Heard not seenGet the trident and VC-10 indoors first 😀 Then a F-117 as another fine tribute to the Skunk Works, and to the late Ben Rich?
I once heard that south Cambridgeshire Highways planning department were also once based at Groom, manned by aliens with a crazy ideas to destroy the whole world with service stations and slightly more pricey KFC!!
Heard not seenI agree Rob, so do a lot of people on this BBC world news vote. Better the devil you know.
http://newsforums.bbc.co.uk/nol/thread.jspa?threadID=5041&&edition=1&ttl=20061215194800
Heard not seenHeard not seenProbably a load of old tosh!
Heres a story someone did on desert secrets (angel delight)
RAF Boscombe Down’s Black Day
An article about the crash, researched by Ren Hoek and Marco Van der Valk, appeared in Air Forces Monthly.
The Ministry of Defence – as always – refused to comment on it, and to this day (since 1994) we only have testimony from witnesses who saw the incident – and the aircraft involved. Unfortunately, no pictures were taken of the incident, so we do not actually know exactly what the aircraft looked like, but we can get the general idea from the witness reports.
Featured in this report are several other aircraft that do not normally transit the UK, which suddenly appeared at Boscombe Down after the ‘incident’.
RAF BOSCOMBE DOWN
RAF Boscombe Down is situated in the county of Wiltshire, not far from Stonehenge, and the huge Salisbury Plain Training Area. Boscombe Down is the prime Airfield/Facility of the United Kingdom’s Defence Evaluation and Research Agency (DERA), now named QinetiQ (Kinetic) because most of it has been privatised.
DERA/QinetiQ tests and evaluates Aircraft, Weapons, Operating Procedures, and other equipment such as avionics and software/systems before they actually go into service on any vehicle/aircraft in the British armed forces.
‘The Down’ is also home to the prestigious Empire Test Pilots School who test and fly the new aircraft, avionics and everything that enters or nearly enters the UK’s flying inventory together with the School of Aviation Medicine, which co-incidentally has a Hawk T1 jet named ‘ASTRA’.
Many projects go on here that the public does not know about, many are secret. DERA/QinetiQ conduct various trials on many different kinds of aircraft, and also trials in the USA on ranges such as China Lake (used frequently by Boscombe units), and also operating from bases like Edwards AFB but these are infrequent.
The agency has a ‘permanent’ facility/complex at China Lake NAWC for year round testing on the range, spending several months of the year located here with various aircraft on live weapons trials etc.
Boscombe is enormous in European airfield terms, and it has one of the longest military runways in the UK. (Large considering most UK military airfields has the standard NATO 9,000ft runway)
The base is not very easy to see operations wise, in most places due to its elevation above the road, which is why it is good for secret operations, but the approach affords great photographic opportunities of every aircraft in and out of the base.
Programmes such as the Eurofighter Typhoon are developed at BAe SYSTEMS home base of Warton, however the avionics and features (the classified parts) are tested at Boscombe Down on other aircraft before they enter service into the Typhoon.
The Royal International Air Tattoo (the official World’s largest and most spectacular Military airshow), usually held at RAF Fairford, has also been held at the Down – when Fairford was ‘busy’ with Bomber commitments (B52 and B1B), or being renovated. But during a show much of the base is shut to the public, and many areas are sealed off. Indeed, Air Tattoo volunteers have even been arrested (by RAF Police) during the Airshow – for taking the tail-numbers (& photos) of the aircraft! But I doubt the base will be used in the future for this again due to it being impractical to base operations.
The Incident
The incident report is full of unexplained answers, and you will see the word ‘apparently’ appear often, because we have no evidence apart from what witnesses ‘thought’ they saw and the fact that, the MoD won’t comment on it…which makes it suspicious even more.
On September 26th 1994, something happened at RAF Boscombe Down – apparently involving a United States secret black project aircraft.
During that night, the Aircraft involved made its take-off run down the long runway. Just before rotation, the aircraft experienced some serious problems which led to the crew immediately letting-off the power and shutting down the engines.
Boscombe controllers immediately contacted the London Air Traffic Control Centre (LATCC), that a Serious Incident had occurred at RAF Boscombe Down, and that the runway was now totally Blocked to Aircraft. (“Black” in aviation terms)
Initial reports suggested that all it was, was a DERA Tornado GR1 having a mishap with a Target Towing Banner and landed with it still deployed. However, why won’t the MoD comment on what happened if it was only a target towing accident? Also, Tornado GR1’s doe’s not do target towing.
A Witness remembers seeing the aircraft at the end of runway 23, surrounded by the base fire vehicles and other emergency vehicles. What the witness noticed, was the aircraft was half-covered in tarpaulins. Also spotted, and this was maybe the cause of the crash, the rear of the aircraft was in actual fact much, much higher than the front of the aircraft – indicating the nose wheel had collapsed or broke off.
Now, we don’t know that this was the actual cause of the crash, because the witness did not state if the aircraft was actually on – or off – the end of the runway. If it was off, then the nose wheel could have collapsed while skidding over the grass. If it was on, then this may have been why the crew immediately aborted take off – who knows?
Whatever happened, the aircraft was sitting there – surrounded by emergency vehicles – with tight security, and an apparent nose wheel collapse! What was also noticeable, was that the tarpaulins were actually over a frame, which in turn covered the aircraft – this may have been not to give way part of the aircraft’s lines and shape…until later that is.
The witness described seeing the rear section completely in view, with the tarpaulins only covering the nose and centre sections.
Quite clearly apparent, was that the aircraft had Inward canted tail-planes reminiscent of THAP
So why was the Tarpaulins only over the centre and front sections? If the accident was indeed that serious, did the crew of the aircraft eject to safety, or at least try to? And would the MoD & DoD cover up such a story if the crash were fatal?
It’s hard to say what really happened, whether or not they did get killed or they survived without a scratch, mainly because, the MoD and DERA are remaining really tight shut about the whole incident…
Securing the area
From what Ren and Marco found out, the next day an Army Air Corps Augusta A109 appeared at Boscombe, after transiting from Bournemouth’s Hurn airport.
Interestingly, located near Hurn, at Poole in Dorset is the HQ for the Special Boat Sqn (SBS). Some of you may have not heard of these, but they are the maritime equivalent of the SAS (Special Air Service), and like their counterparts, are regarded as the world’s most ‘elite’ force. The SBS however are very secretive in their operations, much more so than their equivalent, the Navy SEALS and it is extremely rare you ever hear of any operation involving the SBS.
The Army Augusta A109 aircraft are only operated by the SAS at Hereford. So, did the MoD (and DoD) draft-in either the SAS or SBS – to maximise security around the airfield? The Army A109’s are based at Credenhill, SAS Headquarters in Hereford but are seen in various locations, even using civil airfields for refuels and make frequent stops at the nearby Army Helicopter Training School at AAC Middle Wallop near by Boscombe Down. A question is also asked, as to why the A109 was at Hurn, and was it really there to pick up SBS troopers, in my opinion I doubt it as the HQ in Poole has it’s own Helipad.
Also, according to Marco and Ren’s research, a RAF Special Forces Chinook from 7 Sqn (Special Forces Flight) was flown in direct from nearby RAF Odiham, to assist in the ‘security’ during the night of the crash.
During the following day – the 27th – not much was seen on the base by witnesses, and the security operation in effect wouldn’t have allowed that anyway, until they had shifted the aircraft into a hangar.
Specially modified C5 used mainly by NASA booster transport. Above is the Exact 68-0216 aircraft. Its sister is the 68-0213. The upper troop deck is removed to accommodate larger cargos.
Cover Story?
So, September the 28th came, and this is what follows:
DERA was retiring an old RAF – come DERA – Buccaneer, serial XV344, which was used for testing advanced avionics and weapon systems and appropriately named ‘Nightbird’. During the roll out from the hangar on Boscombe Downs North side, witnesses were faced with a remarkable site within the hangar.
In the front left hand side, the aircraft that had the incident was sitting there – and within view was not just the rear section, but the forward fuselage as well. The centre section was covered in tarpaulins. They described the colour of the aircraft as ‘charcoal grey’, and not black as was expected. Also, as well as the inwardly canted fins came another prominent feature, the Cockpit Canopy was in fact hinged at the front, and not at the back – like most ‘normal’ aircraft.
Also described were ‘Chines’ extending from the front to the back of the aircraft, similar to the SR-71 and YF-23.
On that evening, another aircraft sighting was reported, a C-5 ‘Galaxy’ landed at Boscombe and taxied to the hanger. As expected, the ‘Tarpaulin-Covered Aircraft’ was hauled into the C-5’s belly – via the huge front cargo door. So much for the Tornado/target banner story…….! (But we are still only going by witness reports)
What Marco and Ren found out about this particular C-5 is linked with the whole ‘Black Project’ issue. The C-5 was apparently inbound to Ramstein AFB in Germany, not uncommon for a C-5 as this happens every day. But airband enthusiasts like myself, saying that their trip to Ramstein was now changed, and that they wanted to divert to RAF Boscombe Down monitored this C-5.
