Editing Lockheed U-2 (section)

==Development==

===Background===
After [[World War II]], the U.S. military desired better strategic [[aerial reconnaissance]] to help determine Soviet capabilities and intentions, and to prevent being caught off-guard as it had been in the [[attack on Pearl Harbor]]. The Air Force commissioned the 'Beacon Hill Report' from [[MIT Lincoln Laboratory|Project Lincoln]] at the [[Massachusetts Institute of Technology]], which was researched in 1951–1952 and delivered in 1952. The committee was led by Carl F. P. Overhage and was overseen by the Air Force's [[Gordon P. Saville]], and included [[James Gilbert Baker]] and [[Edwin H. Land]], who would design the specialized optics in the U-2.{{sfn|Pedlow|Welzenbach|1992|pp=327-330}}

During the early 1950s, the best intelligence the American government had on facilities deep inside the Soviet Union were World War II German [[Luftwaffe]] photographs taken during the war of territory west of the [[Ural Mountains]], so [[United States aerial reconnaissance of the Soviet Union|overflights]] to take [[Aerial photography|aerial photographs]] of the Soviet Union would be necessary. The committee suggested a plane with advanced optics, flying above {{convert|70000|ft|m|-2}}.{{sfn|Pedlow|Welzenbach|1992}}<ref>{{cite book | last = Temple | first = L | title = Shades of Gray National Security and the Evolution of Space Reconnaissance | publisher = American Institute of Aeronautics and Astronautics | location = Reston, Va | year = 2005 | isbn = 1563477238|page=50 }}</ref><ref name="beacon">{{Cite web |title=Beacon Hill Report: Problems of Air Force Intelligence and Reconnaissance |author=Project Lincoln: Massachusetts Institute of Technology |work=governmentattic.org |date=15 June 1952 |access-date=24 May 2020 |url=https://www.governmentattic.org/12docs/USAF-BeaconHillReport_1952.pdf |archive-date=3 August 2020 |archive-url=https://web.archive.org/web/20200803114402/https://www.governmentattic.org/12docs/USAF-BeaconHillReport_1952.pdf |url-status=live }}</ref>

After 1950, Soviet air defenses consistently intercepted all aircraft near the country's borders—sometimes even those in Japanese airspace. Existing US reconnaissance aircraft, primarily bombers converted for reconnaissance duty such as the [[Boeing B-47 Stratojet|Boeing RB-47]], were vulnerable to anti-aircraft artillery, missiles, and fighters. Richard Leghorn of the [[United States Air Force]] suggested that an aircraft that could fly at {{convert|60000|ft|m|-2}} should be safe from the [[Mikoyan-Gurevich MiG-17|MiG-17]], the Soviet Union's best [[interceptor aircraft]], which could barely reach {{convert|45000|ft|m|-2}}. He and others believed that Soviet radar, which used American equipment provided during the war, could not track aircraft above {{convert|65000|ft|m|-2}}.{{sfn|Pedlow|Welzenbach|1992|pp=4–5,22}}

At the time, the highest-flying aircraft available to the US and its allies was the [[English Electric Canberra]], which could reach {{convert|48000|ft|m|-2}}. The British had already produced the PR3 photo-reconnaissance variant, but the USAF asked for English Electric's help to further modify the American-licensed version of the Canberra, the [[Martin B-57 Canberra|Martin B-57]], with long, narrow wings, new engines, and a lighter airframe to reach {{convert|67000|ft|m|-2}}. The U.S. [[Air Research and Development Command]] mandated design changes that made the aircraft more durable for combat, but the resulting [[Martin RB-57D Canberra|RB-57D]] aircraft of 1955 could only reach {{convert|64000|ft|m|-2}}. The Soviet Union, unlike the United States and Britain, had improved radar technology after the war, and could track aircraft above {{convert|65000|ft|m|-2}}.{{sfn|Pedlow|Welzenbach|1992|pp=5–7}}

