A, first flew in August 1981 and was delivered to the Air Force the next month. Designed for stand-off tactical reconnaissance in Europe,

the TR-1 was structurally identical to the U-2R. Operational TR-1A's were used by the 17th Reconnaissance Wing, Royal Air Force Station Alconbury, England, starting in February 1983. The last U-2 and TR-1 aircraft were delivered to the Air Force in October 1989. In 1992 all TR-1s and U-2s were redesignated U-2R. U-2s are based at Beale Air Force Base, Calif. and support national and tactical requirements from four operational detachments located throughout the world. U-2R/U-2S crew members are trained at Beale using three U-2ST aircraft.

作者: 克里斯Chris 時間: 07-4-10 18:33
Sensors
The U-2's modular payload design allows the aircraft to be reconfigured to perform various missions which include; mapping studies, atmospheric sampling, and collection of crop and land management photographic data for the Department of Energy. The U-2 is capable of collecting multi-sensor photo, electro-optic, infrared and radar imagery, as well as performing other types of reconnaissance functions. An Air Force initiative following Desert Storm demonstrated the ability to locate relocatable targets from the U-2 all weather reconnaissance platform and transfer the data to a precision weapon platform within minutes enabling accurate targeting among multiple items.

The HR-329 (H-cam) uses a high resolution, gyro- stabilized framing system with a 66-inch focal length and folded optical path. Traditionally, the H-cam operates at an angle to provide greater coverage. During Desert Storm, planners experimented with the camera aimed straight down. The detail and clarity impressed planners and amazed theater commanders. Commanders were disappointed, however. that the system could not cover a greater range and still maintain the same detail and clarity. Although the H-cam imagery is especially useful for targeting, battle damage and order-of-battle assessment, targets must be preselected and the technicians must process the film after the aircraft lands.6.

The Intelligence Reconnaissance Imagery System III (IRIS-III) is an optical imagery system that uses a high resolution, panoramic camera with a 24-inch focal length. Employing a folded optical path system mounted on a rotating optical bar assembly, the IRIS-III laterally scans through 140 degrees of the total viewing area. This camera covers a 32-nautical-mile swath on both sides of the aircraft. The IRIS-III provides wider "synoptic" coverage than the H-cam, but it does not have the resolution or NIIRS quality.

作者: 克里斯Chris 時間: 07-4-10 18:39
U-2 Sensor CapabilitiesSensorTypeRangeSYERSelectro-optical120 kmASARSimaging radar180 kmSENIOR GLASS
SENIOR RUBY
SENIOR SPEAR
COMINT/ELINT280 km

作者: 克里斯Chris 時間: 07-4-10 18:39
Upgrades

The Air Force plans to keep the U-2 in service through the year 2020. The U-2A was initially currently powered by the 11,200-lb (5,080-kg) static thrust J57-P-37A engine, which was soon replaced by the U-2B's Pratt and Whitney J-75-13B engine, the engine that powered the F-105. The J-75, due to its age, was becoming increasingly difficult and expensive to maintain and operate. Additionally, increased sensor weight and the J-75's high fuel consumption made it difficult to meet 24-hour coverage requirments in wartime taskings. The aircraft has been upgraded with a lighter, more powerful and more fuel-efficient engine (the General Electric F-118-101). The entire fleet was reengined by 1998. The new engine is cheaper to maintain making the U-2 a more cost effective and responsive reconnaissance platform.
Under Secretary of Defense for Acquisition Druyun has directed that a new Defensive System for the U-2 by acquired using the new "Lighting Bolt" acquisition reform initiatives. The Acquisition decision Memorandum (ADM) directed that an ORD be ready for CSAF signature by 31 Dec 95, however, this was unrealistic. AFMC/CC has been designated as the Defense Acquisition Executive. The ADM also directed a preferred systems concept (PSC) be determined. DRF has requested ASC/RA to conduct a study to determine a PSC. The program consists of a reprogramable Radar Warning Receiver and Jammer capable of detecting and defeating modern threats, cockpit modifications to improve pilot situational awareness, and airframe Infra-Red (I/R) signature reduction. These modifications will greatly increase U-2 survivability, reduce dependence on HVAA and SEAD protection, and greatly increase a CINC's flexibility in employing the U-2.

作者: 克里斯Chris 時間: 07-4-10 18:39
As of 1996 the "special" [aka SIGINT] sensors had not been upgraded since 1991 and were in several different configurations. The multi-sensor role of the aircraft was limited because the Advanced Synthetic Aperture Radar System (ASARS) and Senior Year Electro-optical Reconnaissance Systems (SYERS) sensors could not operate simultaneously. And because of older technologies and implementations, geolocation for precision strike targeting was insufficient for required operations.

Thus in 1996 the House Intelligence Committee directed a budget increase of $57 million for critical U-2 sensor upgrades. Of this amount, $10 million was for improving and downsizing the SYERS sensor such that SYERS and ASARS can be flown simultaneously, and to improve geolocational accuracies by adding a Global Positioning System that will superimpose geo-coordinates directly on collected images. The Committee directed that up to $7 million be used for the ASARS Improvement Program (AIP) to ensure this upgrade can be fielded by fiscal year 1998. The remainder of the funding was applied to SENIOR RUBY, SENIOR SPEAR, and SENIOR GLASS commonality upgrades. The Committee directed the Air Force to upgrade the SPEAR/RUBY sensors to the GLASS configuration, and upgrade the SENIOR GLASS systems to an open architecture configuration consistent with an architectural approach approved by the Defense Cryptologic Program manager.