Well, the only time you usually get to see a C-5 at Boscombe is when some sort of airshow or USAF deployment is being held (which is so rare) – so you can see, it was a pretty weird thing for a C-5 to be landing at Boscombe ‘out of the blue’. Also, if it needed to ‘divert’ from it’s original flight plan to Ramstein, then it would have some sort of problem and so would divert to the near by ‘Military Emergency Divert’ airfields of RAF Brize Norton and Lyneham or the most obvious choice, RAF Mildenhall or Fairford, the latter of which is not that far away. Anyway, what was even better, and linked it more to ‘the project’, was that its departure flight plan was from RAF Boscombe Down to ‘KPMD’. KPMD is an ICAO code designator for the airfield at Palmdale, commonly known as ‘Plant 42’, which incorporates the Lockheed ‘Skunkworks’, and the Northrop Black Projects Division.
Also of note was the callsign being used by the Galaxy – “LANCE 18”, which is not a regular C-5 unit callsign. After the event, the RAF Public Relations Officer denied that an USAF C-5 had recently visited Boscombe – As one of the world’s largest aircraft – it was hard to miss!
Plant 42, coincidentally, operates two modified C-5 Galaxies, serials 68-0213 & 68-0216. These aircraft were apparently modified in 1990-1992, and used as ‘Space Program Outsized Load Carriers’. But like Ren and Marco describe, why were they modified in the 1990’s when the space program had the same massive loads tens of years before this? (The C-5s had the upper troop deck removed in the mid eighties)
The same witness who spotted the C-5 also saw a US C-12 depart from Boscombe Down, following the departure of the C-5 that night. Now, C-12’s are very common in the UK, transiting to and from Ramstein, RAF Mildenhall, RAF St Mawgan (and Fairford), but extremely uncommon at Boscombe.
Also visible, apparently, was an unmarked Boeing B707.
On the same night as the C-12 and B707 were seen, another unmarked aircraft appeared at ‘the Down’ – this time even more significant. It was a Boeing 737 of US Government property, commonly known as a T-43 to ferry workers to and from Area 51, Tonopah and Palmdale / Edwards so what was this aircraft doing at Boscombe.
Janet airlines 737 (T-43) Taxing at Las Vegas.
Some T-43s are leased to EG&G Special Projects company based in Nevada, who are the general contractor for operations in Area 51 and Plant 42, in fact EG&G even have their own site at Plant 42.
According to Ren and Marco’s AFM report, an ‘unidentified’ aircraft was monitored on the 29th September – using the callsign “N1178X” – and was on London-Military Radar (South), frequency 133.300 (VHF) control. The aircraft was heard to be climbing, and turned towards my area (Devon), and then when over Exmoor National Park, turned north – on UA25 air route (which goes directly above my town) to RAF Machrihanish. But don’t get too excited, Machrihanish is used allot by civil
and military traffic when they are routing across the north Atlantic…it’s VOR identifier is MAC and so this aircraft was probably using the VOR like many other aircraft do each day for it’s journey home to the United States.
What the report found out, is that ‘N1178X’ was the serial number of a US-based Piper-made light aircraft. So why was a ‘Janet’ flight using a serial number of a private US aircraft as its callsign? Why did the Janet plane come all the way over here, utilising several airports on the way for fuel? Why not transfer the personnel via a C-21 or C-20?
Well, this was also found… Some of the Janet aircraft had allocations such as N5175U, N5176Y and N5177C and so on, but note that these link up with N1178X in the fact of the middle numbers of 175,176,178, etc. So, is this all a stir up for secrecy?
Using bogus callsigns and serial numbers is a way to do this, it has been done before many times but I still do not know why they chose to cover up a B737 (apart from it’s normal use in Nevada).
MORE AIRCRAFT FLOWN IN
After the incident had occurred, a US government Gulfstream IV aircraft (Registration N604M) flew into Boscombe Down. This was sometime after the crash though, on October 9th. What was very odd, was that the MoD and DERA excuse for its visit…”It was picking up a VIP who had been playing golf at the local golf club”…
The above is a different aircraft to the N604M but shows you the general configuration of the Gulfstream.
On October 5th, N604M was seen to make a 1hr stop at London’s Heathrow Airport, and on the 7th it was seen at Southampton Airport – what was it doing in Southampton?
Further to my research I have found that Northrop Grumman has it’s UK Head Quarters in Southampton, A tie up?
So, Officials on board this particular ‘C-20’ may not have been just CIA (from which the aircraft was reported to be operated), the aircraft was indeed carrying Northrop Grumman Officials to and from Southampton’s Facility. This is a very crucial link into N604M’s track in the UK and of course to the whole Northrop link. So can we safely say that indeed this incident was Northrop’s and Definitely NOT Lockheed Skunkworks? . What also ‘may’ be apparent, is that officials MAY have taken a visit to the University of Southampton, maybe for re-possessing the records of the vibration and sound ‘footprint’ the aircraft made while on approach to Boscombe Down as to not let out the details to the public (See below).
WHEN THE INCIDENT AIRCRAFT APPEARED AT BOSCOMBE
On the night of September 22nd, The University of Southampton and RAF Lyneham (a major RAF C-130 Hercules base) reported an unidentified aircraft flying into RAF Boscombe Down’s MATZ/LARS Area. Now, the same night – at the same time, witnesses around Boscombe Down reported “a very strange noise” approaching the airfield, reported as sounding like a ‘slow freight train’, that was ‘rumbling’ – and possibly making frequent ‘humming’ noises. It was weird enough for the local TV news to report it the next morning.
The University of Southampton reported this because they are ‘world renowned’ in the study of sound and vibration – which weird sounds they monitored from this unidentified aircraft. Could the CIA or Northrop have possibly visited the University of Southampton when the C-20 Gulfstream landed there? Did they go there to ‘claim’ the recordings of the ‘black project’s’ engine and vibration sounds?
As for N604M, on October 9th it departed ‘The Down’ for Luton Airport, north of London. Apparently this VIP jet has made several visits to Luton, perhaps not surprising, considering its close proximity to RAF and USAF monitoring and intelligence bases such as RAF Chicksands and Bampton Castle.
However, to dampen the spirits, looking through movement records of the aircraft, it has made appearances all over the UK and very frequently. At my local airport, it has made several visits since the incident, and also many visits to other airports including Luton and Heathrow again in apparent VIP (not necessarily military or affiliated) transits.
What is apparent though is that MI6 (British Intelligence) use Chicksands, and so does the CIA – its American counterpart.
RAF Chicksands was renowned for being a large Cold War Intelligence facility with the famous ‘elephant cage’ antenna array system.
When it appeared at Luton, the Gulfstream had remarkably high profile, extreme ‘tight’ security…
It then departed Luton, direct to Farmingdale in New York. This is a good link, considering Farmingdale is the home of Northrop’s Electronic and Systems Integration Division.
Over a year later, November 12th 1995, the G-4 (C-20) was back, this time from Heathrow.
It had made a short flight to my local airport of Exeter, Devon. What was odd, was the extreme amount of security around the aircraft while on the ground just like when it appeared at Luton. To add more on other aircraft seen, what is of note is that, a month after the incident at Boscombe Down, a US Government EC-137 (serial 67-19417) apparently appeared at Exeter airport.
So, was this the mysterious, unmarked 707 that appeared at Boscombe the night after the crash? What is worthy of note, is that – according to some sources – an EC-137 was seen at Machrihanish several times, over several years, when ‘black things’ have been apparently going on at the base. But why the extreme tight security around a C-20? Was it the nature of the persons on board or was it something else?
Note that like in the report, the EC-137D is totally ‘unmarked’. Witnesses described seeing an ‘unmarked 707’. The EC-137D as you can see looks like a normal B707 but its very different inside. This is the ‘exact’ aircraft in the report (67-19417). Not even any tail markings are visible. (See BDaircraft for details on this aircraft and its background/owner)
So what was going on at my local airport? Why was the EC-137 there?
And why was the Gulfstream surrounded by extreme Security?
We don’t know – unfortunately!
Now – the EC-137 is of course operated by the United States Air Force, but this particular EC-137 was the only variant to have the same construction number as its serial number, making it officially a US Government aircraft – and not an Air Force plane. Also of note, is that all government agencies can use this aircraft, and the fact that the CIA can use it may be a link to the Gulfstream at Exeter. The aircraft was also used allot by Special Operations COMmand (SOCOM).
But, we now go back to the official cover-up story of ‘an accident involving a towed target’. A few years ago, it was reported by a witness elsewhere that he had seen a Tornado F3 towing what looked like a flare which was making a very strange humming/buzzing sound. This was actually a towed missile decoy, which was developed at Boscombe Down for use on the Tornado to deter missiles. The excuse made up by the MoD of the decoy now seems viable, considering the noise heard but was it there that night and not a target banner.
SONIC BOOMS HEARD ACROSS THE SOUTH WEST OF ENGLAND AND HOLLAND:
Just before the crash at ‘The Down’, several fisherman – a few hundred miles south west off Devon and Cornwall – reported an extremely high-flying aircraft, leaving a ‘sound of humming’, (yes, like that heard at Boscombe). Also, they mentioned that several sonic booms were heard in a matter of minutes, suggesting this aircraft made a supersonic dash of several times faster than sound, in a few minutes.