===Lockheed proposal===
It was thought that an aircraft that could fly at {{convert|70000|ft|m|-2}} would be beyond the reach of Soviet fighters, missiles, and radar.<ref>{{Citation |last=Miller |first=Herbert L. |title=Suggestions re: The intelligence value of Aquatone |date=17 July 1956 |url=http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB54/st04.pdf |access-date=10 March 2009 |publisher=Central Intelligence Agency |archive-date=11 December 2007 |archive-url=https://web.archive.org/web/20071211043304/http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB54/st04.pdf |url-status=live }}</ref> Another Air Force officer, John Seaberg, wrote a [[request for proposal]] in 1953 for an aircraft that could reach {{convert|70000|ft|m|-2}} over a target with {{convert|1500|nmi|mi km|lk=on|abbr=on}} of operational radius. The USAF decided to solicit designs only from smaller aircraft companies that could give the project more attention.{{sfn|Pedlow|Welzenbach|1992|pp=8–9}} Under the code name "Bald Eagle", it gave contracts{{sfn|Pocock2005|p=10}} to [[Bell Aircraft]], [[Glenn L. Martin Company|Martin Aircraft]], and [[Fairchild Aircraft|Fairchild Engine and Airplane]] to develop proposals for the new reconnaissance aircraft. Officials at [[Lockheed Corporation|Lockheed Aircraft Corporation]] heard about the project and decided to submit an unsolicited proposal. To save weight and increase altitude, Lockheed executive John Carter suggested that the design eliminate landing gear and not attempt to meet combat [[load factor (aeronautics)|load factors]] for the airframe. The company asked [[Clarence Johnson|Clarence "Kelly" Johnson]] to come up with such a design. Johnson was Lockheed's best aeronautical engineer,{{sfn|Pedlow|Welzenbach|1992|pp=8–10}} responsible for the [[Lockheed P-38 Lightning|P-38]] and the [[Lockheed P-80 Shooting Star|P-80]]. He was also known for completing projects ahead of schedule, working in a separate division of the company, informally called the "[[Skunk Works]]".{{sfn|Miller|1995|p=5}}

[[File:U- 2A Dragon Lady "Article 389" at USAF Museum.jpg|thumb|left|Original U-2A at USAF Museum]]
Johnson's design, named '''CL-282''', was based on the [[Lockheed XF-104]] with long, slender wings and a shortened fuselage. The design was powered by the [[General Electric J73]] engine and took off from a special cart and landed on its belly. It could reach an altitude of {{convert|73000|ft|m|-2}} and had a {{convert|1600|mi|nmi km|lk=on|abbr=on}} radius.{{sfn|Jenkins|1998|p=6}} The reconnaissance aircraft was essentially a jet-powered [[Glider (sailplane)|glider]]. In June 1954, the USAF rejected the design in favor of the [[Bell X-16]] and the modified B-57. Reasons included the lack of landing gear, use of the J73 engine instead of the more proven [[Pratt & Whitney J57]] used by the competing designs, and not using multiple engines, which the USAF believed to be more reliable. General [[Curtis LeMay]] of [[Strategic Air Command]] (SAC) walked out during a CL-282 presentation, saying that he was not interested in an airplane without wheels or guns.{{sfn|Pedlow|Welzenbach|1992|pp=11–16}} Having guns could pose a greater risk of exposing the aircraft during flight, and having missiles could expose it to thermal sensors.{{cn|date=May 2025}}

===Approval===
Civilian officials including [[Trevor Gardner]], an aide to [[Secretary of the Air Force]] [[Harold E. Talbott]], were more positive about the CL-282 because of its higher potential altitude and smaller radar cross-section, and recommended the design to the [[Central Intelligence Agency]]'s [[Office of Scientific Intelligence]]. At that time, the CIA depended on the military for overflights, and [[Director of Central Intelligence]] [[Allen Dulles]] favored [[HUMINT|human]] over [[TECHINT|technical intelligence-gathering]] methods. However, the Intelligence Systems Panel, a civilian group advising the USAF and CIA on aerial reconnaissance, had recognized by 1954 that the RB-57D would not meet the {{convert|70000|ft|m|-2}} requirement that panel member [[Allen F. Donovan]] of [[Cornell Aeronautical Laboratory]] believed was necessary for safety. The CIA told the panel about the CL-282. The design elements that the USAF considered to be flaws (the single-engine and light load factor) appealed to Donovan. He was a sailplane enthusiast who believed that a [[sailplane]] was the type of high-altitude aircraft the panel was seeking.{{sfn|Pedlow|Welzenbach|1992|pp=24–26}}

[[Edwin Land]], the developer of instant photography and another member of the panel, proposed to Dulles through Dulles' aide, [[Richard M. Bissell Jr.]], that his agency should fund and operate this aircraft. Land believed that if the military, rather than the CIA, operated the CL-282 during peacetime, such action could provoke a war. Although Dulles remained reluctant to have the CIA conduct its own overflights, Land and [[James Killian]] of [[MIT]] told [[President Eisenhower]] about the aircraft; Eisenhower agreed that the CIA should be the operator. Dulles finally agreed, but some USAF officers opposed the project because they feared it would endanger the RB-57D and X-16.