作者: 克里斯Chris 時間: 07-4-10 18:40
The SENIOR YEAR Defensive System upgrades the U-2 aircraft to survive against current and expected threats and effectively meet growing intelligence requirements of the National Command Authority and warfighting CINCs. The initiative improves threat warning, RF countermeasures, and situation awareness capabilities. Provides group A wiring for all PAI U-2s plus 20 defensive systems with spares. Additionally all aircraft will receive I/R signature reduction and cockpit modifications. Growth provisions for IR warning and countermeasures are currently planned. Upgrades the 苘ANDAID?defensive capability procured for the U-2 as a result of DESERT STORM operations. The U-2 operates in hostile territory within the engagement envelope of long range SAM and airborne interceptor threats. Currently the platform relies on limited on-board situational awareness, political factors, and the inherent protection of high altitude as its only means of defense. The changing technological and international political environments require the pilot to have greater situational awareness and a modern defensive system to continue to operate and survive. Without survivability upgrades, the U-2 must rely on limited CAP and SEAD air assets for protection or maintain stand-off orbits which significantly reduce its ability to collect intelligence information on critical targets. This initiative is migratable to the Tier 2+ Global Hawk UAV. In a response to Joint Staff request for command input on use of U-2 as a penetrator, all CINCs queried stated they intend to employ the U-2 as a penetrating reconnaissance aircraft in future conflicts and unanimously support the fielding of an advanced defensive system capability for the U-2.

The Power Distribution Backbone initiative installs a power distribution backbone which makes the increased electrical capacity available to the sensor payload. The U-2 reengining effort provided increased electrical capacity from 22 KVA to 36 KVA. The power distribution was initially part of the 葢ENIOR SMART?program which was canceled in 1995. Advanced sensors currently in development require increased power to provide on-board processing and utilize additional capabilities. Failure to upgrade the power distribution will result in inability to conduct some simultaneous sensor operations and to fully utilize sensor capability. A related issue is rewiring and electro-magnetic interference improvements (U2007) to reduce the platform electrical emissions 裥oise?floor and permit advanced sensors to receive and process intelligence signals to their full capability. Further savings can be realized by doing mod during PDM together with rewire and JPTS/JP-8 mods.
Rewire and Electro-Magnetic Interference Reduction efforts are intended to remove legacy wiring and cabling throughout the aircraft and replaces it with shielded, grounded, low emission copper and fiber optic wiring. Will take advantage of modern wiring technology to reduce weight and inherent electro-magnetic interference with on board systems. Block upgrade includes single piece windscreen and windscreen de-icer mod. As the U-2 avionics and sensor suites evolved, wiring was added to existing cables and harnesses until it became too expensive to identify and remove old wiring before new wiring was added. As a result, platform integrators have run out of space and weight to introduce wiring for new components. In addition, many of the old systems were grounded to the airframe. This initiative is required to lower the platform electrical emissions 裥oise?floor and permit advanced sensors to receive and process new and developing high interest intelligence signals to the necessary degree. Windscreen changes greatly improve pilot visibility and maintenance access to the cockpit, reduce weight, and conserve power.

Conversion from JPTS to JP-8+100 converts aircraft fuel seals and adds fuel warmers and circulators to current fuel system to allow use of high-test JP-8 fuel rather than thermally stable fuel (JPTS) currently used. This initiative reduces fuel cost to nearly 1/2 of what is currently paid for JPTS. Reduces some special fuel storage and handling requirements at operating locations. Retrofitted aircraft are backwards compatible with JPTS. Further savings can be realized by doing mod during PDM together with rewire and power distribution mods.

作者: 克里斯Chris 時間: 07-4-10 18:40
The Full Motion Simulator provides a full motion simulator to allow realistic training in flight conditions that are impractical or hazardous to practice. Loss of 15% of the U-2 fleet in the last 5 years signaled the need for safety improvements to compensate for a less experienced pilot force. Many flight conditions in the U-2 such as high cross wind landings or heavy weight flame-out landings cannot be safely practiced in actual flight. The Air Force is awaiting for fidelity studies to determine whether simulation of the U-2旧 low level handling characteristics can be accurately portrayed.
The Angle of Attack Indicator (AOA), the 9th Reconnaissance Wing's first priority safety need, is a cockpit indicator which provides the pilot with a visual and audio warning of approach-to-stall. Because the U-2 operates very close to stall during most phases of flight, this tool will greatly increase pilot warning of an approaching stall. Lack of stall warning was indicated as a possible contributing factor to two of the last four U-2 mishaps. The AOA alerts the pilot to approach-to-stall during landings, takeoffs, and operations stages of flight. The U-2 has been termed by CSAF as the "most challenging of Air Force aircraft." It operates within 5 knots of stall speed through most phases of flight. It also performs unique maneuvers, such as low altitude angle of attack changes to release "auxiliary gear" (wing 褜ogos?. Preferred contractor has agreed to provide prototype hardware for testing, however the Senior Year program does not have sufficient funds to conduct test flights or acquisition.

U-2 Oil Quantity Gauge provides a gauge within the cockpit to maintain pilot awareness of engine oil quantity remaining. Several instances have occurred where U-2s were found during post-flight inspections to be extremely low on oil. The U-2 System Safety Group reviewed the incidents and recommended installation of an oil quantity gauge. Little to no non-recurring engineering is required since the prototype U-2S aircraft was designed with an oil quantity gauge, but it was not included in the production program. The oil quantity guage is third priority on the 9th Reconnaissance Wing旧 list of safety issues.

The U-2 Crash Survivable Cockpit Data Recorder records aircraft systems data during flight to assist in mishap assessment after a crash. Other than four two-seat trainer aircraft, the U-2 is a single seat platform which often operates far from normal flight routes. The aircraft systems are extremely complex due to a wide array of sensor systems which interact with each other as well as some platform systems. The data recorder will be invaluable in identifying contributing causes after platform mishaps. The recorder is fourth on the 9th Reconnaissance Wing旧 Safety Priorities list.

