Female U-2 Pilots

[Gregory Matthews]

Today I was part of a group of about 25 civilian clergy, several SDA, others not, who spent the day at Beale Air Force Base, here in California.  

One of the missions of Beale AFB is to fly U-2 aircraft.  That is an aircraft that is designed to fly at above 70,000 feet, for long distances and for extended periods of time.   There is one pilot in the aircraft and that pilot  may spend 9 - 12  hours in flight and under extremely close conditions.  In flight the pilot will be wearing a flight suit that cost the government $250,000 each and a $68,000 helmet.  Those suits and helmet are essentially like those in the Space Station wear when they exit the space station while in space.  The pilots wear one modified to allow them to fly the aircraft.

 

U-2 pilots have a proven history of excellence in piloting other aircraft for the Air Force.   They volunteer to  fly the  U-2 and then go through an extensive veting process in which some wash out.  Others wash out after they are accepted and begin flying the U-2.

I asked when Beale AFB would begin including women among their U-2 pilots.  I was told that they presently had 113 male pilots, but did not  currently have any women flying the U-2s.  However they stated that they had women flying them previously  and they have a woman who was currently going through the vetting process in an attempt to be accepted as a U-2 pilot.

 

 

[Gregory Matthews]

To speak to the question that no one is likely to ask in this forum, but was addressed by AFB personnel:

Prior to each flight, an extensive vetting process takes place in an attempt to determine whether or not the pilot is ready (capable)  to fly the aircraft.  As part of that process,  The food that the pilot has eaten during that past three meals is evaluated.  Normal physiological processes are considered.  A decision is made as to the readiness of the pilot to fly.  The rational behind this is that a so-called accident occurring during the flight will result in both an uncomfortable flight for the pilot and the destruction of a $250,000 suit.  

It should be noted that such accidents do happen regardless of the vetting.  However, if a 2nd accident happens the pilot is removed from the program and does not fly a U-2 again.

 

 

[Gregory Matthews]

On another subject:

It should be noted that the aircraft may be flying above 70,000 feet.  During the flight the aircraft is pressurized.  If a malfunction occurs, and pressurization is lost, the pilot's suit is immediately pressurized to an altitude of 35,000 feet.  

NOTE:  To lose pressure at 70,000 feet would immediately lower the boiling point of blood to below that of the temperature of the body, if the suit was not pressurized to 35,000 feet.

 

 

[Gregory Matthews]

Getting ready to fly is an uncomfortable process.  The pilot cannot put the suit on absent help.  Other Air force have to help the pilot to dress and don the suit.  The pilot can not walk and enter and exit the aircraft unaided.

The U-2 is an interesting aircraft.  The present modes has two (2) small wheels along the center front and back of the aircraft.  The wings are huge.  They have wheels that drop off of the aircraft as it takes off and must be removed from the landing strip.

When the U-2 lands, the wings have "drag strips" that drag along the surface of the runway.

When the U-2 comes in for a landing, it is immediately followed behind by two high speed chase cars driven by U-2 pilots who radio to the pilot in the aircraft telling the pilot how far above the ground the aircraft is.

NOTE:  Our group of clergy was taken to the flight line where we witnessed U-2 pilots practicing take offs and landings.

NOTE:  U-2 can only take off and land under special conditions.  The air turbulence that occurs when a U-2 takes off is such that other aircraft can not immediately take off from the same airport.

 

 

[Gregory Matthews]

Science behind the aircraft?  I have not begun to write about the science behind the suit and why it cost $250,000 to make.  I learned things that I neve knew.

By the way, I picked up a right hand glove and showed it to the other clergy.  I was immediately invited to put it on to see how it fit me, which I did.  The mechanical connection between the glove and the rest of the suit was something else.  Remember it has to be gas tight and flexible enough for the pilot to fly the aircraft.

 

 

[Gregory Matthews]

On April 16, 1975, Cpt. Jon Little was flying a U-2 to the island of Guam.  At 65,000 feet and at an air speed of 470 MPH (U-2s are not known for speed.) the aircraft developed mechanical trouble and it began to tear apart.  Cpt. Little pulled the ejection handle.  In the process of ejecting from the aircraft, he was knocked unconscious and his helmet was damaged.  He fell some 50,000 feet and is estimated to have reached a speed of 614 mph.  At 15,000 feet his parachute deployed automatically and still unconscious he landed in the ocean, still attached to his ejection seat, where his floatation gear was automatically deployed.  NOTE:  The fact that he was unconscious from the moment that he ejected to this landing in the ocean is believed to have possibly saved his life.

Back home, his wife was notified that he had ejected from the aircraft and was missing, but a search was in place as the general areas of his ejection was known.  I believe that he was able to establish radio contact after he regained consciousness.

He was recovered, alive, and continued on in service in the Air Force.

 Cpt. Little is not the only pilot to have survived a high-altitude ejection.

Anyone remember Gary Powers, a U-=2 pilot shot down over the Soviet Union (1960), who survived and was eventually returned to the U.S.