The Central Intelligence Agency and Overhead Reconnaissance; The U-2 and OXCART Programs, 1954-1974

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Secret ~Q~OR~I
Chapter 2
72
As the deliveries of U-2 airframes to the testing site increased, a
major logistic problem arose: how to transfer Lockheed employees
from Burbank to Area 5 l without arousing a great deal of curiosity.
The project staff decided that the simplest approach would be to fly
the essential personnel to the site on Monday morning and return
them to Burbank on Friday evening. Frequent flights were also neces­
sary to bring in supplies and visitors from contractors and headquar­
ters. Therefore, a regularly scheduled Military Air Transport Service
(MATS) flight using a USAF C-54 aircraft began on 3 October 1955.
James Cunningham promptly dubbed this activity ·•Bissell's
Narrow-Gauge Airline." Less than seven weeks after it started, a
MATS aircraft bound for Area SI crashed on 17 November. killing all
14 persons aboard the plane, including the Project Security Officer,
CIA's William H. Marr, four members of his staff, and personnel from
Lockheed and Hycon. This crash represented the greatest single loss
of life in the entire U-2 program:"
U-2s, UFOs, AND OPERATION BLUE BOOK
High-altitude testing of the U-2 soon led to an unexpected side
effect-a tremendous increase in reports of unidentified flying objects
(UFOs). In the mid- l 950s, most commercial airliners flew at altitudes
between 10,000 and 20,000 feet and military aircraft like the B-47s
and B-57s operated at altitudes below 40,000 feet. Consequently,
once U-2s started flying at altitudes above 60,000 feet, air-traffic con­
trollers began receiving increasing numbers of UFO reports.
Such reports were most prevalent in the early evening hours
from pilots of airliners flying from east to west. When the sun
dropped below the horizon of an airliner flying at 20,000 feet, the
plane was in darkness. But, if a U-2 was airborne in the vicinity of the
airliner at the same time, its horizon from an altitude of 60,000 feet
was considerably more distant, and, being so high in the sky, its silver
wings would catch and reflect the rays of the sun and appear to the
airliner pilot, 40,000 feet below. to be fiery objects. Even during day­
light hours, the silver bodies of the high-flying U-2s could catch the
sun and cause reflections or glints that could be seen at lower alti­
tudes and even on the ground. At this time, no one believed manned
flight was possible above 60,000 feet, so no one expected to see an
object so high in the sky.
" OSA Hisrory. chap. 7. pp. 17-19 (TS Co<lcwor<l).
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