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FLIGHTSI
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U2R.DOC
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1992-12-24
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Lockheed U-2R\ER-1 - Rod Conklin 76525,3706
Files In This Package:
U2R_____ - These are the aircraft files. To use, copy
U2R_____.SIM them to your FS4 Directory and select them
like any other aircraft. Both aircraft use ER1_____ the same flight model, the ER-1 is the NASA
ER1_____.SIM research version of the aircraft.
REF-U2R.SIM - This is the source SIM file I used to create
the flight model.
U2R.AFX - This is the packed aircraft for use with AAF.
Aircraft History and Specifications:
The Lockheed U-2 was built in the early 1950's and first flown in
1955. It's primary purpose was (and still is) to provide a high altitude
platform for various means of intelligence collection. In the 1950's and
1960's, it's role was to fly over the Soviet Union, photographing ICBM
sites and potential targets. Until 1960, the aircraft's operating ceiling
of 70,000 feet or greater was thought too high to be reached by Soviet Migs or
Surface to Air missiles (SAMS). Unfortunately, this was no longer true
in 1960, when a U-2, piloted by Francis Gary Powers, was shot down over
the USSR by a SA-2 SAM, creating a serious international incident.
I have heard that the aircraft was not actually flying at 70,000 feet
or above at the time of the missile attack, because Powers had problems
with the aircraft which forced him to descend. He was fortunate to
have escaped with his life and, though he spent time in a Soviet prison,
he was finally freed in exchange for a Soviet spy.
Despite the incident over the Soviet Union, the U-2 continued to
be a primary platform for intelligence collection through the 1960's
and 1970's and is still in use today in various roles including weather
recon, high altitude research by NASA, and probably still some intelligence
collection duties. A new variant, the TR-1, is also in use to designate
and guide laser-guided weapons to their targets.
Production of the aircraft continued up to the middle 1980's thus
becoming another of the long-lived successes for Lockheed. The aircraft
depicted here (both as the U2R and the ER1 used by NASA) is intended to
represent a model from the last of the production runs.
Aircraft Specifications:
Length: 63 Feet
Height: 17 Feet
Wingspan: 103 Feet
Ceiling: 80,000 Feet +
Top Speed: 500 Mph (Approx).
Cruise Speed: 460 Mph.
Unfortunately, the references I had for this plane consisted of
more photos and diagrams than complete specifications, but those are
the basics.
Sources:
"The Pictorial History Of American Aircraft" - Bill Yenne
"A field Guide to Airplanes" - M.R. Montgomery, Gerald Foster
The SIM file that I used as a source for the final aircraft came
from FSFORUM, Library 5. It was uploaded by Tom Kopke last year.
My thanks to Tom for providing the flight model.
Notes:
1) The flight model referenced above is essentially unchanged. I did,
however, add functioning spoilers to aid in landings. I am not
sure if that latest version of the aircraft has spoilers, but
from the diagrams I have seen it appears to.
2) The U-2 operates under control of the CIA, so the markings on the
recon versions are usually very few. I only added a serial number
on the U-2R in keeping with this practice. The NASA markings on
ER-1 may not be exactly accurate, but were copied from other pictures
of NASA research aircraft that I have seen.
3) The first thing you may notice about the aircraft is its rather
strange landing gear. The main gear consists of single front
and rear wheel sets which retract normally. The wing gear, which
which sits above the ground halfway out on each wing, is
designed to keep the long wings from touching the ground during
takeoff and normally are dropped as soon as the plane leaves the
the ground. Since that is not possible to duplicate with AAF,
they will work along with the rest of the landing gear.
4) The real aircraft will glide for long distances with the engine
off. The AAF version will do the same, although I cannot say
that it has exactly the same capablity. I once heard a story that
a U-2 on a training flight to the East Coast from Edwards AFB
experienced an engine flame-out somewhere over Tennessee. When
the pilot was asked if he wanted to make an emergency landing at
at nearby AFB, he replied no, that he would glide back to his
home base at Edwards. I have no idea if that story is accurate,
but it might be an interesting experiment to try.