In July, yet-to-be-commissioned Coast Guard cutter Midgett passed through the Panama Canal and started a roughly 5,000-mile trip to Honolulu.

The Coast Guard accepted the Midgett in April, and it didn't leave the Mississippi shipyard where it was built until June 11. But the newest national-security cutter was ready as it transited the eastern Pacific, and with good reason — the ship helped intercept more than 2,100 pounds of cocaine before it even made it to its home port.

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On August 1, 1955, a prototype of the U-2 spy plane sprinted down a runway at Groom Lake in Nevada, and its massive wings quickly lifted it into the sky.

That wasn't exactly how it was supposed to go. It was meant to be a high-speed taxi test, but the prototype's highly efficient wings pulled it into the air unexpectedly. The plane's first official flight happened three days later.

Lockheed Martin footage captured the moment the venerable Dragon Lady started its 64-year career.

VIDEO: The U-2 Spy Plane's First Flight www.youtube.com

The U-2 was developed in secrecy by Lockheed in the early 1950s to meet the U.S. government's need to surveil the Soviet Union and other areas from a height enemy aircraft and anti-aircraft systems couldn't reach.

Renowned engineer Kelly Johnson led the project at Lockheed's advanced development lab, Skunk Works.

"Johnson's take was all right, I need to get as high as I can to overfly enemy defenses, and how do I do that? Well I put big wings on there; big wings means higher. I cut weight; cutting weight means higher, and then let me just strap a big engine on there, and that's it," U-2 pilot Maj. Matt "Top" Nauman said at an Air Force event in New York City in May.

One thing Johnson ditched was wing-mounted landing gear. On takeoff, temporary wheels called "pogos" fall away from the wings.

Master Sgt. Justin Pierce, 9th Maintenance Squadron superintendent, preforms preflight checks on a U-2 at Beale Air Force Base in California, April 16, 2018(U.S. Air Force/Senior Airman Tristan D. Viglianco)

"So [Johnson] basically took a glider with parts and pieces from other Lockheed aircraft and strapped an engine to it and delivered it before the anticipated delivery date and under budget," Nauman said.

The plane Johnson and Lockheed produced was well suited for flight — as the Groom Lake test showed, it didn't take much to get it off the ground.

"The pilot was out there taxing around, and [during] a high-speed taxi — we're talking about 30ish miles an hour — the plane actually lifted off on its own, completely unexpected," Nauman said.

"And they thought, 'OK, hang on, let's go back and make sure we're approaching this test phase the right way.' And they found the thing just wants to get off the ground."

Same name, new-ish plane

An Air Force U-2 Dragon Lady flies a training mission(U.S. Air Force/Master Sgt. Rose Reynolds)

Throughout its career, the U-2 has been reengineered and redesigned.

The plane that took off at Groom Lake was a U-2A. The next version was the U-2C, which had a new engine; a U-2C on display at the National Air and Space Museum flew the first operational mission over the Soviet Union on July 4, 1956.

The U-2G and U-2H, outfitted for carrier operations, came in the early 1960s. The U-2R, which was 40% larger than the original and had wing pods to carry more sensors and fuel, arrived in 1967.

The last U-2R arrived in 1989, and most of the planes in use now were built in the mid-1980s.

Since 1994 the US has spent $1.7 billion to modernize the U-2's airframe and sensors. After the GE F118-101 engine was added in the late 1990s, all U-2s were re-designated as U-2S, the current variant.

US Air Force Maj. Sean Gallagher greets his ground support crew before a U-2 mission, at an undisclosed location in Southwest Asia, November 24, 2010(U.S. Air Force/Staff Sgt. Eric Harris)

The Air Force now has about 30 single-seat U-2 for missions and four of the two-seat TU-2 trainers. Those planes have a variety of pilot-friendly features, but one aspect remains a challenge.

"It's extremely difficult to land," Nauman said.