The USAF's Seaberg helped persuade his own agency to support the CL-282, albeit with the higher-performance J57 engine, and final approval for a joint USAF-CIA project (the first time the CIA dealt with sophisticated technology) came in November 1954. Lockheed had meanwhile become busy with other projects and had to be persuaded to accept the CL-282 contract after its approval.{{sfn|Pedlow|Welzenbach|1992|pp=29–37}}

===Manufacture===
Bissell became head of the project, which used covert funding; under the [[Central Intelligence Agency Act]] of 1949, the [[Director of Central Intelligence|CIA's director]] is the only federal government employee who can spend "unvouchered" government money. Lockheed received a $22.5 million contract (equivalent to ${{inflation|US|22.5|1955|r=1|fmt=c}} million in {{Inflation/year|US}}) in March 1955 for the first 20 aircraft, with the first $1.26 million (${{inflation|US|1.26|1955|r=2|fmt=c}} million in {{Inflation/year|US}}) mailed to Johnson's home in February 1955 to keep work going during negotiations. The company agreed to deliver the first aircraft by July of that year and the last by November 1956. It did so, and for $3.5 million (${{inflation|US|3.5|1956|r=1|fmt=c}} million in {{Inflation/year|US}}) under budget.{{sfn|Pedlow|Welzenbach|1992|pp=39–45}} The Flight Test Engineer in charge was [[Joseph F. Ware Jr.]]{{sfn|Cefaratt|2002|pp=78, 158}}

Initial design and manufacturing was done at Lockheed's Skunk Works factory in [[Burbank, California]], with engineers embedded in the manufacturing area to address problems quickly. Procurement of the aircraft's components occurred secretly. When Johnson ordered altimeters calibrated to {{convert|80000|ft|m|-2}} from a company whose instruments only went to {{convert|45000|ft|m|-2}}, the CIA set up a cover story involving experimental rocket aircraft. [[Shell Oil]] developed a new low-volatility, low vapor pressure jet fuel that would not evaporate at high altitudes; the fuel became known as [[JP-7]]. Manufacturing several hundred thousand gallons for the aircraft in 1955 caused a nationwide shortage of Esso's [[FLIT]] [[insecticide]].{{sfn|Pedlow|Welzenbach|1992|pp=59–62, 66}}

Realizing the plane could not be tested and flown out of [[Burbank Airport]], they selected what would become [[Area 51]]. It was acquired and a paved runway constructed for the project. The planes were dismantled, loaded onto cargo planes, and flown to the facility for testing. The aircraft was renamed the U-2 in July 1955, the same month the first aircraft, Article 341, was delivered to [[Groom Lake]]. The "U" referred to the deliberately vague [[United States Department of Defense aerospace vehicle designation|designation]] "utility" instead of "R" for "reconnaissance", and the [[de Havilland Canada DHC-3 Otter|U-1]] and [[Cessna 310|U-3]] aircraft already existed.{{sfn|Pedlow|Welzenbach|1992|pp=59–62,66}} The CIA assigned the [[cryptonym]] AQUATONE to the project, with the USAF using the name OILSTONE for their support to the CIA.{{sfn|Pocock|2005|p=24}}

[[File:U2 Camera.JPG|thumb|Model "B" U-2 camera on display at the [[National Air and Space Museum]]]]
[[James Gilbert Baker|James Baker]] developed the optics for a large-format camera to be used in the U-2 while working for [[Perkin-Elmer]]. The new camera had a resolution of {{convert|2.5|ft|cm|sigfig=2|sp=us}} from an altitude of {{convert|60000|ft|m|sigfig=2|sp=us}}.<ref name="I&T"/> The aircraft was so crowded that when Baker asked Johnson for {{convert|6|in|cm|spell=in|adj=pre|more}} of space for a lens with a {{convert|240|in|cm|adj=on}} focal length, Johnson replied "I'd sell my grandmother for six more inches!"; Baker instead used a {{convert|180|in|cm|adj=on}} f/13.85 lens in a {{cvt|13|x|13|in|cm|}} format for his final design.{{sfn|Pedlow|Welzenbach|1992|pp=54–55}}