U2 Life Support purchases initial issue and spare S-1034 space suit helmets, coveralls, gas retainer liners, and gloves, for U-2 high altitude operations to replace the no longer supportable S-1031 space suit. Also supports on-board life support and survival kits. Includes an SR-71 type oxygen line to the space suit which will greatly improve pilot comfort and safety. The space suit is necessary for high altitude operations which provide the U-2 both it旧 mission capability as well as its primary defense against hostile forces. The special survival kits are necessary for the high altitude environment and compensate for the space suited pilot旧 lack of mobility. A survival kit replacement is needed due to age and wear. The original kits were fabricated in 1967/1968 for the U-2R with additional kits fabricated in 1980/1981 for the TR-1. Money was saved over the years by using a four year overhaul interval instead of replacing kits. The basic components are quickly approaching the end of their serviceable life.) A recent Beale ORI levied a finding that U-2 pilots were being provided suits that did not provide chemical protection. According to the inspection report, this violated WMP, Annex S, Appendix 10, and could "result in loss of life/U-2 asset in wartime or degraded mission effectiveness."

作者: 克里斯Chris 時間: 07-4-10 18:40
The System Integration Laboratory (SIL) provides a ground electronic test bed of U-2 airframe and sensor systems to enable more thorough integration testing prior to flight testing. The U-2 has experienced significant flight test schedule overruns of one to 24 months for new and upgraded sensor and ground station integration, airframe improvement, discrepancy and mishap follow-ups, and ancillary equipment integration. The SIL could reduce flight testing by 20 to 30 percent. It would provide more visibility of software and hardware anomalies in systems and interfaces developed by more than 20 different providers. These anomalies might otherwise be hard to detect and/or isolate in an independent developer旧 test facility prior to flight testing. Even during flight testing the ability to monitor, adjust, and restart test routines is limited. Additionally, flight tests are limited by aircraft availability, flight/weather restraints, and conflicting test requirements.

Airborne Information Transmission System (ABIT) is the next generation of the Common Data Link, providing an extended wide band data link relay to move imagery and other intelligence information from collection platforms to ground stations and/or other airborne platforms anywhere in theater. It provides secure, selectable bandwidth, two way air-to-air-to-surface link with lop probability of detection/low probability of intercept. ABIT offers beyond line of sight range and improved timeliness for real time operations without further taxing already heavily used orbital communications systems. The U-2 is to be used as a test bed for the critical component miniaturization phase of the demonstration for later migration to UAVs.

U-2 UHF SATCOM would provide the U-2 with secure worldwide communications capability. It would also provide for U-2 participation in the Demand Assigned Multiple Access and Future Air Navigation System programs. The U-2S mission profile requires single pilot, single aircraft trans-oceanic flight, and operations far from normal flight routes. Neither current nor proposed UHF radios meet the size, weight, power, and performance requirements necessary to allow the U-2 to in the changing civil and military communications architectures. However, follow-on programs to the UHF DAMA SATCOM Airborne Integration Terminal appear to meet the required parameters. The U-2 previously received funding for beyond line of sight communications and is currently procuring the ARC 217 HF radio. The incumbent HF does not provide worldwide coverage, and UHF trans-oceanic air traffic control networks are not available until after 2000.
Pilot Life Support
The full pressure suit truly stands between life and death for the U-2 aviator. It is the "life vest" of the skies. The U-2 can be a difficult aircraft to fly, and the suit adds one more system that can be a distracter. With decreased visual field of view due to the helmet and aircraft design, landing requires a second U-2 pilot (the mobile officer) to help bring the mission pilot down. Crew coordination [i.e., Crew Resource Management (CRM)] is critical to a successful landing after dealing with the hazards discussed earlier and other mission hazards. A breakdown in teamwork significantly compromises flight safety and can have catastrophic results.

To ensure absolute safety, every screw, bolt, nut, seam, thread, and system gets inspected each time before the aircraft flies. High altitude physiological and life support training associated with the U-2 space suit are vital to protecting the pilot. Every time a Dragon Lady takes off, the life-sustaining physiological equipment enables the pilot to successfully accomplish the mission and come home safely.

As a physical environment, space begins around 125 miles above the earth; but as a physiological environment, it begins at 50,000 feet - the space equivalent zone. Flying in this zone requires the protection of a full pressure suit to protect from the high altitude hazards of hypoxia, decompression sickness, Armstrong's Line, and extreme cold. It is these threats - where regular life support equipment is unable to sustain life - that add a new element to pilot safety. The physiological support equipment the pilot wears creates an environment that minimizes the impact (both physically and physiologically) of flying at extreme altitudes.

作者: 克里斯Chris 時間: 07-4-10 18:40
While in flight, the pilot's "cocoon" provides 100% oxygen at all times - even during an ejection. The pressure suit prevents hypoxia that would be present at the normal U-2 cabin altitude of 29,500 feet. Hypoxia is caused by a lack of oxygen reaching the bodily tissues. The symptoms of hypoxia include blurred or tunnel vision, dizziness, slow reaction time, as well as poor muscle coordination. Without a full pressure suit to provide supplemental oxygen, the pilot has 30 to 60 seconds before becoming incapacitated.

In addition to preventing hypoxia, the 100% oxygen provided to the pilot at least 1 hour before takeoff as well as during flight decreases the high probability of getting decompression sickness by eliminating most of the nitrogen from the aviator's body. Decompression sickness - or the "bends" - occurs when bubbles of nitrogen develop in a person's blood and tissues. This happens after a rapid reduction in surrounding pressure, is exhibited by pain in the joints, and has the potential of being fatal.

