Area 51 Timeline
The following is a general timeline of events at the Groom Lake,
Nevada, test facility. It covers half a century of history involving a unique
national asset.
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.
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.
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 South
end 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 Area 51 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.
The white Jeep Cherokee security vehicles are being replaced by
Ford F-150's, and later Chevy 2500 4x4 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.
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
South end 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.
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.
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.
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.