AIRCRAFT ACCIDENT SUMMARY

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06210417
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 22
• Document Creation Date: December 28, 2022
• Document Release Date: April 3, 2017
• Case Number: F-2016-00733
• Publication Date: October 8, 1958

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I COPY-OF 3
I:Ad/tea aixerall Wortoration
ADVANCED DEVELOPMENT PROJECTS
BURBANK. CALIFORNIA
REPORT NO. SP - 1 07
DATE
COPY NO.
8 October 1958
MODEL U-2
TITLE AIRCRAFT ACCIDENT SUMMARY
PREPARED B
REVIEWED BY
APPROVED BY
Clarence L. Joh son
Vice President
Advanced Development Projects
REVISIONS
DATE
PAGES AFFECTED
Jan. 12, 1959
Pane 2, 3, 5, 7, 19
Apr, 1, 1959 Page 2, 3, 5_ 19
(b)(3)
(b)(3)
Apr. 9, 1962 0 All Pages
SFCR FT
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YOCaleed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
TABLE OF CONTENTS
Page
SUMMARY
ACCIDENT CAUSES
UTILIZATION
Figure 1 U-2 Flight Hours & _Major Accidents
Figure 2 U-Z Flight Hours per Major Accident & Major
Accident Rate per 100,000 Flight Hours
1
6
19
2
3
Figure 3 Comparison - Major Accident Rates of Current 5
Jet Fighters, 13-58 & U-2
Figure 4 U-2 Aircraft Requiring Repair as a Result 7
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
of Accidents
U-2 Major Accidents (destroyed aircraft) 8
Altitude vs. Major Accident Causes 9
U-2 Major Accident Distribution by Altitude 11
Total U-2 Pilot Hours at time of Accident 17
U-2 Major Accident Distribution by Total U-2 18
Flight Hours
/oar sla7G
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oerhed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
SUMMARY�
Since the first flight of the U-2 on August 1, 055 until the
present month of April 1962 there have been thirty-three
accidents with these aircraft. Twenty-five of these are
defined as major accidents in accordance with the Flying Safety
Air Force Regulation No. 62-14. This report will deal pri-
marily with these major accidents.
The U-2 has an above average utilization rate for single engine
jet aircraft and as a result of this, the actual accident rate is
not unusual. Figure 1 shows the overall schedule of hours
flown from August 1, 1955 through March 31, 1962 and the
chronological order of the major accidents. Note also that
seven of the twentY-five major accidents listed here have been
repaired.
Another form pf the data is shown in Figure 2 so that the actual
hours flown per major accident can be accounted for. Also,
shown here are the major accident rates per 100,000 flight hours
as used by the Flight Safety Board at Norton AFB.
Although the U-2 major accident rate is higher than we would like
' to see it, recognition must be given to the fact that this rate is
well within current Air Force experience. A comparison of the
Ions S7 61G
SEER-E-T-
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Page 1
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ALTITliDE v viiki.c� J-1. L...1.1..Lact.,4 u or-io
DEFINITE
PROBABLE
341
Personal Equipment
357
Oxygen
380
Wet Oxygen
365
Wet Oxygen
366
Oxygen
360
376
Autopilot
53,000.361
Improper Use Of Flaps,
ALTITUDE
35,000 346
344
24,000 387
Night Refueling
Oxygen
Primary .Pressure
Reducer Malfunction
Below 1,000 FT
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AIRCRAFT CORPORATION
CALIFORNIA DIVISION
SUMMARY (cont)
U-2 and other similar Air Force aircraft is shown on Figure 3.
In this figure a valid comparison is made possible by eliminating
calendar year differences and plotting accident rates against
actual years that the aircraft are in the Air Force inventory.
It can be noted that the U-2 accident rate is far below the Air
Force average for the first and second years of operation. In
its third year of operation and up to the present, the U-2 acci-
denl. rate is still lower than the Air Force average for similar
aircraft
In March 1959 the accident rate of the U-2 was approximately
forty. By obtaining and maintaining good oxygen systems, this
accident rate has been reduced below the March 1959 predicted
rate of twenty-five per 100,000 hours. If the constant training
program of new pilots in these aircraft continues as in the past
it will be difficult to get the accident rate much below the present
level of fourteen to twenty. This rate is reasonable in comparison
to other aircraft in that the U-2 is basically a much simpler air-
craft than the jet fighters.
Page .4
room 1176/6
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,Xeirieed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES
All of the U-2 aircraft involved in accidents or incidents are
listed in Figures 4 & 5. All of the aircraft listed in Figure 4
were repaired whereas the aircraft listed in Figure 5 were
destroyed.
The, repaired aircraft have been classed as major or minor
accidents by the rules of the Flying Safety Air Force Regulation
No. 62-14_ The classifications shown here agree with those
decided upon by the accident boards. This report deals only
with the tenty-five accidents classed as major and primarily
with the eighteen accidents of that group which were completely
destroyedj
The accident causes shown in Figure 5 form a pattern which
indicates that most U-2 accidents fall into one of two categories:
I. Very high -altitude accidents caused or aggravated by
the environmerkt and the malfunction of the oxygen respir-
atory system in sSome- manner.