Much of the area off the south west coast of England is used for gunnery trials, live-firing exercises, and a lot of aircraft practice Sonic transitions there, it was also a flight-path of Concorde of British Airways and Air France when it was in service.
Now, over Holland in 1992, and in 1994 before the crash, people reported severe cases of sonic booms over their country, and actually reported it to the Government.
From what it looked like, the booms were monitored by stations in Holland to go right through the middle of the country, and it appears (and this may not be true), that the trail of noise led to Austria and the Alpine Regions.
WAS THE BOSCOMBE INCIDENT THE ‘ASTRA’ PROJECT?
In this section, we go over the part of Ren and Marco’s report which discusses the ‘Astra’ project, as well as some other ‘stuff’.
According to Ren and Marco, the Incident aircraft at RAF Boscombe Down was, in actual fact, designated ‘AIR VEHICLE – 6 ‘ its constructors number is 90-2414. However searching for this serial to any related program has been very hard.
Apparently the cockpit area of the YF-23 is near enough identical to what the witnesses saw except the rest of the aircraft was not. Although this is the size of the aircraft the witness estimated, shame we have no photographs. The YF-23 is still considered more advanced than the F-22 and is being tested in different guises for advanced aircraft programmes.
ASTRA stands for Advanced Stealth Technology Reconnaissance Aircraft, and ASTRA was apparently Air Vehicle 6 – AV-6.
Northrop is definitely the developer seeing as it is called an ‘Air Vehicle’. Air Vehicles are designations given to all Northrop aircraft being developed. The B-2A Spirits were Air Vehicles ranging from AV-1 – AV-21 (21 aircraft).
One thing we have to make clear here is the confusion of ASTRA with the Hawk T1 based at Boscombe Down also named ‘ASTRA’.
ASTRA was believed to be operating with radio frequencies between 500 and 510MHz.
As stated in the article, not many Radio scanners can actually tune into that range of Frequencies. Some proper mil-airband radios are able to scan the full range – I am, in fact, able to receive those ranges on my scanners. But in my own opinion, I really doubt any aircraft, classified or not will use a different range of frequencies, they will instead rely on good encrypted radios, who knows, even their secure radios might be ‘advanced’ and classified and not in service on any other aircraft.
The reason stated earlier, (that most scanners cannot receive this 500mhz range), would help the ASTRA – & other projects – to go testing ‘unnoticed’ by the Scanner-Heads, Interceptors and Monitors. Perfect way to get around isn’t it, but then…so is advanced secure radios.
So, according to the reports, AV-6 (ASTRA #6) was operating into Boscombe Down with the call-sign “Black-Buck 11”. It had been operating with a ‘chase’ plane.
Now, I’m not sure on that call-sign – this may be viable to the AV-6, but it may be misleading – by the fact that I and thousands more have heard Boscombe Down based Tornado’s use the call-sign of “Blackbox”. This being their primary callsign for Test flight formations out of Boscombe almost daily.
Could whoever heard the call-sign “Black-buck” have misheard it for “Blackbox”? Who knows…as with a little interference on the radios, many variations of a callsign can be heard by different people at other locations.
The ASTRA is (supposedly) directly related to the YF-23 ATF Program however.
To date, from what I have seen, the YF-23 is more advanced – in technology – than its winning counterpart, the F-22 ‘Raptor’.
Was it in operation in the Balkan theatres because the Air Vehicle series completed all trials successfully, Or was the crash the last time it ever flew and the program scrapped?
In 1996 the US Government stated, for the first time ever, that it had TWO ‘Black Projects’ under way at Groom Lake (The base they say does not exist).Was this the reason they ‘claimed’ Freedom Ridge and White Sides? Was one of these projects the ASTRA? And, on the day it crashed at Boscombe Down, had it flown from Nevada to the UK, hypersonically…or was it just a supersonic aircraft! again no answers.
According again to witnesses and various reports, it was definitely in the UK for at least a week, conducting trials at Boscombe Down, and also maybe RAF Machrihanish (as was ‘Aurora’, supposedly).
Anyway, there is a link between the YF-23 and the ASTRA/Aurora.
The fact that the YF-23 was extremely fast, and was very fuel efficient, was maybe a reason why they may have used this ‘unsuccessful ATF’ as a test bed for the ASTRA.
Was the YF-23 intentionally unsuccessful in the ATF Fly-Off because it was so much more a better design and advanced.
The fact that it was from Northrop, and that funding become enormous for Northrop – when prototypes were brought to life in 1987 – may be a link too.
From artist’s impressions, the ASTRA does have a strikingly similar appearance to the YF-23 – except for the canopy and inward-canted tail-planes.
RAF Machrihanish
This UK base is situated on the Mull of Kintyre in Scotland, a very remote location.
It also has, (coincidentally – along with Boscombe Down), one of the longest ‘military’ runways in the UK. It has been known that for many years this base has had affiliations with Black Projects. Without no photographic proof, it is hard to say what really went on at this base during it’s prime. Out of countless ‘witnesses’ of testing here and no photographs to back it up over the many years, was Machrihanish really used as a secret testing facility?
The base has had many witnesses on the black project front, and it is/was home to detachments of US Navy Seals, the American ‘Elite’ forces who deploy from Sea, Air or Land…
Were the SEALs at RAF Macrihanish when the Black Projects were deployed there – for maximum security -, as was the case at Boscombe with the SAS or SBS? Possibly – Yes. But, they were probably there because it offered good training and for security purposes when Nuclear weapons were deployed
RAF Machrihanish
RAF Machrihanish is very remote, and has been recently closed as a RAF Base, but still operates as a
civil airport close to the town of Campbeltown. It seems, under the cover of darkness, to be the ideal
place for Black Projects. Aircraft spotters and enthusiasts are few and far between around the area but again, it is now a civil airport with the RAF operating it under Care and Maintenance status and used for exercises only (mainly USAF 352nd SOG training out of RAF Mildenhall and RAF detachments of fighter jets for exercises in Scotland). But, as mentioned above, like Boscombe and like Nevada, we have again, no 100% proof because no photographic evidence has ever surfaced. Campbeltown Airport as it is now called will never reveal the ‘black’ days it once had, or did not have because of this lack of evidence we always seem to find when ‘chasing’ these kinds of programmes.
Machrihanish will always be “a has been” and “possibly” or “not sure” airfield to researchers and enthusiasts because of this.
Further notes
Why else would the US, with its very extensive ECM, Bombing & Test Ranges – the largest & possibly best equipped in the world, want to deploy its most secret projects in the UK for testing and maybe operational purposes?
British Aerospace Systems has something to do with this, with the fact that BAe has been developing its own Black Project for some years. Lockheed even went as far as designing & almost developing an F-117 ‘B’ variant for the RAF.
Another link – and I think it is a good one – is this…
In the years of the F-117 being secret, and being operationally flown out of Tonopah Test Range (TTR), Lockheed and the DoD/USAF invited a selected few RAF (and BAe?) pilots from Boscombe Down and Warton to train and qualify on the F-117. This was when the aircraft was still very secret, with no one knowing the programme every existed. It just so happens that one of these pilots was from DERA. So why invite UK pilots to qualify on a then-highly secret aircraft made by the US alone. Were they alone in developing the ‘Have Blue’ project? Why invite another countries test pilot to test fly an aircraft at Area 51?
BAe has openly admitted it has workers at Plant 42 – with both Lockheed and Northrop, and mostly on the JSF program – but are there workers from UK working with Northrop? I think so, and this goes with a lot of projects.
DERA/QinetiQ Boscombe Down routinely operates their “Gauntlet”, “BlackBox” and “Tester” flights from the base during dark hours. People living nearby are used to night operations: The Buccaneer, was testing Night-Vision Goggles & other night-flying equipment, which is why they named it ‘Nightbird’. And the plane that has replaced the ‘Bucc’ – the Tornado named ‘Nightfox’ which has, coincidentally, been seen at Edwards AFB and China Lake NAWC (for Weapons & Systems Trials) many times in the past. (several times a year, every year at China Lake)
Night operations are conducted in many designated areas, all over the UK – but particularly around the South West of England. I see and hear them on scanners all the time – flying overhead. With the many ranges, and the supersonic tracks in the south west approaches.
We will not know the answers to the question at least in the near future, so the mystery of Boscombe Down continues to be that, a mystery, and will do for maybe the next 30 years.
Blah blah blah!
Heard not seenQuite a lot of Falcon stuff has recently been removed from lockheeds site :(.
Lockheed Martin Successfully Test Fires Second
Falcon Small Launch Vehicle Hybrid Motor
NEW ORLEANS, LA., June 16, 2005 – Lockheed Martin (NYSE: LMT) successfully test-fired a hybrid motor as part of the Falcon Small Launch Vehicle (SLV) program at the Air Force Research Laboratory (AFRL), Edwards Air Force Base, Calif. on June 10. This was the second SLV hybrid motor firing that Lockheed Martin has conducted this year at Test Stand 2-A.
The hybrid motor that was tested is a full-scale test version of the upper stage motor on Lockheed Martin’s SLV and measures 11 feet in length and five feet in diameter. The motor fired for its planned duration of 120 seconds, and preliminary data indicate that test objectives were met.