"You could YouTube videos of bad U-2 landings all day and see interview sorties that look a little bit sketchy," he said, referring to a part of the pilot-interview process where candidates have to fly the U-2, adding that the landings were done safely.

Despite its grace in flight, getting to earth is an ungainly process that takes a team effort.

Another qualified U-2 pilot in a high-performance chase car — Mustangs, Camaros, Pontiacs, and even a Tesla — meets the aircraft as it lands.

A U-2 pilot drives a chase car behind U-2 during a low-flight touch and go at Al Dhafra Air Base in the United Arab Emirates, March 15, 2019.)(U.S. Air Force/Senior Airman Gracie I. Lee

"As the airplane's coming in over the runway, this vehicle's chasing behind it with a radio, and [the driver is] actually talking the pilot down a little bit, just to help him out ... 'Hey, raise your left wing, raise your right wing, you're about 10 feet, you're about 8 feet, you're about 2 feet, hold it there at 2 feet,'" U-2 pilot Maj. Travis "Lefty" Patterson, said at the same event.

As the plane "approaches a stall and it's able to land, you have that experienced set of eyes in the car watching the airplane, because all [the pilot] can see is right off the front," Patterson said.

The absence of wing landing gear means that once it's slows enough, the plane leans to one side and a wingtip comes to rest on the ground.

"The lifespan of the U-2, the airframe, [is beyond] 2040 to 2050 ... because we spend so little time in a high-stress regime," Patterson added. "Once it gets to altitude it's smooth and quiet and it's very, very nice on the airplane. The only tough part is the landing."

Read more from Business Insider:

For the second year in a row, U.S. Marines joined the U.S. Army and partner forces in Finland last month for the Arrow military exercise.

During the two-week Arrow 19 exercise, the Marines again pulled tanks and other equipment from the cave complex in Norway that has been used to store gear since the Cold War.

The exercise allows Marines "to evaluate our ability to offload personnel and equipment, generate combat power across the Atlantic, and then redeploy assets through a known logistically complicated area of operation," 1st Lt. Robert Locker, a Marine communications officer, said in a release.

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When an Air Force major called J.J. completed a solo flight in the U-2 in late August 2016 — 60 years after the high-flying aircraft was introduced — he became the 1,000th pilot to do so.

J.J., whose name was withheld by the U.S. Air Force for security reasons, earned his solo patch a few days after pilots No. 998 and No. 999. Those three pilots are in distinguished company, two fellow pilots said this month.

"We have a pretty small, elite team of folks. We're between about 60 and 70 active-duty pilots at any given time," Maj. Matt "Top" Nauman said during an Air Force event at the Intrepid Sea, Air, and Space Museum in New York City.

"We're about 1,050 [pilots] right now. So to put that in context, there are more people with Super Bowl rings than there are people with U-2 patches," Nauman added. "It's a pretty small group of people that we've hired over the last 60 to 65 years."

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An Air Force explosive ordnance disposal technician returns from a manual approach to an improvised explosive device training scenario June 25, 2015, in Southwest Asia. (U.S. Air Force/Tech. Sgt. Brittany E. Jones)

Editor's Note: This article originally appeared on Business Insider.

The pilots who fly the Air Force's fighters and bombers, the crew members who keep them in the air, and the controllers who guide them are all focused on getting ordnance to targets. The Air Force's explosive ordnance disposal technicians, however, are part of a small cadre whose job is to find and eliminate ordnance on battlefields or at home.

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Russian S-400 Triumph surface-to-air missile systems in the Victory Day parade for the 71st anniversary of the victory over Germany in World War II, in Moscow's Red Square, May 9, 2016. (Sergei Karpukhin/Reuters)

China became the first foreign buyer of Russia's S-400 in 2014, but the delivery of the air-defense system, considered one of the most advanced the world, was marred when a ship carrying it encountered a storm in early 2018.

According to the CEO of Russian defense firm Rostec, the components damaged were more important than first known.

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