2. Very low altitude accidents incurred primarily in training
operations.
The U-2 accidents are plotted as a function of altitude in Figure 6
wherein these two definite groups of accidents are apparent.
Page 6
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yak," AIRCRAFT CORPORATION
41111111MMIMillOM� CALIFORNIA DIVISION
U-2 AIRCRAFT REQUIRING REPAIR AS A RESULT OF ACCIDENTS
Air craft
Date
Accident
Serial
Category
342
3-27-56
'Minor
357
11-09-56
Minor
355
11-09-56
Major
343
3-13-57
Major
363
4-11-57
Major
360
6-11-57
Minor
376
4-11-58
Major
389
6-11-58
Minor
343
7-16-58
Minor
350
7-30-58
Ground Crew
348
11-03-58
Minor
379
5-15-59
Major
388
8-03-59
Major
360
2- ?-60
Minor
349
4-05-60
Major
Accident category as defined in Flying Safety Air Force
Regulation No. 62-14. �
�
!ORIN 371174
-SfafT
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Figure 4
Page 7
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U-E MAJUK ACCIDENT5 (DE5TFWYED AIRCRA
A/C Serial
Base
Location
bate
Pilot
Altitude
PRIMARY CAUSE
......� ......_.
Contributory Cause
Definite
Probable
341
Ranch
4/4/57
Max.
Face Plate Latch Failure
Accidental flameout during fuel
pump tests.
344
Edwards
3/1/62
35M
Aerial Refueling
345 .
Ranch
7/1/56
Rose,'
Below 1000
Pilot error; hit ground
.
Hung pogo
346
Germany
9/17/56
Cary v
35M
k--�uel tank over pressure
..
351
H
3/0/61
Chih Yao Hua/
Ground
Pilot error
. 353
Edwards .
9/14/61
Eden"
Ground
Pilot error
Fatigue; landed short, burned
354
Ranch
8/31/56
Grace t/
50 Ft.
Stall; night take-off
Night vision impaired due to
pilot error and possibly use of
approved drugs.
- 357
Ranch
12/19/56
Erickson/
Max.
Oxygen
Pilot error; overspeed
*
360
B
5/1/60 .
.7
Powers
Max.
Surface to Air Missile
.
Hostilities
361
Laughlin
9/26/57
53M
Improper use of flaps
Pilot not recognizing trouble
36.4
Laughlin
8/6/58
Pattern
Pilot error; stall
365
Laughlin
7/9/58
Max.
High oxygen dew point
366
Laughlin
6/28/57
Max.
Oxygen
369
Laughlin
6/28/57
Below 1000
Pilot error
Buzzing town
371
Laughlin
11/22/57
Pattern
Gyro malfunction
Snow, Dark, IFR procedure
376
Laughlin
1/2/62
Max.
Auto-pilot malfunction
377
Edwards
�
9/11/58
20C Ft.
Pilot error; stall on
go-around
Rough landing
380
Laughlin
7/8/58
Walker
Max
High oxygen dew point
Over speed
387
Laughlin
7/14/60
24I I
Oxygen
Primary pressure reducer
malfunction.
*
360 Listed as destroyed aircraft but not considered an accident.
.
I
.
SECRET
Figure 5
Page 8
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- Approved for Release: 2017/03/31 C06210417
Approved for Release: 2017/03/31 C06210417
SECRET
XOCideed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
The distribution of all U-2 accidents is shown in Figure 7
wherein the high and low altitude groups of accidents are
readily. noted.
High Altitude
The following common factors have been noted in the seven
high altitude accidents:
I. Three aircraft slowly spiraled down from maximum
altitude with apparently no control being exerted.
2. Three aircraft; apparently no attempt was made to
escape at a reasonable altitude.
One aircraft; no attempt was ever made to escape:
Two aircraft; the attempt was made very close
to ,the ground.
3. Five aircraft reached excessive speeds and broke up
in the air.
One of these was the aircraft wherein no attempt
was made to escape.
Four aircraft; pilots bailed out, three successfully.
4. In the first five high altitude accidents, the pilot lost
control of the aircraft for an unknown reason; probably
unconsciousness, temporary or permanent.
roGy 5767G
cFCR FT
Approved for Release: 2017/03/31 006210417
Page 10
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Approved for Release: 2017/03/31 C06210417
ott.
AS 03>1031-40
XI
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Approved for Release: 2017/03/31 C06210417
SECRET
Xadeed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
5. Two of the aircraft that spiraled down and landed intact
showed no signs of aircraft malfunctions whatsoever.
The cause of two of the high altitude accidents is fairly well known:
341 The exhalation valve on the face plate failed because of
pin holes in the valve diaphragm. This valve thus did
not seal in order to hold face plate pressure when cockpit
pressure was lost as the result of an engine flameout.
Pilot obviously unconscious - no attempt to bail out until
too late.
