Training Has Changed Over A Half Century Of
Intelligence, Surveillance And Reconnaissance Missions
For a lot of people say ... under 30, or maybe even older, when
you mention "U-2" they think of a very successful band fronted by a
musician named Bono. But for the past 55 years U-2 Dragon Lady
crews have soared high above the earth collecting intelligence,
surveillance and reconnaissance information to aid in the fight
against enemy forces. Throughout the years, even with the advances
in technology, the mission remained the same.
Over time, several changes in the aircraft and protective
equipment have evolved to help the U-2 and its pilots better
perform their mission. Training to become a U-2 pilot has also
evolved from "learn on the fly" to a detailed training course
requiring approximately nine months to complete.
In the late 1950s, when the first U-2 pilot trainees were
becoming familiar with the aircraft, there were no instructors, no
two-seater trainer aircraft, no ejection seats, no full pressure
suits, no full-scale base at which to train and no technical
manuals or history for reference. In 1957, there was simply a dried
up lake in Nevada called Groom Lake with a bare-bones training
ground the pilots referred to as "The Ranch".
The U-2 had no operational testing done by the Air Force before
its pilots graced the cockpit. The pilots tested the aircraft while
learning its movements and capabilities. The shiny, silver,
short-nosed structure far differed from the flat, black, long-nosed
platform of today. Pilots also wore a silver, skin-tight partial
pressure suit to protect them at high altitudes, which was also new
to the Air Force.
The U-2 was a low-budget aircraft even for the 1950s, said
retired Lt. Col. Tony Bevacqua, one of the first U-2 pilots. The
plane wasn't given the best instruments or equipment available at
the time, and it wasn't until later in the program that the cockpit
was upgraded to give U-2 pilots what they need to perform the
mission as easily as possible. It was flown to Groom Lake in pieces
and then assembled and flown by a Lockheed test pilot. Upon the
Lockheed pilot's approval of the assembly, the aircraft was handed
over to the Air Force and training began.
Colonel Bevacqua recalled his time at Groom Lake and how he was
completely focused on learning a brand new style of flying. "There
wasn't anything to do except fly and get the training," Colonel
Bevacqua said. "It was pretty boring really, unless we were
learning the new system."
The beginning of the U-2's history was highly classified. Pilots
were interviewed by members of the Central Intelligence Agency and
when accepted were off on an adventure they knew little to nothing
about. "All I knew was that I was going to Connecticut for a
pressure suit fitting and then to Wright-Patterson (Air Force Base,
Ohio,) for altitude chamber training and a further fitting,"
Colonel Bevacqua said. "I was told I would be flying to March AFB
(CA) and meet a guy there who would take me the rest of the
way."
Upon arrival at Groom Lake, they were thrust into training and
performed numerous touch and go flights as they adjusted to the
handling characteristics of the U-2. Within a week of training,
pilots performed their first high-flights in the partial pressure
suit. "The partial suit was fitted and acted like a girdle,"
Colonel Bevacqua said. "It was skin tight throughout and when you
lost pressurization, the external hoses would enlarge and tighten
the suit more. It did its job by preventing your blood from
boiling, but it was very uncomfortable."
The first pilots arrived at Groom Lake and completed their
entire training in less than three weeks. They flew to Laughlin Air
Force Base, Texas where they became operational pilots and
instructor pilots for the second class. "Everything back then was
pushing the envelope to get somewhere where human beings weren't
designed to go," said Maj. Mark Ferstl, a U-2 student pilot at the
1st Reconnaissance Squadron. "They didn't have a lot to go on, but
in some ways the lack of knowledge and experience may have been a
motivator."
In today's training, pilots are interviewed first, which
includes several interview flights at low altitude to see how a
pilot handles the aircraft. Once accepted into the program, they
fly T-38 Talons for three months and learn survival skills before
even sitting in a U-2 cockpit again. Part of their survival
training includes several training sessions in the high-altitude
flight chamber at the 9th Physiological Support Squadron.
Major Ferstl said it's a big confidence booster once the training
is complete and pilots are comfortable in the suit. "The full
pressure suit has not failed anybody at altitude," he said. "The
people at suit training want to prove to you that the suit is going
to save your life, and they do that. They take you up to altitude
in the chamber, and it's a great confidence builder."
Major Ferstl said it was hard to imagine how the first pilots
went through training not knowing if the pressure suit was going to
save them. "Knowing what I know now, I probably wouldn't fly in a
partial pressure suit," he said. "Those guys were the pioneers,
pushing the envelope, and they've forged the way for us."
Once they are comfortable in the pressure suit and qualified to
fly the T-38, pilots then fly two-seater U-2s at low altitudes with
an instructor pilot. By flying in two-seater aircraft, pilots learn
the characteristics of the U-2, and instructors can test them on
different aspects of flight. "The instructors are phenomenal,"
Major Ferstl said. "We've got the best instructor pilots and they
are very understanding and professional. They've all been where we
are and are amazing pilots and instructors."
U-2 Cockpit USAF Photo
Once their low sortie flights are completed, student pilots will
take off on a high flight with an instructor. Once the instructors
deem them qualified, students will perform solo flights at low
altitudes, then complete several solo high flights before
graduating the program. Student pilots will fly 20 U-2 sorties
before graduating the program and deploying for the first time.
"The training does a great job giving you a well-rounded
experience," Major Ferstl said. "I fully expect what I learned here
will get me through my first few deployments, but you can always
learn more."
The U-2 training program has evolved during the past five
decades. State-of-the-art equipment is now available to student
pilots and more time is spent on their training to ensure they're
capable of piloting such a unique aircraft. When the program first
started, its secrecy and unfamiliarity provided challenges to
pilots like Colonel Bevacqua who paved the way for today's newest
U-2 pilots. With the advancements in technology and a full history
book to learn from, today's U-2 pilots, such as Major Ferstl, are
trained by experienced instructors, on the best available
equipment, to become more capable of delivering high-altitude
intelligence, surveillance and reconnaissance data.