The duration of the firing was twice the length of time of the first firing that occurred January 21, and Lockheed Martin believes that the 120-second test was the longest burn of a hybrid motor at this scale. The fuel grain was designed such that the 120-second firing represented over 170 seconds of run time for the flight configuration.
The goal of the Falcon SLV program is to develop and demonstrate an affordable and responsive space lift capability – one that can quickly launch a small satellite into Low Earth Orbit.
“This second test was another impressive firing of a multi-port, multi-row hybrid motor,” said Paula Hartley, SLV propulsion testing manager, Lockheed Martin. “We are extremely satisfied with the results. Once again, the Lockheed Martin and AFRL team worked seamlessly together to install the motor in the test stand, check out the test equipment and test fire the motor in a week — a phenomenal accomplishment.”
Lockheed Martin built the hybrid motor in the same building where it constructs the Space Shuttle External Tank at the NASA Michoud Assembly Facility in New Orleans.
“The preliminary data collected from this test indicate that the hybrid motor will meet or exceed the system’s performance allocation,” said Joe Arves, program SLV chief engineer, Lockheed Martin. “In addition, this firing serves as a significant accomplishment toward reducing the program’s technical risk.”
The Defense Advanced Research Projects Agency (DARPA) and the U.S. Air Force are leading the SLV program, and NASA is also participating and providing funding.
“This second test represents a significant step forward and again points out the advantages of a hybrid motor – one that is environmentally benign, affordable and easy to operate — which we believe are key to developing a responsive and low-cost launch vehicle for the SLV,” said Bob Simms, Falcon SLV director and program manager, Lockheed Martin.
Hybrid motors combine the best of solid and liquid propulsion systems, typically using an inert fuel and liquid oxygen to generate thrust. Hybrid propulsion offers significant gains in safety, throttle-ability, cost and affect on the environment. Lockheed Martin has developed hybrid propulsion systems since 1989 and performed over 600 motor firings, including a successful launching of a 60,000-pound-thrust sounding rocket from NASA Wallops Island, Va. in 2003.
DARPA and the Air Force awarded Lockheed Martin an $11.7 million contract last year to conduct a preliminary design and development effort to refine its SLV design and conduct risk reduction testing. Lockheed Martin is one of four teams selected for this phase.
Later this summer, DARPA will select the teams to continue work on the SLV design. That phase of the Falcon program includes a flight demonstration in 2007/2008.
A photograph of the test firing is available at http://www.lockheedmartin.com/michoud. Click on “Michoud Image Gallery” and then on “Hybrid Propulsion.”
Lockheed Martin Space Systems – Michoud Operations designs and builds large aluminum and composite structures for aerospace and other applications at the Michoud Assembly Facility.
Headquartered in Bethesda, Md., Lockheed Martin employs about 130,000 people worldwide and is principally engaged in the research, design, development, manufacture and integration of advanced technology systems, products and services. The corporation reported 2004 sales of $35.5 billion.
Heard not seenHi folks!
Senior Prom pics
Heard not seenSorry I forgot how long that was!
Copyed that from http://www.dreamlandresort.com/
Aurora does not exist. This was funding budget for the B-2 proposal between Lockheed and Northrop, end of.
But somthing else probably does and the MOD thinks so too. You can also download this from the MOD website.
Heard not seenNerds and their birds!
While on the subject of geeky planes, check out these 🙂
Can be found here
Heard not seenArea 51 Timeline (Non-20 years in jail version)
Here’s a timeline for you! I think I’d prefer a North Weald time line though! 😀 😀
Area 51 Timeline
Early 1955
A secure test site was needed for the Central Intelligence Agency’s Project AQUATONE (Lockheed U-2). U-2 designer Clarence L. “Kelly” Johnson sent project pilot Tony LeVier and Lockheed Skunk Works chief foreman Dorsey Kammerer on a two-week survey mission to scout locations for a new base in an unmarked Beechcraft V-35 Bonanza.
Richard M. Bissell Jr., “special assistant” to CIA director Allen Dulles, and director of the AQUATONE program reviewed fifty potential sites with his Air Force liaison, Col. Osmond J. “Ozzie” Ritland. None of the sites seemed to meet the stringent security requirements of the program. They rejected Johnson’s proposed Site I (possibly Mud Lake) because it was too close to populated areas. Ritland, however, recalled “a little X-shaped field” just off the eastern side of Groom Dry Lake, about 100 miles north of Las Vegas, Nevada, just outside the Atomic Energy Commission’s (AEC) nuclear proving ground at Yucca Flat.
April 1955
LeVier, Johnson, Bissell, and Ritland flew out to Nevada on a two-day survey of the most promising lakebeds, including Groom Lake. The abandoned airfield that Ritland had remembered was sandy, overgrown and unusable, but the three-mile-wide dry lakebed was perfect.
Bissell secured a Presidential action adding the Groom Lake area to the AEC proving ground. Ritland wrote three memos to the Air Force, AEC, and the Training Command that administered the gunnery range. Signed by Assistant Air Secretary for Research and Development Trevor Gardner, they insured that range activities would not impinge on the new test site. Security for the project was now assured.
Johnson met with CIA officials in Washington, D.C. and discussed progress on the base and the AQUATONE program. His proposal to name the base “Paradise Ranch” was accepted. It was an ironic choice which, he later admitted was “a dirty trick to lure workers to the program.”
May 1955
LeVier, Kammerer, and Johnson returned to Groom Lake in Lockheed’s Bonanza. Using a compass and surveying equipment, they laid out a place for a 5,000-foot, north-south runway on the southwest corner of the lakebed. They also staked out the general layout of the base.
Herb Miller of CIA Development Projects Staff issued $800,000 in contracts for construction of the base. Through the AEC, Miller organized a team of construction crews.
Seth Woodruff Jr., Manager of the AEC Las Vegas Field Office, announced to the news media that he had “instructed the Reynolds Electrical and Engineering Co., Inc. [REECo] to begin preliminary work on a small, satellite Nevada Test Site installation.” He noted that work was already underway at the location “a few miles northeast of Yucca Flat and within the Las Vegas Bombing and Gunnery Range.” Woodruff said that the installation would include “a runway, dormitories, and a few other buildings for housing equipment.” The facility was described as “essentially temporary.” The press release was distributed to 18 media outlets in Nevada and Utah including a dozen newspapers, four radio stations, and two television stations.
LeVier and fellow Lockheed test pilot Bob Matye spent nearly a month removing surface debris from Groom Lake (the area had been used for gunnery practice during World War II). LeVier also drew up a proposal for four three-mile-long runways to be marked on the hard-packed clay. Johnson, however, refused to approve the $450.00 expense, citing a lack of funds. Drilling resulted in discovery of a limited water supply, but trouble with the well soon developed and water had to be trucked in.
July 1955
Construction of the base was completed. It consisted of a single paved 5,000-foot runway, three hangars, a control tower, and rudimentary accommodations for test personnel. The base’s few amenities included a movie theatre and volleyball court. Additionally, there was a mess hall, and several water wells and fuel storage tanks.
CIA, Air Force, and Lockheed personnel began arriving at the Groom Lake test site.
The test site was officially and legally named Watertown after CIA Director Allen Dulles’ birthplace: Watertown, New York. It is still listed as a member of Alamo Township in Lincoln County, Nevada.
Richard Newton of the CIA assigned as base commander.
The first U-2 (Article 341), disassembled, was flown to “The Ranch” in an Air Force C-124 cargo plane. Base commander Richard Newton expressed his doubts to Kelly Johnson that the new asphalt runway would support the weight of the loaded C-124.
Tony LeVier piloted the unofficial maiden flight in Article 341 during a taxi test.
August 1955
Levier, with the callsign ANGEL 1, made the first real flight in Article 341. Bob Matye flew chase in a C-47 with “Kelly” Johnson on board as an observer.
September 1955
LeVier completed Phase I (contractor) testing. His accomplishments included taking the U-2 to 50,000 feet, achieving the maximum design speed of Mach 0.84, and making a successful dead-stick landing.
LeVier was replaced by Lockheed test pilots Bob Matye and Ray Goudey, who expanded the altitude envelope to 74,500 feet.
The second U-2 (Article 342) was delivered to Watertown.
October 1955
Test pilots Robert Sieker and Robert Schumacher joined the U-2 test team.
Pursuant to a request by the Las Vegas Review Journal the previous month, the AEC released a statement regarding progress on the “Watertown Project.” It stated that “construction at the Nevada Test Site installation a few miles north of Yucca Flat which was announced last spring is continuing. Data secured to date has indicated a need for limited additional facilities and modifications of the existing installation. The additional work which will not be completed until sometime in 1956 is being done by the Reynolds electrical and Engineering Company, Incorporated under the direction of the Atomic Energy Commission’s Las Vegas branch office.”
November 1955
U.S. Air Force C-54M (44-9068) transporting personnel to Watertown crashed near the top of Mt. Charleston, about 20 miles west of Las Vegas. Nine civilians and five military personnel were killed. There were no survivors.
After the accident, Lockheed took on the responsibility of transporting personnel to the test site. A C-47, owned by Lockheed, was used to bring in pilots, technicians, and special visitors.