357 A leaky fitting in the aircraft side of the oxygen system
permitted pressure to drop rapidly. Pilot noticed
but mild hypoxia resulted and aircraft over speeded.
Pilot successfully bailed out.
The other five high altitude accidents are not felt to be so
definitely known:
365 & 380 Both of these are strongly suspected of having
excessive moisture in their oxygen. This caused the
pressure reducer to freeze up, partially or completely
shutting off the oxygen supply to the pilot. This is com-
pletely covered in LAC Report SP-103.
Page 12
SFCR FT
,ORN ST076
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Approved for Release: 2017/03/31 C06210417
-SECRET-
,Xeikeid AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
In 365 absolutely no attempt was made to escape
obviously unconscious. In 380 the aircraft overspeeded
and pilot later ejected - unsuccessfully:
366 Suspected of having exhalation valve, face plate lock or
regulator trouble. No attempt made to escape until
too late.
360 The result of hostilities. This was the highly publicized
"Powers Indicent".
344 Suspected of exceeding the structural limitations of the
airplane due to extreme gust conditions encountered in
the wake of another aircraft in close proximity. The
pilot was unsuccessful in his attempt to eject.
The use of the terms "oxygen" and "oxygen system" indicates
that some part of the respiratory system gave trouble which
resulted in a deficiency of oxygen to the pilot and subsequent
hypoxia.
The charts indicate that in all of the first five high altitude
accidents, from August 1957 through July 1958, oxygen deficiency
is suspected to have been a common factor.
Page 13
,OP.� S7f1G
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Approved for Release: 2017/03/31 C06210417
%lied AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
Many improvements have been incorporated in the oxygen system
since July 1958 ao that none of the known malfunctions would ever
recur. It is important to note that since these improvements
have been incorporated, only one accident, occurring in July 1960,
has been attributed to the oxygen system. The cause for this
accident is known and has subsequently been corrected.
A total of eleven accidents, including ship 360, have occurred
at altitudes where bail-out or ejection could reasonably be
accomplished.
1. Five of the eleven occurred prior to the incorporation
of the seat ejection system and resulted in three fatalities.
346 No attempt to escape was made.
341 & 366 The attempt to bail out was made too late,
probably due to unconsciousness.
357 & 361 Pilots successfully bailed out
2. The remaining six aircraft, equipped with ejection seats,
resulted in three fatalities.
365 The pilot of this aircraft made no attempt to escape
due to unconsciousness.
344 The attempted ejection was unsuccessful due pro-
bably to canopy restraint.
Page 14
pew 371176
SECRET
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Approved for Release: 2017/03/31 C06210417
,Xeldeed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
380 The pilot of this aircraft successfully ejected
through the canopy and clear of the ship, but
was trapped in the seat when the lap belt did not
release. The pilot also received neck injuries
rendering him unconscious and unable to manually
release the lap belt.
360 This pilot successfully bailed out without attempting
to fire the ejection seat.
376 The attempted ejection was unsuccessful due pro-
bably to canopy restraint, but the pilot, after manu-
ally releasing the canopy, fell from the ship in
inverted flight and survived.
387 This ejection was completely successful. The
canopy was released prior to ejection,
Low Altitude
The low altitude accidents are the result of the extensive pilot
training operations conducted with the U-2. It is a different
airplane to land and take-off, requiring techniques similar to
the 13-47.
Page 15
vo.av 57676
SECRET
Approved for Release: 2017/03/31 C06210417
Approved for Release: 2017/03/31 C06210417
SECRET-
yad e AIRCRAFT CORPORATION
CALIFORNIA DIVISION
ACCIDENT CAUSES (cont)
While the U-2 has experienced many incidents in which the
bicycle type landing gear has been a contributing .factor, the
type of gear has at no time been suspected of contributing-to
any of the major or minor accidents.
Training
The extent of training type accidents can be seen by the list of
total U-2 pilot hours shown in Figure 8. This list indicates
that:
1. Thirteen of these accidents occurred during training
operations. Of these:
Two occurred on the pilot's first U-2 flight.
One occurred on the first high altitude flight.
2. Four of these accidents occurred while conducting an
operational mission.
3. One occurred during a Lockheed flight test.
The U-2 major accident distribution by pilot hours is shown in
Figure 9. The larger percent of U-2 accidents with pilots who
have little U-2 time is apparent in this figure.
Page 16
702.0 67676
SECRET
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Approved for Release: 2017/03/31 C06210417
YOCaleed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
*TOTAL U-2 PILOT HOURS AT TIME OF ACCIDENT
PILOT
TOTAL HRS:
Rose
Cary
Chih Yao Hua
Eden
Grace
Erickson
Walker
This list for the eighteen destroyed U-2 only.
aircraft not shown here.
SECUT
385:59
1090:10
11:30
150:00
27:25
630:00
22:40
40:00
41:05
1:30
218:15
9:10
1:45
155:30
442:00
179:25
27:50
96:50
Seven repaired
Figure 8
Page 17
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