===Fuel===
The U-2 has used Jet Propellant Thermally Stable ([[JPTS]]) since the aircraft's development in the 1950s. JPTS is a high thermal stability, high altitude [[Jet fuel|fuel]], created specifically for the U-2. JPTS has a lower freeze point, higher viscosity, and higher thermal stability than standard USAF fuels. In 1999, the Air Force spent approximately $11.3 million (equivalent to $20.58 million in 2023 dollars) on fuel for the U-2 aircraft and was looking for a lower-cost alternative. JPTS is a specialty fuel and as such has limited worldwide availability and costs over three times the unit volume price of USAF's primary jet fuel, [[JP-8]]. Research was carried out to find a cheaper and easier alternative involving additives to generally used jet fuels. A JP-8 based alternative, JP-8+100LT, was being considered in 2001. JP-8+100 has increased thermal stability by {{convert|100|F-change|C-change}} over stock JP-8, and is only 0.5 cents per gallon more expensive; low-temperature additives can be blended to this stock to achieve desired cold performance.<ref name="Simms">{{cite thesis |degree=[[Master of Science|MS]] |last=Simms |first=Christian G. |url=http://apps.dtic.mil/dtic/tr/fulltext/u2/a391242.pdf |archive-url=https://web.archive.org/web/20130927133528/http://www.dtic.mil/dtic/tr/fulltext/u2/a391242.pdf |url-status=live |archive-date=27 September 2013 |title= JP-8+100LT: A low cost replacement of JPTS as the primary fuel for the U-2 aircraft? |publisher=[[Air Force Institute of Technology]] |date=March 2001 }}</ref>

The small landing gear made a perfect balance in the fuel tanks essential for a safe landing. Similarly to [[sailplane]]s, the U-2 has a [[yaw string]] on the canopy to detect [[Slip (aerodynamics)|slip]] or [[Skid (aerodynamics)|skid]] during the approach. A skid during flight with no bank is the hint of an imbalance around the longitudinal axis which could be resolved by moving the fuel to the left or right wing tank.<ref>{{cite interview |last=LaRue |first=Carl |interviewer=Markus Völter |title=Omega Tau Podcast Episode 109 – Flying the U-2 Dragon Lady |url=http://omegataupodcast.net/109-flying-the-u-2-dragon-lady/ |publisher=Omega Tau Podcast |date=12 November 2012 |access-date=20 December 2017 |archive-date=22 December 2017 |archive-url=https://web.archive.org/web/20171222052118/http://omegataupodcast.net/109-flying-the-u-2-dragon-lady/ |url-status=live }}</ref>

===Radar cross-section reduction===
When the first overflights of the Soviet Union were tracked by radar, the CIA initiated [[Project Rainbow]] to reduce the U-2's [[radar cross-section]]. This effort ultimately proved unsuccessful, and work began on a follow-on aircraft, which resulted in the [[Lockheed A-12]] ''Oxcart''.{{sfn|Suhler|2009|p=45}}

===Possible successor===
In August 2015, the 60th anniversary of the U-2 program, Lockheed Martin's Skunk Works revealed they were internally developing a successor to the U-2, referred to as the UQ-2 or RQ-X, combining features from both the manned U-2 and unmanned [[Northrop Grumman RQ-4 Global Hawk]] and improving upon them. Disclosed details say the design is essentially an improved U-2 airframe with the same engine, service ceiling, sensors, and cockpit, with the main differences being an optional manning capability (something Lockheed has proposed for the U-2 to the USAF several times, but has never gained traction) and low-observable characteristics. The USAF has no requirement or schedule for a next-generation [[High-Altitude Long Endurance]] (HALE) platform, but Lockheed sees a future need and wants something in development early. The company's last attempt to create a stealth unmanned aircraft was the [[RQ-3 DarkStar]], which never made it past flight testing and was canceled.<ref>{{Cite news |last=Drew |first=James |date=2015-08-19 |title=Lockheed Skunk Works designing next-gen U-2 spy plane |language=en |work=Flightglobal.com |url=https://www.flightglobal.com/lockheed-skunk-works-designing-next-gen-u-2-spy-plane/117966.article |access-date=21 July 2023 |archive-date=25 September 2023 |archive-url=https://web.archive.org/web/20230925093812/https://www.flightglobal.com/lockheed-skunk-works-designing-next-gen-u-2-spy-plane/117966.article |url-status=live }}</ref> Plans for a U-2 replacement would not conflict with the development of the [[Lockheed Martin SR-72|SR-72]], another project by the company to create a [[hypersonic]] unmanned surveillance plane, as it would be suited for missions that require greater speed for time-sensitive targets.<ref>{{Cite news |last=Clark |first=Colin |date=2015-08-19 |title=Will Lockheed Build A Stealthy U-2 Successor? |language=en-US |work=Breakingdefense.com |url=https://breakingdefense.com/2015/08/will-lockheed-build-a-stealthy-u-2-successor/ |access-date=21 July 2023 |archive-date=21 July 2023 |archive-url=https://web.archive.org/web/20230721003348/https://breakingdefense.com/2015/08/will-lockheed-build-a-stealthy-u-2-successor/ |url-status=live }}</ref>