December 1955
Defense Secretary Charles Wilson visited Watertown for a briefing on the U-2 operation.
January 1956
By the beginning of 1956, four U-2 aircraft had been delivered to the Groom Lake test site.
March 1956
The fleet consisted of nine aircraft, and six CIA pilots were undergoing flight training at the site.
Col. Landon McConnell was assigned as base commander at Watertown.
CIA Director Allen Dulles visited Watertown to personally meet the first training class.
May 1956
As Wilburn S. Rose took off on a training flight in U-2A (56-6678), one of the wing pogo wheels failed to separate. Rose flew low over the field, trying to shake it loose. The aircraft, heavy with fuel, stalled and crashed, killing Rose.
The second class arrived at Watertown. It included Francis G. “Frank” Powers, who would later win dubious fame after being shot down and captured while flying a U-2 over the Soviet Union.
While Powers’ class underwent training, a group of four Greek and one Polish pilot also came to Groom for familiarization in the U-2. The Greek pilots all washed out during training, and the Polish pilot was never allowed to fly the U-2.
August 1956
The second U-2 class completed their training.
The third U-2 training class arrived at Watertown. Among others, it included Frank G. Grace Jr. and Bob Ericson.
Grace was killed during a night training flight while flying U-2A (56-6687). He became disoriented by lights near the end of the runway, and flew into a telephone pole.
December 1956
Bob Ericson was flying U-2A (56-6690) at 35,000 feet when he suffered an oxygen failure. As he began to pass out, the aircraft went out of control. Ericson managed to open the canopy, and parachute to a safe landing on the Navajo Indian Reservation in Arizona.
Article 341 was modified for a series of radar cross section (RCS) tests called Project RAINBOW. Lockheed attempted to reduce the RCS of the U-2 using radar-absorbent materials.
Another U-2, Article 344, was strung with piano wire of varying dipole lengths between the nose and wings of the aircraft to reduce the radar signature. These methods created extra drag with a resultant penalty in range and altitude. The U-2 aircraft modified under Project RAINBOW were known as “dirty birds” because they were not aerodynamically “clean.”
April 1957
During a Project RAINBOW test flight, Article 341 suffered a flameout at 72,000 feet due to airframe heat build-up. Pilot Robert Sieker’s pressure suit inflated, but his helmet faceplate failed and he lost consciousness. The aircraft stalled at 65,000 feet and entered a flat spin. Sieker revived at low altitude and attempted to bail out. Without an ejection seat, or enough altitude for a safe manual egress, Sieker was killed. His body was found near the wreck, with his parachute partially deployed. More information here.
An AEC information booklet called “Background Information on Nevada Nuclear Tests” published in 1957) gave a cover story for the Watertown operation. It stated that the National Advisory Committee for Aeronautics (NACA) was operating U-2 aircraft at the Groom Lake site “with logistical and technical support [from] the Air Weather Service of the U.S. Air Force to make weather observations at heights that cannot be attained by most aircraft.” At that time, the aircraft were unpainted except for fictitious NACA markings in the event that one of them was lost off-site.
The AEC conducted a safety experiment with an XW-25 warhead just five miles northwest of Groom Lake in Area 13. Called Project 57, the test was part of Operation Plumbbob. The device, with a design yield of one to two kilotons, was involved in a simulated accident without a nuclear detonation. The test spread plutonium over 895 acres. More information here.
May 1957
AEC Radiological Safety Officer Charles Weaver, Oliver R. Placak, and Melvin W. Carter participated in two meetings held at Watertown. The film Atomic Tests In Nevada was shown and discussed during two meetings. Watertown personnel were briefed on nuclear testing activities, radiation safety, and the possibility of radiation hazards from the Operation Plumbbob test series. Before leaving Watertown, the AEC men met with two Air Force officers, Col. Jack Nole and a Col. Schilling, and Richard Newton to discuss arrangements for radiation monitors to visit the airbase whenever fallout was anticipated in the Watertown area.
Shot BOLTZMANN, a 12 kiloton blast, was fired from a 500-foot tower on northern Yucca Flat. Watertown personnel were required to evacuate the secret base to avoid fallout.
June 1957
Two minor atomic blasts, FRANKLIN and LASSEN, were fired at Yucca Flat.
CIA pilot classes finished training.
The U-2 test operation moved to North Base at Edwards AFB, California.
Operational U-2 aircraft were assigned to the 4028th Strategic Reconnaissance Squadron. 4028th SRS commander Col. Nole led the first of two three-ship U-2 formations from Watertown to their new home at Laughlin, Texas.
Watertown became a virtual ghost town. The base was apparently in caretaker status with a site manager, security, and minimal complement of personnel present.
An atomic test code-named WILSON deposited fallout on Watertown. The AEC measured radiation exposure inside the evacuated buildings and vehicles at the base to study the ability of various materials to shield against fallout. In effect, Watertown served as a laboratory to determine the shielding qualities of typical building materials that might be found in any average American small town.
The 37-kiloton PRISCILLA shot was detonated at Frenchman Flat.
HOOD, the sixth nuclear shot of Operation Plumbbob, caused substantial damage to the Watertown airbase. The device was lofted by balloon to a height of 1,500 feet over Yucca Flat, about 14 miles southwest of Watertown. On 5 July 1957, HOOD exploded with a yield of 74 kilotons. HOOD’s shockwave shattered windows on two buildings at Watertown, and broke a ventilator panel on one of the dormitories. A maintenance building on the west side of the base had its west and east doors buckled, and the south door of the supply warehouse west of the hangars was also buckled.
July 1957
A civilian pilot was detained when he made an emergency landing at the Watertown airstrip. Edward K. Current Jr., a Douglas Aircraft Company employee, had been on a cross country training flight when he became lost, ran low on fuel, and decided to land at Groom Lake. He was held overnight and questioned. Nevada Test Organization (NTO) security officials reported the incident to the Civil Aeronautics Administration (CAA), which administered the air closure over the Test Site. The following day, the NTO Office of Test Information issued a press release to the news media, describing the incident. The statement noted that the “Watertown landing strip is in the Groom lake area at the northeast corner of the Nevada Test Site.”
August 1957
Operation Plumbbob nuclear testing continued. Five additional safety experiments and 18 more full-scale detonations were conducted. Several shots dropped significant fallout on Watertown. They included DIABLO, DOPPLER, SMOKY, and WHITNEY. SMOKY had a yield of 44 kilotons. It was fired on top of a 700-foot tower in Area 8, about 14 miles southwest of Groom Lake. The mushroom cloud was extremely dirty, and spread radioactive debris over the Groom Lake area.
June 1958
An area comprised of 38,400 acres of land surrounding the Watertown base was officially withdrawn from public access under Public Land Order 1662. This rectangular addition to the Nevada Test Site was designated “Area 51.”
July 1959
USAF personnel from Edwards AFB embarked on a two-day survey trip in an L-28 to investigate potential emergency landing sites for the X-15 rocket plane. The L-28 received clearance to land on Groom Lake, the fifth stop on the trip. The crew tested the hardness of the lakebed surface by dropping a 10lb. steel ball from a height of six feet and measuring the diameter of the resulting imprint. The survey report described Groom Lake as follows: “The surface is very smooth and extremely hard. All approaches are good, and runways can be used in any direction with just over three miles of lake available. This lake is considered excellent for emergency use.” Groom Lake was designated as a contingency landing site for eleven X-15 missions, but none of the flights had to abort to the secret base.
September 1959
EG&G agreed to move its radar test facility to Groom Lake for security reasons. A special pylon was constructed on a paved loop road on the western side of the lakebed.
Aerial photos of Groom Lake were taken for construction contractor Holmes & Narver, Inc. (H&N).
November 1959
The AEC issued a press release regarding construction of a butler-type building for “Project 51” at Groom Lake. The statement indicated that the building would be used to “house data reduction equipment for use by Edgerton, Germeshausen, and Grier [EG&G, Inc.] in an Air Force Program.” The construction project led to a labor dispute. REECo obtained a court order to force the union to provide half a dozen sheet metal workers for the project, then agreed to arbitration of the dispute prior to an injunction hearing in district court.
A full-scale mock-up of the A-12 was shipped to Area 51 for radar signature testing by EG&G.
December 1959
Joe Vensel, Forrest Petersen, and Jim McKay flew from the NASA Flight Research Center (FRC) at Edwards to Nevada in a NASA R4D-5 (17136) to re-survey X-15 landing sites. They landed on the northern end of Groom Lake, just outside the restricted area and tested the lakebed surface by taxiing the aircraft across the hard-packed clay. They soon saw jeeps approaching from Watertown, but the R4D took off before the jeeps arrived.
An Air Force crew attempted a survey following a winter storm. Air Traffic controllers at Area 51 denied landing clearance to the survey aircraft, so it just made a fly-by. The crew noted that there was water on the east half of the lakebed.
Project High Range was completed to track the X-15. It was a High-Altitude Continuous Tracking Radar range over 400 miles long, and stretching from California to Utah. It included radar facilities and microwave relay units. One of the latter, MRU-4, was placed on top of Bald Mountain, 14 miles north of Groom Lake.