The next threat that the space suit protects pilots from is Armstrong's Line. Water boils at a higher temperature at sea level than it does in the Colorado Rockies, and at 63,000 feet in the sky, water boils at 98.6 degrees Fahrenheit - body temperature. In fact, at FL 630, atmospheric pressure equals the water pressure in hte human. As a result, without a pressure suit to protect the pilot in the event of cabin pressurization loss, the water in the aviator's body would escape as a gas thereby causing damage to tissues and blocking blood flow. In this scenario, the air trapped inside the pressure suit protects the pilot from decompression. Therefore, as the cabin altitude goes from FL 295 to FL 700+, the pressure inside the suit increases to maintain a physiological altitude of 35,000 feet - much better than FL 700.

The last high altitude hazard that the space suit protects against is extreme cold. At operational altitudes, the air temperature is 70 degrees below zero. The suit prevents hypothermia, frostbite, and keeps eyeballs from freezing in the event the pilot ejects or loses cabin heat.

Despite all this protection, flying at extreme altitudes still takes a toll physiologically. Heat build-up in the suit due to physical activity - especially during taxi, pattern work, and landing - can be rapid and incapacitating. Discomfort, profuse sweating, fatigue, dizziness, and decreased situational awareness make flying the U-2 even more "interesting." Dehydration is a constant threat due to breathing dry aviator's oxygen for extended periods of time and the sweating associated with wearing a sealed rubber suit. Since going 9+ hours without drinking also compounds physiological problems, fluid intake is vital. All normal physiological maintenance activities - eating, drinking, urination - are complicated in the suit and can increase the stress and fatigue already associated with flying.

作者: 克里斯Chris 時間: 07-4-10 18:41

Specifications
Primary Function	high-altitude reconnaissance
Contractor	Lockheed Aircraft Corp.
VARIANT	U-2A	U-2R	TR-1	U-2S
Wing span	80 feet	103 feet
Length	49.5 feet	63 feet
Empty Weight	11,700 lbs	14,900 lbs [td=2,1]16,000 lbs
Maximum Takeoff Weight	16,000 lb	41,000 lb (18,598 kg)
Maximum Speed	528 mph	510 mph	495 mph	~500 mph
Engine	P&W J57-P-37A	P&W J75-P-13B		GE F-118-101
Engine Thrust	11,200 lbst [td=2,1]17,000 lbst	19,000 lbst
Ceiling	85,000 feet	80,000 feet [td=2,1]90,000 feet
Range	2,200 miles	3,500 miles	4,000 miles	4,600 miles
Endurance on internal fuel	6.5 hours	7.5 hours	12 hours	+10 hours
Date Deployed	Aug 1955	1967	Sep 1981	Oct 1994
Crew	One (two in trainer models)
Cost	Classified			$400 million
Production and Inventory	Production: 30 U-2A all converted to later models and retired by April 1989	Production: 16 U-2B 15 U-2R all converted to later models	Production: 25 TR-1A 2 TR-1B 2 ER-1	Inventory 32 Active force + 4 trainers 0 Reserve 0 ANG

作者: 克里斯Chris 時間: 07-4-10 18:42

Year	Class A Mishaps	Total Annual Flight Hours	U-2 Flight History
1963	1		During the early years of the U-2 program, the aircraft had mishaps. All of these mishaps were investigated, but the reports were limited in number. None were released to the general Air Force community nor were they put into the Safety Center's data base. Also, the flight hours accumulated per year were a closely guarded secret, so the ability to get an accurate mishap rate was very difficult. However, since the U-2 program has been largely declassified, this information is now available. The information provided in this chart is accurate, but the early years should be viewed with a wary eye. This chart represents all of the mishaps the Air Force Safety Center is aware of and all of the flying time flown by the U-2 since 1963. For the years FY63 to FY69, there is no accurate information on flying hours for the U-2 aircraft. The U-2 aircraft was designed and fielded during the height of the Cold War, and this aircraft was one of the most secret US weapon systems. Also, the U-2 was designed in the 1950s ago when there wasn't any computer-aided design, system safety was just a dream, and the technology was on the outer limits of the aircraft industry. However, the U-2 has performed outstandingly against all these odds and has been called upon when the nation needed valuable information on various hot spots in the world. So the mishap rate may be higher compared to newer aircraft (F-15 and F-16) or against aircraft of the same era (B-52 or C-130). But these aircraft have gone through many, many changes during the years of their operation. In the early 1990s the mishap rates were relatively high. However, there was no one main reason for the increase in the mishap rate. This fact made the management of the U-2 program difficult at best. The aircraft is being upgraded with a new engine and other components, but as the Air Force Chief of Staff has indicated, this weapon system is in the sunset of its career.
1964
1965
1966	1
1967	1
1968	1
1969
1970		4,413
1971	1	4,241
1972	1	7,732
1973		10,718
1974		11,425
1975	2	10,791
1976		8,717
1977	1	9,395
1978		8,934
1979		10,126
1980	3	10,800
1981		10,211
1982		10,131
1983		12,555
1984	3	13,257
1985		11,788
1986		13,954
1987		16,785
1988		16,730
1989		17,620
1990	1	18,001
1991		19,820
1992	1	16,597
1993	1	18,085
1994	1	15,643
1995	1	17,726
1996	2	13,762
NOTES: Calender year through 1987, Fiscal Year thereafter No Flight hours data available prior to 1970 SOURCE: U-2 Mishap History and data table Flying Safety Magazine December 1996