The company released a notional artist's impression of the TR-X aircraft at an Air Force Association conference in Washington on 14 September 2015. Its name was changed to mean "tactical reconnaissance" to reflect its purpose as an affordable peace and wartime [[Intelligence, surveillance, target acquisition, and reconnaissance#ISR|intelligence, surveillance and reconnaissance]] (ISR) aircraft, distinguishing it from strategic, penetrating SR-71-class platforms; TR is a reference to the short-lived rebranding of the U-2 as the TR-1 in the 1980s. Size, and thus cost, is kept down by having less endurance than the Global Hawk at around 20 hours, which is still about the same time as a normal RQ-4 sortie even though it is capable of flying for 34 hours. The TR-X concept is aimed squarely at USAF needs and is not currently being marketed to the CIA or other government agencies. It would have increased power and cooling to accommodate new sensors, communication equipment, [[electronic warfare]] suites, and perhaps offensive or defensive [[laser weapon]]s. TR-X could be ready for service in the 2025 timeframe, with a fleet of 25–30 aircraft proposed to replace the nearly 40-aircraft mix of U-2s and RQ-4s.<ref>{{Cite news |last=Drew |first=James |date=2015-09-14 |title=Lockheed Skunk Works' next-generation U-2 morphs into 'TR-X' |language=en |work=Flightglobal.com |url=https://www.flightglobal.com/lockheed-skunk-works-next-generation-u-2-morphs-into-tr-x/118179.article |access-date=7 December 2015 |archive-date=9 April 2020 |archive-url=https://web.archive.org/web/20200409132647/https://www.flightglobal.com/lockheed-skunk-works-next-generation-u-2-morphs-into-tr-x/118179.article |url-status=live }}</ref><ref>{{Cite news |last=Pocock |first=Chris |date=September 13, 2015 |title=TR-X: The Skunk Works Studies A New High-Altitude Jet |language=en |work=Aviation International News |url=https://www.ainonline.com/aviation-news/defense/2015-09-13/tr-x-skunk-works-studies-new-high-altitude-jet |access-date=7 December 2015 |archive-date=19 October 2015 |archive-url=https://web.archive.org/web/20151019065441/http://www.ainonline.com/aviation-news/defense/2015-09-13/tr-x-skunk-works-studies-new-high-altitude-jet |url-status=live }}</ref><ref>{{Cite news |last=Malenic |first=Marina |date=17 September 2015 |title=AFA 2015: Lockheed Martin pitches TR-X to replace U-2 |work=janes.com |url=http://www.janes.com/article/54440/afa-2015-lockheed-martin-pitches-tr-x-to-replace-u-2 |url-status=dead |access-date=7 December 2015 |archive-date=20 November 2015 |archive-url=https://web.archive.org/web/20151120045651/http://www.janes.com/article/54440/afa-2015-lockheed-martin-pitches-tr-x-to-replace-u-2 }}</ref>

Lockheed Martin revealed more specifications about the TR-X concept at a 15 March 2016 media day, confirming the aircraft would be unmanned and air refuelable. Its maximum takeoff weight would be greater than either the U-2's or RQ-4's at around {{convert|54000|lb|kg|abbr=on}}, with a {{convert|5000|lb|kg|adj=on}} payload and {{convert|130|ft|m|adj=on}} wingspan. It will use the same F118-101 turbofan and generator as the U-2, but thrust could increase to {{convert|19000|lb}} and power increased to 65–75 kVA; service ceiling would increase to {{convert|77000|ft|m|abbr=on}} with a second engine. The TR-X is meant to be "survivable, not unnoticeable", operating outside of enemy air defense bubbles rather than penetrating into them.<ref>{{Cite news |last=Carey |first=Bill |date=2016-03-24 |title=Lockheed Martin Shares More Insight, But No Images of TR-X |language=en |work=Ainonline.com |url=https://www.ainonline.com/aviation-news/defense/2016-03-24/lockheed-martin-shares-more-insight-no-images-tr-x |access-date=2023-07-21 |archive-date=20 August 2024 |archive-url=https://web.archive.org/web/20240820211757/https://www.ainonline.com/aviation-news/defense/2016-03-24/lockheed-martin-shares-more-insight-no-images-tr-x |url-status=live }}</ref>