September 1960
Base construction began at Area 51 to build facilities to support Project OXCART, the Lockheed A-12. Since the existing 5,000-foot runway (built for the U-2) was incapable of supporting the weight of the A-12, a new airstrip (Runway 14/32) was constructed.
NASA and AFFTC personnel discussed the idea of using the airspace over Groom as a launch site for the X-15. They determined that Groom had advantages over Mud Lake, near Tonopah, since there were more intermediate contingency landing sites available between Groom and Edwards. The Use of Groom Lake also meant a reduction in AFFTC support requirements since there was already an airfield with emergency equipment and personnel at the site. Ultimately, they agreed to remove Groom from consideration as a launch site due to difficulty obtaining clearance into the area.
November 1960
Runway 14/32 was completed. The A-12 required a runway at least 8,500 feet long and 150-feet-wide. A 10,000-foot hard asphalt extension, with a concrete turnaround pad in the middle, cut diagonally across the southwest corner of the lakebed. A semicircle (called “The Hook”) approximately two miles in diameter was marked on the dry lake so that an A-12 pilot approaching the end of the overrun could abort to the hard-packed playa instead of running his aircraft into the sagebrush. An unpaved airstrip (Runway 09/27) crossed the lakebed from southwest to northeast. Another strip (Runway 03/21) was laid out as a crosswind runway.
August 1961
The essential facilities at Area 51 were completed. Three surplus U.S. Navy hangars were obtained, dismantled, and erected on the north side of the base, just north of the three original hangars. They were designated as Hangars 4, 5, and 6. A fourth, Hangar 7, was also built.
One hundred and forty surplus U.S. Navy housing units were transported to the base and made ready for occupancy. The original U-2 hangars now served as maintenance and machine shops. Facilities in the main cantonment area included workshops and buildings for storage and administration, a commissary, control tower, fire station, and housing.
The airspace over Groom Lake became part of a new Restricted Area called R-4808N (replacing the former Prohibited Area P-275), that covered both the Nevada Test Site and Area 51. It prohibited overflights below 60,000 feet.
September 1961
CIA Inspector General Lyman B. Kirkpatrick arrived at Area 51 for a three-day visit. Afterward, he had some critical comments regarding Area 51 security and OXCART project management.
In his preliminary summary report Kirkpatrick stated: “The ‘Area’ in my opinion appears to be extremely vulnerable in its present security provisions against unauthorized observation. The high and rugged northeast perimeter of the immediate operating area, which I visited in order to see for myself, is not under government ownership. It is subject to a score or more of mineral claims, at least one of which is visited periodically by its owner. Several claims are sites of unoccupied buildings or cellars which together with the terrain in general afford excellent opportunity for successful penetration by a skilled and determined opposition.”
Kirkpatrick felt that Area 51 was “already demonstrably vulnerable to air violation including landings,” that “major installations are not rigorously protected against sabotage,” and that construction of facilities had been undertaken before construction personnel had received a full security clearance.
Richard M. Bissell thought these points were valid. The assistant to the CIA Deputy Director of Plans noted that Bissell “was particularly interested in why we have not yet been able to eject the various citizens holding property around the Area.”
December 1961
Col. Robert J. Holbury was named commander of Detachment 1, 1129th Special Activities Squadron Roadrunners and Area 51, with Werner Weiss of the CIA as his deputy.
January 1962
The Federal Aviation Administration (FAA) expanded the restricted airspace above Groom to 22 by 20 nautical miles. The lakebed now lay at the center of a 440-square-mile box at the heart of the Nellis Air Force Range. Eventually, the airspace was restricted continuously, at all altitudes.
February 1962
The first A-12 prototype (Article 121/ AF Serial No. 60-6924) was trucked to the test site.
April 1962
Support aircraft began arriving at Area 51. These included: six McDonnell F-101B and two F-101F Voodoos for training and photo chase, two T-33A Shooting Stars for proficiency training, one Lockheed C-130 Hercules for cargo transport, one U-8A for administrative use, one Cessna 180 for liaison use (later replaced with a Cessna 210), and a Kaman HH-43 helicopter for search and rescue (later replaced with a UH-1). Two F-104A/G Starfighters (56-0790 and 56-0801) served as chase planes during the OXCART flight test program.
Article 121 made its unofficial first flight at Area 51 with Louis W. Schalk at the controls. He flew the aircraft less than two miles at an altitude of about 20 feet.
The following day, Schalk made a 40-minute flight.
Schalk’s official first flight, several days later, was witnessed by a number of CIA personnel (including Richard Bissell) and Najeeb E. Halaby, head of the Federal Aviation Administration.
June 1962
Second A-12 airframe (Article 122) arrives at Groom Lake and is mounted on the RCS pylon for three months of testing.
July 1962
SEDAN, a 104-kiloton thermonuclear explosion, created a crater 320 feet deep and 1,280 feet across on Yucca Flat. The radioactive dust cloud drifted northeast over Groom Pass.
October 1962
Shot BANDICOOT detonated in a subterranean shaft with a yield of 12.5 kilotons. Dynamic venting deposited fallout on the Groom Lake area.
November 1962
A Lockheed test pilot flew a U-2 against radar sites at Area 51 to evaluate its radar cross-section. This was shortly after the Cuban Missile Crisis, and may have been precipitated by the loss of a U-2 to a Cuban SA-2 surface-to-air missile on 27 October.
May 1963
During a subsonic engine test sortie in A-12 (Article 123/60-6926), Ken Collins descended into a thick cloud deck. Ice quickly built up in the pitot tube, causing erroneous airspeed readings in the cockpit. The jet suddenly stalled and pitched up, entering an inverted flat spin. Collins ejected, and the A-12 impacted south of Wendover, near the Utah-Nevada border. Secrecy of the OXCART program was maintained by telling the press that a Republic F-105 had crashed. More information here.
August 1963
The first YF-12A (Article 1001/60-6934) made its maiden flight at Area 51 with James Eastham at the controls.
October 1963
A flight of three F-105 Thunderchiefs, led by British exchange pilot Anthony “Bugs” Bendell, was on a practice nuclear weapon delivery sortie about 80 miles north of Nellis AFB when one aircraft experienced an oil pressure malfunction. One F-105 returned to Nellis while Bendell led the stricken craft to the airfield at Groom Lake. After making a pass over the field with no response to distress calls, Bendell advised the student pilot to land. At this point, two F-101 Voodoos intercepted Bendell and forced him to land also.
1963
Lou Schalk took Kelly Johnson for a ride in the TA-12 (Article 124/60-6927).
March 1964
After President Lyndon B. Johnson announced the existence of the YF-12A (intentionally calling it “Lockheed A-11” at Kelly Johnson’s request), the YF-12A test program moved to Edwards AFB, California.
July 1964
Lockheed test pilot Bill Park flew a high-speed sortie in A-12 (Article 133/60-6939). While on final approach to Groom Lake, the controls locked up, and the aircraft began to roll. Park ejected just 200 feet above the ground. He swung through just one parachute oscillation before touching down.
December 1964
Kelly Johnson flew Najeeb Halaby to the Area 51 test site. Halaby was taken up for a flight in the two-seat TA-12 trainer (Article 124/60-6927).
Bill Park piloted the first mated flight of the M-21/D-21 combination. The M-21 motherships were Article 134/60-6940 and Article 135/60-6941.
November 1965
The A-12 was declared ready for operational use.
December 1965
After takeoff in A-12 (Article 126/60-6929), Mele Vojvodich was forced to eject as the aircraft went out of control about 100 feet above the ground. The flight lasted only six seconds. Vojvodich parachuted to safety as the A-12 exploded nearby on the frozen surface of the lakebed. The cause was traced to controls that had been accidentally cross-wired during modifications.
March 1966
The Lockheed D-21 TAGBOARD ramjet powered unmanned reconnaissance drone was launched for the first time from a dorsal pylon on the M-21 mothership.
July 1966
The fourth launch attempt was made from M-21 (60-6941) with 60-6940 flying chase. After leaving Groom Lake, the aircraft flew out over the Pacific Ocean. As the D-21 separated from the launch pylon, it struck the tail of the M-21 resulting in the loss of the aircraft. Pilot Bill Park ejected safely and was rescued 150 miles off Point Mugu, California. His LSO Ray Torick ejected but drowned before he could be rescued.
Col. Hugh “Slip” Slater takes command of DWT 1, 1129th SAS and Area 51.
January 1967
While returning to Area 51 from a routine training flight, A-12 (Article 125/60-6928) crashed near Leith, Nevada. A faulty gauge had allowed the jet to run out of fuel 70 miles short of Groom Lake. Walt Ray ejected, but failed to separate from his seat, and was killed.
Mid-1967 (?)
Sam Mitchell (CIA) assigned as commander of Area 51.
September 1967
James S. Simon Jr. died while flying chase during a night sortie of the TA-12. As the TA-12 approached the south end of the runway Simon’s F-101B (56-0286) struck the ground and exploded near the South Trim Pad.
Under the SENIOR BOWL program, the D-21 drone was reconfigured for launch from a B-52 and redesignated D-21B. Two B-52H aircraft (60-0036 and 61-0021) from the 4200th Support Squadron were sent to Groom Lake for the test program.