作者: 克里斯Chris 時間: 07-4-10 18:42
Operating Locations
Air Force U-2s have been used for various missions, with primary operations originating out of Air Force Plant 42 in Palmdale, CA, Beale Air Force Base, CA, and Alconbury, UK. Beale AFB serves as the U-2's Home station. Besides a full compliment of flightline support, Beale AFB provides full backshop support functions as well as the capability to access depot facilities. Training and operational missions are flown from Beale AFB. It normally supports 12-16 aircraft on-station. All ACC special purpose U-2 aircraft deploy all over the world. These bases have flightline support capabilities, but are limited in back-shop support.
ACTIVE LOCATIONS
Air Force Plant 42 - Palmdale, CA,
Beale Air Force Base, CA
Osan Air Base, South Korea
RAF Alconbury, UK
RAF Akrotiri Air Base, Cyprus

INACTIVE LOCATIONS
Area 51, Groom Lake, NV
Taif Air Base, Saudi Arabia

作者: 克里斯Chris 時間: 07-4-10 18:43
U-2 圖片參考：

U-2 Picture Gallery - imagery OF the U-2
U-2 Imagery Gallery - imagery FROM the U-2

（文章來自:單座單發動機的高空偵察機)

作者: 克里斯Chris 時間: 07-4-10 18:44
U-2偵察機

維基百科，自由的百科全書

U-2

類型偵察機
生產公司洛克希德
設計者凱利·詹森
首次飛行 1955年8月
服役 1956年
使用狀態在役
主要用戶美國空軍
生產數量約86架
單位造價 4億美元(U-2S)[1

作者: 克里斯Chris 時間: 07-4-10 18:44
洛克希德U-2，外號蛟龍夫人(Dragon Lady)，是美國空軍一種單座單發動機的高空偵察機。能不分晝夜於70,000英尺(21,000米+)高空執行全天候偵察任務。在和平時期、危機、小規模衝突和戰爭中為決策者提供重要情報。此機亦用於電子感應器研發、確認衛星資料和校準。

雖然首飛至今已經五十多年，但U-2仍然活躍於前線，服役期較他的繼承者於1998年退役時速達3馬赫的SR-71更長。U-2生產線曾於80年代重開。一份於2005年12月23日由美國國防部核準的機密預算文件中，要求U-2計畫最遲於2011年結束，並於2007年初將部份U-2除役。U-2很大機會會由諾斯洛普·格魯門公司製造的全球鷹無人飛行載具所取代。

作者: 克里斯Chris 時間: 07-4-10 18:45
發展起源
自40年代起冷戰展開，美國對蘇聯國內的情報需求甚切。空軍開始以波音RB-47偵察機闖入蘇聯領空進行高空偵照，當時蘇聯的空防仍然存在漏洞，很多邊界和領空都未有雷達覆蓋，美軍就利用這些空隙進入蘇聯領空進行偵察。到1950年蘇聯的防空政策有非常重大的轉變，開始攻擊一些飛近國界或入侵領空的外國飛機。隨著韓戰於1950年6月爆發，蘇聯的「嚴格防空政策」(severe air defence policy)更延申到遠東地區。1952年8月，蘇聯戰機闖入日本北海道領空擊落1架美國空軍RB-29偵察機，於蘇聯領空進行高空偵照變得愈來愈危險。

因此，美國空軍開始尋求一種飛行高度70,000英尺或以上的亞音速高空偵察機，藉高飛行高到來逃避蘇方戰機攔截，當時最先進的蘇聯戰機—米格-17飛行高度為45,000英尺。1953年7月，空軍要求格倫·L·馬丁公司研究將B-57坎培拉式轟炸機改良成一種超高空偵察機的可行性，也與貝爾飛機公司和費柴爾德公司簽訂研究合同，認為這些小公司能較快完成研發和生產。到1954年1月，3家公司均各自提出了自己的設計。費柴爾德公司提出了M-195設計，單發動機，飛行高度67,200英尺；貝爾飛機公司則提出了67型(後來的X-16[3])設計，雙發動機，飛行高度69,500英尺。而格倫·L·馬丁公司則為B-57加裝了一對大機翼，使飛行高度能達到64,000英尺。

未有與空軍簽訂研究合同的洛竭公司在得知空軍計劃後，於1954年3月開始由凱利·詹森(Clarence "Kelly" Johnson)向空軍將領和文官(civilian official)多次展示飛行高度超過70,000英尺，航程2,000英里的CL-282設計。部份文官對CL-282非常有興趣，但將領們卻相返。一位將領更於展示途中離場，並說對這種沒有起落架和槍炮的飛機毫無興趣。[4]

1954年6月1日，洛竭的設計正式被空軍以單發動機和太怪異為由否決。空軍選定貝爾飛機公司的X-16和改裝現有的B-57成為高空偵察機。並於9月與貝爾飛機公司簽訂建造28架X-16的合同。[5]

1954年7月26日，隨著蘇聯威脅越來越大，總統艾森豪授權占姆士·克林(James Rhyne Killian)成立和領導一個智囊團去研究國家現有的技術能否面對當前的問題[6]。智囊團分為三組，其中一組負責調查美國的情報能力，名為「Project 3」。「Project 3」由埃德溫·蘭德(Edwin H. Land)領導，還有另外5位成員。同年8月，蘭德到華盛頓與一些國內情報機構會面時，從一位中情局官員手中接到一份CL-282設計圖，並告訴他空軍已經否決了這個設計[7]，蘭德看過設計圖後留下了深刻印象。幾天後，他向「Project 3」其他成員展示這份設計圖，所有成員都對這架飛機非常有興趣，並認為中情局較空軍適合於和平時期對蘇聯進行高空偵照。「Project 3」成員於10月向當時中情局局長艾倫·道勒斯(Allen Welsh Dulles)討論CL-282的概念，但道勒斯並不希望中情局接手任何空軍的計劃，即使已經被空軍否決的也一樣。[8]1954年11月初，克林和蘭德與艾森豪總統會面，向他解說CL-282的設計和討論有關高空偵察機的問題。最後，艾森豪總統批准發展CL-282，並同意新高空偵察機計劃應該由中情局負責。[9]