===Avionics Tech Refresh===
In 2020, the US Air Force awarded the Avionics Tech Refresh contract to [[Lockheed Martin]] for upgrading the U-2.<ref>{{Cite web|last=Smith|first=Marty|date=2020-04-10|title=U.S. Air Force Awards Lockheed Martin Avionics Tech Refresh Contract To Advance U-2'S Capabilities For The Future Battlespace|url=https://stl.news/u-s-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2s-capabilities-for-the-future-battlespace/400494/|access-date=2021-05-01|website=STL News|language=en-US|archive-date=1 May 2021|archive-url=https://web.archive.org/web/20210501093042/https://stl.news/u-s-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2s-capabilities-for-the-future-battlespace/400494/|url-status=dead}}</ref> In February 2020, the flight tests and the installation of new electro-optical reconnaissance systems were completed. [[USA-231#SYERS|SYERS-2C]] cameras manufactured by [[Collins Aerospace]] equip the entire U-2S fleet. The contract is valued at $50 million.<ref>{{Cite web |date=10 April 2020 |title=U.S. Air Force awards Lockheed Martin avionics tech refresh contract for U-2 |url=https://www.aerotechnews.com/blog/2020/04/10/u-s-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-for-u-2/ |access-date=16 April 2020 |website=[[Aerotech News and Review]] |language=en-US |archive-date=13 April 2020 |archive-url=https://web.archive.org/web/20200413175324/https://www.aerotechnews.com/blog/2020/04/10/u-s-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-for-u-2/ |url-status=live }}</ref> The U-2S's [[Intelligence, surveillance, target acquisition, and reconnaissance#ISR (Intelligence, surveillance and reconnaissance)|ISR]] very high altitude mission requires changes for avionics suite for the U-2's onboard systems, a new mission computer designed to the U.S. Air Force's open mission systems standard<ref>{{cite web |url=https://www.airrecognition.com/index.php/news/defense-aviation-news/2020/april/6144-us-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2-s-capabilities-for-the-future-battlespace.html |title=US Air Force awards Lockheed Martin Avionics Tech Refresh contract to advance U-2's capabilities for the future battlespace |work=Air_Recognition |date=14 April 2020 |access-date=15 April 2020 |archive-date=3 August 2020 |archive-url=https://web.archive.org/web/20200803155616/https://www.airrecognition.com/index.php/news/defense-aviation-news/2020/april/6144-us-air-force-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2-s-capabilities-for-the-future-battlespace.html |url-status=live }}</ref> and a new and modern cockpit displays ([[Primary flight display]] or PFD).<ref>{{cite web |title=USAF awards Lockheed Martin Avionics Tech Refresh contract to advance U-2's capabilities for the Future Battlespace |url=https://aerodefenseinternational.com/usaf-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2s-capabilities-for-the-future-battlespace/ |website=aerodefenseinternational.com |publisher=Aerospace and Defense International |access-date=15 April 2020 |date=13 April 2020 |archive-date=3 August 2020 |archive-url=https://web.archive.org/web/20200803141047/https://aerodefenseinternational.com/usaf-awards-lockheed-martin-avionics-tech-refresh-contract-to-advance-u-2s-capabilities-for-the-future-battlespace/ |url-status=dead }}</ref>

The avionics upgrades are scheduled to be completed by 2022. Lockheed Martin then plans to refresh the U-2's sensors and other electronic systems., to act as a node in the [[Joint All-Domain Command and Control|Advanced Battle Management System]] (ABMS) now under development.<ref>{{Cite web|last=Tegler|first=Eric|date=June 10, 2020|title=Famed U-2 Spy Plane Takes on a New Surveillance Mission|url=https://www.scientificamerican.com/article/famed-u-2-spy-plane-takes-on-a-new-surveillance-mission/|access-date=2021-05-01|website=[[Scientific American]]|language=en|archive-date=11 June 2020|archive-url=https://web.archive.org/web/20200611105531/https://www.scientificamerican.com/article/famed-u-2-spy-plane-takes-on-a-new-surveillance-mission/|url-status=live}}</ref>