U-2S: America's eyes and ears: Safety is, therefore, an essential component of mission effectiveness

Flying Safety, April, 2002 by Croy Maj Bartholomew

The U-2 program had another excellent year in FY01, with only one Class C Mishap. This is a noteworthy accomplishment when you consider the operations tempo in worldwide locations.

Originally designed as a simple, high-altitude camera platform, the U-2 "Dragon Lady" has evolved into an extremely capable, all-weather reconnaissance system of astonishing versatility. The modern U-2 can carry a 4000-pound equipment payload, tailored to meet the needs of the particular mission it has been assigned. While it will still carry a variety of conventional cameras when tasked to do so, the U-2 can also mount a multi-spectral electro-optical sensor or an advanced synthetic aperture radar. The electro-optical sensor can "see" in a much broader spectrum than the human eye. And, of course, the radar can take high resolution "pictures" at night or through solid cloud decks. In addition to these imaging systems, the U-2's payload can also include a bewildering array of signal collection equipment. The U-2's high-tech hearing is every bit as acute as its vision. Depending on mission requirements, the information gathered by these various sensors can be recorded for future study or transmitted immediately to ground stations for near-real time dissemination to the users in the field.

As good as it already is, the U-2 just keeps getting better. Current upgrade programs include a new electrical system designed to allow the use of even more powerful sensors, a new angle-of-attack display and warning system for enhanced safety, and soon, an all-new cockpit full of cutting edge avionics. These improvements will allow the U-2 to remain highly effective for many years to come.

The one area of U-3 operations where technology seems to have stagnated is in the yoke actuator--the pilot. Due to the glacially slow progress of biological evolution, today's U-2 pilots are physically not much improved over the original 1950's model. True, there have been some small advances in nutritional science. But these seem to have been offset by the widespread effects of excessive junk food consumption. And despite all of the wonderful advances made to the U-2, its peculiar configuration makes it a tremendously challenging aircraft to fly. For this reason, and because U-2 pilots fly high -profile sorties without the benefit of a copilot or a wingman, the 9th Reconnaissance Wing employs a rigorous interview process when considering new pilots for assignment to the U-2 program. Only highly skilled, strongly motivated pilots need apply. (For the specific requirements to apply to the U-2 program, visit the Beale AFB Web site at www.mil.beale.af.mil.) The two-week long interview is absolutely necessary be cause, although the U-2 fairly leaps off the ground and is surprisingly agile at altitudes above FL600, it takes an exceptionally skilled and extensively trained pilot to bring it safely back to earth.

Unfortunately, as the Air Force has become leaner and meaner over the last few years, the pool of qualified applicants to the U-2 program has also shrunk dramatically. And while the number of pilots available to choose from has been reduced, the requirements for hire into the program must, for safety reasons, remain stringent. This trend has made it difficult for the 9 RW to recruit as many new pilots as it needs to replace the ones it has lost to retirements, separations and PCS moves. The resultant critical manning levels coupled with a wartime ops tempo represent one of the U-2 community s greatest safety concerns. To meet this challenge, Operational Risk Management (ORM) has been incorporated into the squadron scheduling process, and ORM is addressed in every preflight briefing.

Squadron flight schedulers use the Computer Aided Aircrew Scheduling System (CAASS) to check currencies and qualifications before assigning aircrew to sorties. Individual training objectives for which the pilot is unqualified or non-current are identified. Instructor pilots are assigned, if required. Squadron supervisors then review the schedule as a 'sanity check' prior to signing the flight authorization. And finally, each pilot reviews an ORM matrix during the preflight briefing. The matrix a dresses issues such as pilot experience level and currency, sortie type, and weather conditions. The pilot is asked to assess his own personal abilities as well, considering such factors as stress and physiological readiness. Number values are assigned to each condition, with cumulative values above a certain level requiring the notification of squadron supervision. In many cases a sortie can be altered slightly to bring the total risk assessment number in line with the expected benefit to be achieved. Occasionally a sortie is cancelled. Of course, there are times when the risk, though high, is considered acceptable because of the overriding requirements of national security. Even then, every effort is made to mitigate the risk, he U-2 and its pilot are both rare commodities, in high demand. Safety is, therefore, an essential component of mission effectiveness, and the past few years of safety statistics show how ORM can be used to mitigate risks.