The unofficial first flight of the D-21B (Article 501) occurred when one of the drones was accidentally dropped due to a mechanical failure.
November 1967
The first actual launch of a D-21B was completed successfully from a B-52H over the Pacific Ocean.
January 1968
Project HAVE DOUGHNUT, a joint USAF/Navy technical and tactical evaluation of the MiG-21F-13 began at Area 51.
February 1968
First test flight of HAVE DOUGHNUT MiG-21.
March 1968
Project HAVE DOUGHNUT was completed.
January 1969
Project HAVE DRILL/HAVE FERRY evaluation of two MiG-17F airplanes began at Area 51 with delivery of first airplane.
February 1969
First MiG-17 test flight completed.
March 1969
Second MiG-17 delivered to Area 51.
April 1969
First flight of second MiG-17.
May 1969
Project HAVE DRILL/HAVE FERRY was completed.
July 1970
The CIA began testing a remotely piloted vehicle (RPV) At Area 51 under project AQUILINE. With a six-foot wingspan and pusher propeller, the television-guided RPV was designed to gather intelligence by intercepting electronic transmissions from inside denied territory.
November 1970
Project HAVE GLIB, evaluation of foreign radar and threat systems began. A complex of actual Soviet systems and replicas began to grow around “Slater Lake” (the pond, which had been named after the former Roadrunners commander), a mile northwest of the main base. The systems were given names such as Mary, Kay, Susan, and Kathy. They were arranged to simulate a Soviet-style air defense complex.
December 1970
BANEBERRY, a 10-kiloton blast was detonated at the bottom of a 910-foot-deep shaft on Yucca Flat. Shortly afterward, radioactive gases erupted from a surface fissure. The plume reached an altitude of 8,000 feet and moved northeast. The fallout cloud arrived at Groom Lake an hour later. Within 20 minutes, radiation levels had reached a peak exposure rate of 0.18mR/hr. (compared to a normal background reading of 0.02 mR/hr.). Within another hour the cloud had passed.
Mid-1971
The Microwave Radar/Repeater Annex (MRU-4) on a three-acre parcel at the summit of Bald Mountain was improved. Construction at the site was sponsored by the Air Force Flight Test Center (AFFTC) at Edwards AFB.
December 1971
Project AQUILINE was canceled and the surviving airframes were placed in storage.
May 1973
Project HAVE IDEA was initiated to evaluate foreign aircraft at Area 51 and elsewhere. The test aircraft initially included MiG-21 and MiG-17 variants.
July 1974
The CIA Office of Special Activities (OSA) filed a Memorandum of Agreement regarding a classified project to be undertaken at Area 51. The top-secret project, with a classified code-name, was expected to last about one year. Six permanent personnel were assigned to the test site, with up to 20 personnel “on site during peak periods of short duration activity.” Project personnel planned to use Hangars 13 through 17 at the south end of the test site.
July 1975
The 4477th TEF Red Eagles was activated at Nellis AFB to support evaluation of foreign aircraft.
November 1977
A C-5 had arrived at Area 51 carrying the Lockheed HAVE BLUE prototype. Also known as the Experimental Survivable Testbed (XST), HAVE BLUE was the progenitor of the Lockheed F-117A. It was the first airplane built to be virtually invisible to radar.
December 1977
6513th Test Squadron Red Hats was activated at Edwards AFB to support evaluation of foreign aircraft.
HAVE BLUE completed its maiden flight with Lockheed test pilot Bill Park at the controls. On hand to witness the event were Skunk Works chief Ben Rich, his predecessor “Kelly” Johnson, and Ken Perko of the Advanced Research Projects Agency. The flight was also monitored by the White House Situation Room and Tactical Air Command Headquarters at Langley AFB, Virginia.
March 1978
The first HAVE BLUE aircraft (Article 1001) was returned to Burbank for modifications. It was prepared for RCS tests (with RAM coatings and removal of the nose boom).
April 1978
HAVE BLUE (Article 1001) returned to Area 51.
May 1978
During a test flight in HAVE BLUE a sudden drop caused the airplane to slam down hard on the runway. Fearing he would slide off the runway, Bill Park applied full power and aborted the landing. He climbed to altitude, automatically retracting the gear, and again attempted to land. The chase pilot told Park that his right main gear had failed to come down. As fuel levels became critical, Park decided to eject. He was struck by the seat and knocked unconscious during bailout, suffering injuries that ended his flying career.
The wreckage was buried near Groom Lake.
July 1978
HAVE BLUE (Article 1002), the low-observables technology demonstrator, made its first flight piloted by Lt. Col. Norman K. “Ken” Dyson.
October 1978
Lockheed conducted the first test of its stealth cruise missile, code-named SENIOR PROM. Six prototypes were built. They somewhat resembled a subscale, unmanned version of the HAVE BLUE. The demonstrator models were launched from a DC-130 from the 6514th Test Squadron from Hill AFB, Utah. The SENIOR PROM test articles and launch aircraft were housed in Hangar 17 at Area 51.
July 1979
Article 1002 was lost due to an engine fire. Dyson noticed two hydraulic system warning lights while flying about 35 miles from Groom Lake. He ejected, and the last HAVE BLUE tumbled end over end to the desert floor. The wreckage was buried near Groom Lake.
April 1979
The CIA transferred control of the test site to the Air Force. AFFTC commander B/Gen. Philip J. Conley Jr. originally designated and activated the new unit as the 6516th Test Squadron, under the supervision of the 6510th Test Wing.
May 1979
The Special Order designating and activating the 6516th Test Squadron was revoked and the unit was activated as OL-AA, Detachment 3, AFFTC. Col. Larry D. McClain was assigned as commander of DET 3, AFFTC.
October 1979
The 4477th Test and Evaluation Flight sponsored Phase I construction of a new airfield and support facilities at Tonopah Test Range (TTR).
The $7 million project included construction of a maintenance hangar, a concrete apron, access taxiway, propane tank, a few permanent outbuildings, and 16 mobile homes.
The original 6,000-foot runway was extended to 10,000 feet. It was laid out with the same heading as the main runway at Area 51.
May 1980
The 4477th TEF Red Eagles was upgraded to squadron status as the 4477th Test and Evaluation Squadron.
October 1980
Phase II construction, sponsored by the 4477th TES, began at TTR at a cost of $17 million. It included an expansion of the apron area, construction of a taxiway, fuel tanks, a dining hall, water tank, warehouse, support utilities, and a 42,000-square-foot hangar.
January 1981
The Lockheed test site at Groom Lake accepted delivery of the first SENIOR TREND Full-Scale Development prototype (designated YF-117A).
March 1981
In preparation for TAC operational test and evaluation of the F-117A, Phase III construction began at TTR.
At a cost of $79 million, facilities were built for the 4450th Tactical Group, the unit that would operate the aircraft.
May 1981
Col. Charles “Pete” Winters became commander of DET 3, AFFTC. Winters had served as McClain’s vice commander.
January 1981
Lockheed test pilot Hal Farley successfully completed the first YF-117A flight.
January 1982
Phase II construction at TTR was completed in January 1982. This provided a new home for the 4477th TES, and began the transition of TTR (also known as Area 52) from a bare base to a standard Air Force base.
TACIT BLUE, a stealth technology demonstrator built by Northrop, was trucked to the Groom Lake test site in several large crates for final assembly in Hangar 8.
February 1982
Northrop test pilot Richard G. Thomas, made the first flight of TACIT BLUE.
The first production F-117A (80-10785) was delivered to DREAMLAND, disassembled, inside a C-5.
April 1982
Test pilot Bob Riedenauer attempted takeoff in the first production F-117A (80-10785) on its maiden checkout flight. Before the first test flight, technicians relocated a servomechanism from one equipment bay to another, and rewired it. Unfortunately, they inadvertently reversed the rate gyros. As Riedenauer lifted off, the aircraft flipped over backwards and crashed. He suffered injuries that left him hospitalized for seven months.
The aircraft was a complete loss and, since the takeoff had not been successful in any sense, the “flight” was not even included in the test logs.
Mid-1982
Project HAVE GLASS was undertaken to significantly reduce the radar cross-section of the General Dynamics F-16 Fighting Falcon. A series of modifications included RAM coatings and fillings, reflective materials, and component shape changes.
June 1983
AeroVironment received CIA sponsorship to build a proof-of-concept high-altitude, solar-powered, radio-controlled UAV called HALSOL. It was essentially a rectangular flying wing made from lightweight materials. Initial test flights were powered by eight electric motors using silver-zinc batteries. HALSOL made nine test flights, beginning in June 1983.
Col. Ralph H. Graham assigned as commander of DET 3, AFFTC.
March 1984
Lt. Gen. Robert M. Bond, Vice Commander of Air Force Systems Command, visited Groom Lake for two orientation flights in YF-117A
(79-10782).
April 1984
Lt. Gen. Robert M. Bond made two orientation flights in a Russian-built MiG-23 jet fighter. While making a high-speed run during his second flight, Bond lost control and crashed in Area 25 of the Nevada Test Site. He was killed while ejecting.
Richard Thomas completed the 100th flight of TACIT BLUE.