1954年11月23日，艾森豪總統正式批准中情局接手CL-282，並要空軍提供一切必要的協助[10]。12月22日，中情局與洛竭公司簽訂意向書，建造20架CL-282機體和1架雙座型及其他零件，由空軍提供發動機。正式合同於1955年3月2日簽訂，而X-16計劃則於U-2首飛後終止，未有造出實機。

作者: 克里斯Chris 時間: 07-4-10 18:45
設計

於帝國戰爭博物館展示的U-2，可以看到修長的機翼。

由於CL-282設計作偵察之用，因此官方名稱代號並未有使用B-(轟炸機)或F-(戰鬥機)，但它屬高度機密，所以又不能使用偵察機代號。為了隱藏其真實用途，美國空軍於1955年7月選擇了U-(utility，多用途)這個代號，自此CL-282就訂名為U-2。

由於屬高度機密，凱利把設計辦公室遷移到位於加州伯班克(Burbank)的臭鼬工廠(Skunk works)內，並把工程人員安排在離U-2生產線50英尺內的地方工作，以方便工程人員在生產出現問題時能迅速修正。[11]

凱利以F-104星式戰鬥機為藍本，把那對低展弦比(aspect ratio)的機翼換成一對類似滑翔機的超修長機翼，高展弦比的機翼令U-2有著跟滑翔機相似的飛行特性。其獨特的著陸特性和極高的飛行高度，令駕駛U-2的挑戰性非常大。為了保持70,000英尺的飛行高度，U-2A和U-2C必須以最高速度飛行。然而，70,000英尺高空上U-2的失速速度與最高速度只相差5節(每小時9公里)。近九成任務中，U-2飛行員都要把速度保持於那5節之內，飛行高度常常因此而下跌，導致被敵方發現。

為了減輕重量，U-2在製造上採用了很多滑翔機技術，機翼和垂直尾翼只以拉緊螺栓(Tension Bolt)安裝於機身，機翼亦未有像傳統飛機一樣穿過機身以增加強度，內部則載有U-2大部份燃油。[12]而每邊機翼下都裝有1個鈦金屬製的滑橇以在著陸時保護機翼。

另一個外觀特徵就是其起落架，與其他飛機的典型三點式設計(機鼻1個，機翼下2個)不同，U-2的「腳踏車式」起落架只有2個，主翼下方1個，發動機尾下方裝有另1個可轉向起落架。為了於滑行時保持平衡，翼下裝有一對名為「pogos」的拋棄式輔助輪。「pogos」會於U-2起飛時掉落，並由地勤人員回收再用。

U-2原型機設計配備1具重3,820磅，提供13,000磅推力的普惠J57/P31發動機，但由於當時RB-57D都是配備這種發動機，J57/P31的生產數量未能完全供應兩種機種使用。因此，U-2原型機只配備一具較J57/P31重276磅，只能產生10,200磅推力的J57/P31。

作者: 克里斯Chris 時間: 07-4-10 18:46
著陸

U-2被公認為空軍中最具挑戰性的機種，對飛行員的技術要求甚高。其修長的機翼令U-2有跟滑翔機相似的飛行特性，對側風極之敏感，並傾向於跑道上飄浮，使得著陸非常困難。

第2飛行員通常會被指定為任務的後備飛行員和機動員(mobile officer)，機動員會坐在1輛高性能追逐車(high-performance chase car)內，並於跑道頭等待。著陸的U-2飛越後，追逐車會以高速跟隨並由車上的機動員通過無線電向飛行員喊出高度。當主起落架與地面相距2英尺時，飛行員會展開翼上的擾流板以降低升力。著陸後，減速板會於機翼後的機身展開來減慢飛機速度，並以一邊翼尖觸地。

U-2停下後，在附近待命的地勤人員會為U-2裝上「pogos」輔助輪。地勤人員會先將「pogos」安裝於較「輕」(未有觸地)的一邊機翼，然後由兩名地勤人員以自身重量把安裝了「pogos」一邊機翼拉下，並由第3位地勤人員於另一邊機翼安裝「pogos」。完成之後，U-2會以自力滑行到停機坪。

滑行中的U-2與其身後的高性能追逐車

作者: 克里斯Chris 時間: 07-4-10 18:47
壓力衣

穿著壓力衣的U-2飛行員

穿著壓力衣的U-2飛行員由於要在高高度執行任務，而且U-2駕駛艙只保持大慨29,500英尺的氣壓，飛行員必須穿著一種類似太空衣的壓力衣(由大衛克拉克公司製造)以保護飛行員於飛行和彈射時免受以下的危機威脅。但穿著以塑膠物料製造而又密封壓力衣並不舒適，飛行員於飛行途中所產生的熱力未能排出，使飛行員時常汗流浹背。在1次8小時的任務中，飛行員體重會下降6磅至8磅左右[13]。

缺氧
壓力衣於飛行和彈射時為飛行員提供100%純氧，在沒有供氧的情況下，飛行員會出現視界狹窄、暈眩、反應緩慢等徵狀，並於30-60秒內失去意識。

減壓症
飛行員會於飛行前1小時前開始呼吸100%純氧，以排出體內的氮，減低減壓症出現的機會。

嚴寒
於70,000英尺高空，溫度只有零下70℃，壓力衣於彈射和駕駛艙暖氣失效時防止飛行員出現體溫過低(hypothermia)、凍傷和眼球結冰。

岩士唐界線
當高度超過63,000英尺時，水的沸點因低壓而降低至37℃，在沒有壓力衣的保護下，飛行員於彈射和駕駛艙失壓時體內的水份會因體溫而蒸發，損害肌肉組織和堵塞血液運行。