August 1984
Approximately 89,000 acres of public land and private holdings northeast of Groom Lake were closed to the public for “national security reasons.” This area comprised the Groom Mountain Range that overlooks the lakebed. The appropriation was done without fulfilling the legal requirements for an environmental impact statement. Air Force officials denied there would be any significant impact because the
area would only be used as a buffer zone.
February 1985
TACIT BLUE completed its final flight. Following a highly successful test program, the one-of-a-kind aircraft was stored in the Area 51 “boneyard.” Eventually, it was displayed at a classified museum facility in the low bay (called “Dyson’s Dock”) of Hangar 18.
April 1985
Col. Karl M. Jones Jr. assigned as commander of DET 3, AFFTC.
Mid-1985
Maj. Frank T. Birk piloted the first flight of a “classified demonstrator” at Groom Lake. For his work on the project, the Society of Experimental Test Pilots gave Birk the Lieutenant General Bobby Bond Memorial Aviator Award which “recognizes an AFSC military rated crew member for outstanding contribution to AFSC’s test and evaluation mission while participating in aerial duties.”
Another project involved a laser system called VINDICATOR that was designed at the Lockheed Skunk Works.
The U.S. Air Force issued a proposal (ex post facto) for the withdrawal of the 89,000 acres of land in the Groom Mountains that had already been seized in 1984.
Mid-1980s
New dormitories were constructed. Several large water tanks were added to supply the base. Hangar 18 was built near the south ramp. Four “Rubber Duck” temporary aircraft shelters were erected near the Southend for use by TAC during F-117A OT&E. Many new facilities were built and, by the end of the decade the “Rubber Duck” shelters were replaced with metal hangars (Hangars 20 through 23). Runway 14/32 was extended 4,600-feet further southeast of the lakebed because the north end was subject to flooding during the rainy season.
1987
Congress officially authorized the withdrawal of the Groom Mountains.
Spring 1987
Col. James W. Tilley II assigned as commander of DET 3, AFFTC.
1988
President Ronald Reagan signed legislation making the Groom Mountains part of the Nellis Air Force Range until 2003. The Desert Research Institute in Reno was contracted to conduct an archeological survey of the area for renewal of the withdrawal.
Spring 1989
Col. ??? assigned as commander of DET 3, AFFTC.
December 1990
Northrop’s stealthy AGM-137 Tri-Service Standoff Attack Missile (TSSAM), based on technology from TACIT BLUE, underwent initial tests.
1991
After several decades of use, Runway 14/32 was becoming too expensive to maintain. AFFTC leadership considered several options, and ultimately decided to build a new parallel runway east of the old one. Construction of Runway 14L/32R began.
Spring 1991
Col. William W. Dobbs assigned as commander of DET 3, AFFTC.
April 1992
The F-117A Combined Test Force relocated its operation from Groom Lake to Site 7 at AF Plant 42 in Palmdale, California.
October 1992
The 6513th Test Squadron Red Hats was inactivated. It was reactivated immediately as the 413th Flight Test Squadron, providing test and evaluation capability for electronic warfare (EW) systems.
When Runway 14L/32R was completed, the old airstrip became Runway 14R/32L. The new runway had no asphalt extension, but an overrun line, extending to “The Hook” was marked on the lakebed. Most of the northern half of Runway 14R/32L was closed, reducing the active runway length to about 10,000 feet.
Spring 1993
Col. Craig P. Dunn assigned as commander of DET 3, AFFTC.
October 1993
The U.S. Air Force filed a notice in the Federal Register seeking to withdraw 3,972 acres of land from public on the eastern perimeter of the DREAMLAND section of the Nellis Air Force Range.
January 1994
The 412th Test Wing at Edwards began formation of an EW Directorate to encompass all aspects of ground and flight test of EW assets and act as a “gateway” to DET 3, AFFTC, providing technical guidance on how to use their capabilities for electronic combat testing.
Several workers filed a lawsuit against the government, claiming damages from exposure to toxic fumes from burning waste at the Groom Lake facility.
September 1994
Gen. Ronald W. Yates, commander of Air Force Materiel Command, visited DET 3, AFFTC for two days.
October 1994
The EW Directorate was unofficially established, consisting of the Electronics Research Division, 413th FLTS, Avionics Test and Integration Division, and Electronic Combat Development Flight.
A unique Electromagnetic Test Environment (EMTE) was created to support open-air development test and evaluation and operational test and evaluation of electronic combat systems.
January 1995
The NC-130H (87-0157), with a dorsally mounted rotating radar dish, was modified under the Advanced Simulation and Training Initiative (ASTI). ASTI provided enhanced threat density of open-air combat training ranges by injecting virtual targets from a ground-based simulator through real-time data links.
April 1995
The Air Force seized 5,000 more acres of public land to prevent civilians from viewing the base from nearby hilltops that had been overlooked in previous seizures. This occurred in the midst of increased public scrutiny of the secret base.
Col. ??? assigned as commander of DET 3, AFFTC.
Mid-1990s
The YF-113G “classified prototype” made its first flight.
September 1995
On 29 September 1995 President Bill Clinton signed Presidential Determination No. 95-45. It stated in part: “I find that it is in the paramount interest of the United States to exempt the United States Air Force’s operating location near Groom Lake, Nevada from any applicable requirement for the disclosure to unauthorized persons of classified information concerning that operating location.”
April 1996
TACIT BLUE was declassified and delivered to the U.S. Air Force Museum in Dayton, Ohio, for permanent display.
Late-1996
McDonnell Douglas test pilot Rudy Haug piloted the maiden flight of the “Bird of Prey” (also known as the BoP). The classified technology demonstrator showcased low-observables (“stealth”) and lean manufacturing capabilities. Over a three-year period, the “Bird of Prey” completed 38 test flights. The Boeing Company purchased McDonnell Douglas in 1997 and continued funding for the BoP. Besides Haug, the BoP was flown by Air Force test pilot Doug Benjamin and Boeing test pilot Joe Felock.
Spring 1997
Col. ??? assigned as commander of DET 3, AFFTC.
Spring 1999
Col. Mark A. Stubben assigned as commander of DET 3, AFFTC.
August 1999
There was a large fire, possibly caused by an aircraft accident, on the southern slopes of the Groom Mountains north of Groom Lake.
October 1999
Air Force takes official ownership of Area 51 in a land swap deal, signed by President Clinton. Click here for LVRJ article.
The white Jeep Cherokee security vehicles are being replaced by Ford F-150’s, and later Chevy 2500 4×4 pickup trucks.
2000
The Transient Parking ramp (JANET ramp) was excavated and re-paved.
October 2000
Area 51 North Gate (Back Gate) is upgraded with a chain link fence, double gate and a new guard shack. More information and photos here.
2001
F-22A (91-4004) was flown through the Dynamic Coherent Measurement System (DYCOMS) airborne RCS range (known on-site as Project 100 or simply P-100) to verify the low-observable characteristics of the Lockheed Martin F/A-22A Raptor.
All but two of the original tanks in the fuel farm were removed and two new large tanks were installed.
April 2001
Col. ??? assigned as commander of DET 3, AFFTC.
The South Delta Taxiway was marked as Runway 12/30. It is approximately 5,420-feet-long and 150-feet-wide, with convenient access to the Southend ramp. Runway 14R/32L was closed in its entirety.
December 2001
DET 3 security personnel from EG&G Technical Services went on strike for two days, citing low wages and excessive amounts of overtime in the three months since the terrorist strikes in September. Supervisors were forced to man posts vacated by the 70 striking guards. Click here for LVRJ article.
Early 2003
Construction of the two new fuel tanks is completed.
A new Center Taxiway, providing access to Runway 14L/32R, is constructed. It includes a new access way to Hangar 19 (the “Scoot-n-Hide shed”). Construction is completed by July 2003. Click here for a Satellite Image, and photos from Tikaboo Peak.
Spring 2003
Col. ??? assigned as commander of DET 3, AFFTC.
Mid-2003
The Southend ramp in front of Hangars 9 through 16 was similarly replaced in the summer of 2003.
March 2004
A Beech 1900 (N27RA), operated by EG&G, crashed on a flight from Groom to TTR. The civilian pilot, David D. Palay, and passengers Derrick L. Butler, Michael A. Izold, Daniel M. Smalley, and Roy A. Van Voorhis (contractors with JT3 LLC) perished. Click here for LVRJ article.
May 2004
The 413th Flight Test Squadron was inactivated as part of a consolidation and realignment of EW assets.
Spring 2005
Col. ??? assigned as commander of DET 3, AFFTC.
50th Anniversary of establishment of Groom Lake test facility
Heard not seenJapanese stealth, yukky! 😮
Heard not seenProbably a load of tosh, but looks nice 🙂
Heard not seen2003
Heard not seenSkunk works
Wish I was at this Uni presentation! 😮
The fastmover Photo taken in Nevada.
Heard not seenATS Aurora
UPDATE! Latest photo from above top secrets (ATS) of secret Aurora spy plane. Rumoured to have recently been hired by the IRS to find Wesley Snipes. Witnesses report to have heard loud vibrating pulsing sounds followed by honking of an old car horn. 😮 😮 😮
Heard not seenYou couldn’t have said it better! Nice photos 🙂 🙂 🙂
Sign In