作者: 克里斯Chris 時間: 07-4-10 18:47
U-2航母操作計畫

1963年起，中情局開始名為「鯨魚傳說」(Project Whale Tale)的計畫，試驗於航空母艦上操作U-2，以克服U-2的航程限制[14]。貌似滑翔機的U-2能在飛行甲板直接起飛，而不需要彈射器的協助。而非常低的降落速度亦令著艦變得容易，即使未能勾上攔截索，發動機亦能提供足夠動力讓U-2重飛。

首次試驗於1963年8月5日進行，洛克希德試飛員成功自小鷹號的甲板起飛。但飛機於著艦時出現彈跳的情況，只能於甲板末勉強重飛。經這次失敗後，美國海軍把3架U-2A改裝，加固起落架、加裝捕捉鉤(arresting hook)及於機翼上裝設擾流板(spoiler)，並更改型號為U-2G。1964年3月2日，U-2G成功於遊騎兵號上起飛和著艦。及後幾天，洛克希德試飛員和中情局飛行員都曾進行多次試飛。

試飛成功後，中情局於1964年5月派遣U-2G執行第一個任務，也很可能是唯一一次任務，監測法國於穆魯羅亞環礁進行的核試。

1969年11月，更大的U-2R亦成功於美利堅號上試飛。但由於航空母艦需要大量艦隻護航，隱蹤性差而且操作費用高昂，因此U-2航母操作計畫於1969年終止。[15]

作者: 克里斯Chris 時間: 07-4-10 18:48
折損
U-2共建造86架左右，初期折損率非常高，自1957年美國空軍開始使用U-2後1年半內就損失了9架[16]，截至2001年有40架嚴重損壞或全毀，曾多次於蘇聯、古巴及中國上空被擊落。其中一些U-2更是自損毀的飛機中取得零件建造。

於中國上空被擊落的U-2
※所有於中國被擊落的U-2都隸屬中華民國黑貓中隊
1962年9月9日，於江西南昌上空被擊落，飛行員陳懷生被俘，送院後死亡。
1963年11月1日，於江西上饒上空被擊落，飛行員葉常棣被俘，於1982年11月10日獲釋。
1964年7月7日，於福建漳州上空被擊落，飛行員李南屏身亡。
1965年1月10日，於內蒙古包頭上空被擊落，飛行員張立義被俘，於1982年11月10日獲釋。
1967年9月9日，於浙江嘉興上空被擊落，飛行員黃榮北身亡。[17]

一具U-2發動機於古巴首都哈瓦那展示
於古巴上空被擊落的U-2
1962年10月27日，一架隸屬第4080戰略偵察聯隊(4080th Strategic Reconnaissance Wing)的U-2於古巴上空被SA-2防空飛彈擊落，飛行員魯道夫·安德遜(Rudolph Anderson)少校身亡。

於蘇聯上空被擊落的U-2

1960年5月1日，一架U-2於葉卡捷琳堡附近被SA-2防空飛彈擊落，飛行員加里·鮑爾斯成功彈射逃生後被俘，1962年2月10日獲釋。

其他意外
2003年1月26日，一架U-2於南韓烏山空軍基地附近墜毀，傷及地面3名南韓人，該機全毀並對周圍造成嚴重破壞。飛行員彈射逃生受輕傷。事件調查報告指發動機出現問題及天氣惡劣導致意外。[18].

2005年6月21日22時30分(UT)一架U-2自阿富汗執行任務後於回航途中墜毀。[19] 於事故中殉職的飛行員隸屬基地位於阿布扎比宰夫拉空軍基地的第380空中遠征聯隊。空軍調查認為飛機於夜間接近基地預備著陸時墜毀，當時飛機出現機械故障導致液壓、主儀表顯示器和內部照明失靈。令飛行員誤認為發動機失效，飛機一直下降直至墜毀。[20]

作者: 克里斯Chris 時間: 07-4-10 18:49
型號

隸屬美國國家航空暨太空總署的ER-2

U-2R於1967年首飛，比原型機尺寸更大、功能更多。TR-1A則是一種戰術偵察型，於1981年8月首飛，設計用於歐洲進行遠距離外戰術偵察(standoff tactical reconnaissance)，機體結構與U-2R相同。這兩個型號與其他U-2最大分別是兩邊機翼下分別裝有一個用於裝載儀器的超級吊艙(Superpod)。駐紮於英國埃爾肯布利皇家空軍基地的第17偵察聯隊曾於1983年到1991年間使用TR-1A。最後一架TR-1於1989年10月交付美國空軍。1992年所有TR-1都更改型號為U-2R。而TR-1的雙座教練機TR-1B則更改型號為TU-2R。更新F-118-101發動機的U-2R就更改型號為U-2S。

隸屬美國國家航空暨太空總署的ER-2另一個衍生型ER-2(Earth Resources，地球資源)由美國國家航空暨太空總署使用，進行高空民用研究，包括地球資源、天文觀測、大氣化學與大氣動力學和海洋動力學。

U-2A — U-2偵察機首個量產型號，使用J57-P-37A發動機
WU-2A — 天氣及大氣層調查機
U-2B — 改良型，使用J57-P-31發動機
U-2C — 改良型，使用J75-P-13發動機
U-2CT — 雙坐教練機
U-2D — 雙坐高空調查機
U-2EPX — 為美國海軍計劃的海上偵察型
U-2G —加固起落架、加裝捕捉鉤及擾流板
U-2R (TR-1) — 更大的機身和機翼，翼下裝有超級吊艙，使用J75-P-13B發動機
U-2S — 與R型相同，使用F118-GE-101發動機

作者: 克里斯Chris 時間: 07-4-10 18:49
基地
現存的U-2均隸屬加州畢爾空軍基地(Beale Air Force Base)的第9偵察聯隊(9th Reconnaissance Wing)，飛行員亦於畢爾空軍基地接受訓練。截至2005年共有29架單座和5架雙座U-2在役。另外還有2架以德萊頓飛行研究中心(Dryden Flight Research Center)為基地的ER-2。

近況
2006年1月，美國國防部長拉姆斯菲爾德宣佈U-2機隊將於未來陸續退役。為了減少國防支出和重整空軍架構，E-4B機隊和部份B-52亦會退役。國防部長拉姆斯菲爾德表示這些變動不會影響空軍的偵察任務，U-2的角色會由衛星和全球鷹無人偵察載具所取代。

但是國會已經要求壓後U-2S的退役時間，因為至今仍然未有一種系統能完全取代U-2，全球鷹和無人技術(unmanned technology)在資源和技術上很明顯都未能達到U-2的水準。

規格(U-2R)
一般規格
機組人員: 1名
長度: 62 英尺 9 英寸 (19.1 米)
翼展: 103 英尺 (30.9 米)
高度: 16 英尺 1 英寸 (4.8 米)
空重: 14,990 磅 (6,800 公斤)
最大起飛重量: 41,000 磅 (18,600 公斤)
推進器: 1× 普惠J75-P-13B 渦輪噴氣發動機, 17,000 lbf (76 kN)
性能
最大速度: 510 mph (每小時821公里)
航距: 3,500 哩 (5,633 公里)
實用升限: 90,000 英尺 (27,430 米)
有關以上單位與名稱的敘述，請參閱Wikipedia:WikiProject Aircraft/Units key.

作者: 克里斯Chris 時間: 07-4-10 18:51
U-2擊墜事件

維基百科，自由的百科全書

U-2擊墜事件發生在1960年5月，一架美國洛克希德U-2偵察機在蘇聯上空被擊落。美方最初否認，但當蘇方向外界展示被俘的機師和U-2偵察機殘骸時，美方終於承認該機進行間諜活動。事件令美蘇關係達到冷戰以來的低點。

現存於莫斯科的U-2偵察機殘骸

1960年5月1日(巴黎四國首腦會談前15天)，一架洛克希德U-2偵察機由加里鮑爾斯駕駛從巴基斯坦白沙瓦空軍基地升空，計劃飛越蘇聯領空然後在挪威的博德機場降落。這次任務目標為蘇聯斯維爾德洛夫斯克與普列謝茨克附近的洲際飛彈研發基地。由於U-2的極高飛行高度(70,000呎)令到蘇聯戰機未能夠作出攔截，蘇聯防空部隊連射14枚SA-2防空飛彈，其中一枚擊中加里鮑爾斯坐機。跟據投奔西方的蘇聯駕駛員域陀貝侖科(1976年9月駕駛著米格-25戰鬥機降落日本北海道函館)憶述，當時一架監視鮑爾斯坐機的蘇聯戰機亦被一枚防空飛彈擊中。鮑爾斯的坐機嚴重受損於凱薩琳堡附近墜毀，鮑爾斯在跳傘著地後被俘。

鮑爾斯失蹤4天後，美國國家航空暨太空總署發佈一份非常詳細的新聞稿提到一架飛機在土耳其北部失蹤。並推斷駕駛員可能已經失去意識，但自動駕駛仍然在運作。還宣稱駕駛員曾經在緊急頻道上表示遇到氧氣問題。為了令以上事件更讓人信服，一架U-2偵察機被塗裝成太空總署的顏色，並向傳媒展示。

蘇聯總理赫魯雪夫得知事件後，向蘇聯最高蘇維埃宣佈擊落了一架間諜機。美國於是發表聲明，宣稱該飛機為一架"天氣調查飛機"，駕駛員的氧氣系統在飛越土耳其時出現問題而迷航進入了蘇聯領空。白宮方面認為機師已經死亡，蘇方宣稱的間諜機就是這架"天氣調查飛機"，並聲稱絕對無計劃意圖侵犯蘇聯領空，還把所有U-2停飛作氧氣系統檢查。

作者: 克里斯Chris 時間: 07-4-10 18:51
5月7日，赫魯雪夫發表了一個驚人言論:

我一定要告訴你一個秘密. 我第一次報告時是刻意沒有說那駕駛員仍然生還....現在看看美國人說了多少蠢話"

不單只鮑爾斯生還，飛機殘骸也基本完好。蘇方更成功尋回照相機，並將相片沖曬出來。鮑爾斯的求生包，包括7500盧布和一些女性首飾也被尋回。大部份飛機殘骸和求生包中的一些物品都在莫斯科展出。

結果蘇美巴黎峰會失敗收場，很大程度是因為艾森豪威爾拒絕赫魯雪夫的要求就事件道歉。赫魯雪夫在5月16日離開會談。

鮑爾斯於8月19日被控間諜罪成，判入獄3年及奴役7年。他服刑了一年零九個月後，在1962年2月10日以他交換Vilyam Genrikhovich(KGB上校，在美國因間諜罪被捕)。

事件亦加快了美國對間諜衛星的研發速度。

作者: aesir 時間: 07-4-10 20:30
駕駛Ｕ－２偵察機被擊墜率最高以及飛行員殉職最多的就是以前的空軍“黑貓中隊”啊！我是有聽過這個中隊，但沒想到他們還有這樣的過往。另外，Ｕ－２於“古巴危機”期間在古巴上空被擊落的事我也知道，因為在凱文．科斯納主演的“驚爆十三天”這部電影中有演出這一段故事。

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