by Peter W. Merlin

(extracted from "Area 51 - Dreamland - Fifty Years of Secret Flight Testing in Nevada" by Peter W. Merlin)
from Scribd Website

May 2005 marks the 50th anniversary of flight test activities at Groom Lake, Nevada, best known to the public as DREAMLAND or Area 51.

For half a century this remote desert outpost has served as a breeding ground for aircraft on the cutting edge of technology. It served as an important national asset during the Cold War and numerous conflicts throughout the globe.

Dreamland continues to support the war-fighter and keep America on the cutting edge of aerospace technology.

Humble Beginnings

The Central Intelligence Agency (CIA) established the Groom Lake test facility during Project AQUATONE, through which the Lockheed U-2 spy plane was developed. Capable of flying at high altitude while carrying sophisticated cameras and sensors, the U-2 was equipped with a single jet engine and long, tapered straight wings.

For security reasons, CIA officials did not believe that the new airplane should be flown at Edwards Air Force Base, California. At the request of U-2 designer Clarence L. "Kelly" Johnson of the Lockheed Advanced Development Projects division (better known as the Skunk Works), project pilot Tony LeVier was dispatched to scout locations around the southwestern United States for a more remote test site.

Richard M. Bissell Jr., director of the AQUATONE program, reviewed dozens of potential test sites with his Air Force liaison, Col. Osmond J. "Ozzie" Ritland. None seemed to meet the program's stringent security requirements. Ritland, however, recalled "a little X-shaped field" in southern Nevada that he had flown over many times during his involvement with the nuclear weapons test program. The airstrip, called Nellis Auxiliary Field No.1, was located just off the eastern side of Groom Dry Lake, about 100 miles north of Las Vegas. It was also just outside the Atomic Energy Commission's (AEC) nuclear proving ground at Yucca Flat.

In April 1955, LeVier, Johnson, Bissell, and Ritland flew to Nevada on a two-day survey of the most promising lakebeds. After examining Groom Lake, it was obvious that this would be an ideal location for the test site, with its excellent flying weather and unparalleled remoteness.

The abandoned airfield that Ritland remembered was overgrown and unusable, but the lakebed was excellent.

Bissell later described the playa as,

"a perfect natural landing field... as smooth as a billiard table without anything being done to it."

Kelly Johnson originally opposed the choice of Groom Lake because it was farther from Burbank than he would have liked, and because of its proximity to the Nevada Proving Ground (later renamed Nevada Test Site). Johnson was understandably concerned about conducting a flight test program adjacent to an active nuclear test site. In fact, Groom Lake lay directly in the primary downwind path of radioactive fallout from atomic blasts.

Groom Lake was actually Johnson's second choice for the test location. He had already designed a base around his primary lakebed, dubbed Site I, which would have been a small, temporary camp with only the most rudimentary accommodations. Johnson estimated construction costs for such a facility at $200,000 to $225,000.

Base requirements soon changed, however, calling for a permanent facility nearly 300% larger than Johnson's original design. Johnson estimated construction of a larger facility at Site I would cost $450,000. His estimate for building the same facility at Site II (Groom Lake) was $832,000. Johnson ultimately accepted Ritland's recommendation, largely because AEC restrictions would help shield the operation from public view.

Bissell secured a presidential action adding the Groom Lake area to the AEC proving ground. Ritland wrote three memos to Air Force Headquarters, the AEC, and the Air Force Training Command that administered the gunnery range. Assistant Air Force Secretary for Research and Development Trevor Gardner signed the memos, this ensuring that range activities would not impinge on the new test site.

Security for project AQUATONE was now assured.

During the last week of April 1955, 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 that, he later admitted was "a dirty trick to lure workers to the program." The AQUATONE, officially designated U-2 became known as "The Angel from Paradise Ranch." The base itself was usually just called "The Ranch" by those who worked there.

On 4 May 1955, LeVier, Kammerer, and Johnson returned to Groom Lake in Lockheed's Bonanza. Using a compass and surveying equipment, they defined a 5,000-foot, north-south runway on the southwest corner of the lakebed and designated a site for the camp.

On 18 May 1955, Seth R. Woodruff Jr., manager of the AEC Las Vegas Field Office, announced 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.

This, in effect, constituted Area 51's birth announcement.

Watertown Operations

LeVier and fellow Lockheed test pilot Bob Matye spent nearly a month removing surface debris from the playa. Levier also drew up a proposal to mark four three-mile-long runways on the lakebed at a cost of $450.00. Johnson, however, refused to approve the expense, citing a lack of funds. Drilling resulted in discovery of a limited water supply, but trouble with the well soon developed.

Top priorities for the test site included hangars, a road, offices, living accommodations, and various support facilities. Since Lockheed did not have a license to build on the nuclear proving ground, they gave their drawings to a contractor who did: Silas Mason Construction Company. The Lockheed group hid their identity behind the fictional company name "CLJ", using Johnson's initials.

The fledgling base 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, several water wells, and fuel storage tanks. CIA, Air Force, and Lockheed personnel began arriving in July 1955 and Richard Newton of the CIA was assigned as base commander.

The test site soon acquired a new name: Watertown. According to some accounts, the site was named after CIA director Allen Dulles' birthplace in Watertown, New York. It is still listed as a member of Alamo Township in Lincoln County.

The first U-2 was transported, disassembled, to Watertown in an Air Force C-124 cargo plane. It had no serial number and was designated Article 341. Tony LeVier made the unofficial first flight in the U-2 during a taxi test on 29 July. He piloted the first planned test flight on 4 August.

After completing Phase I (contractor) testing LeVier was replaced by Lockheed test pilots Bob Matye and Ray Goudey who expanded the airplane's altitude envelope to its operational limits. By November 1955, the test group also included Robert Sieker and Robert Schumacher.

On 17 November 1955, tragedy struck the AQUATONE project. An Air Force C-54M (44-9068) transporting personnel to the secret base 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 assumed responsibility for transporting personnel to Watertown. A company-owned C-47 was used to ferry pilots, technicians, and special visitors to the test site.

By the beginning of 1956, four U-2 aircraft had been delivered to the Groom Lake test site. By the end of March the fleet consisted of nine aircraft, and six CIA pilots were undergoing flight training at the site. Four experienced instructor pilots trained three classes in ground school, followed by landing practice in a T-33 and, eventually, solo flights in the U-2. The second class underwent training at Groom between May and August 1956. It included Francis Gary Powers, who would later win dubious fame after being shot down and captured while flying a U-2 over the Soviet Union. The third training class was conducted in late 1956.

Several U-2 airplanes were lost in accidents including the prototype. Two CIA pilots were killed and one escaped without injury. Lockheed test pilot Robert Sieker perished in Article 341.

Atomic Blasts

Nuclear weapons testing at nearby Yucca Flat affected test and training activities at Watertown. During the first two years of the Watertown operation, the atomic proving ground had been quiet as all full-scale testing was taking place at Bikini and Eniwetok atolls in the Pacific Ocean. That changed in the summer of 1957 with Operation Plumbbob.

Because Groom Lake was downwind of the proving ground, Watertown personnel were required to evacuate the base prior to each detonation. The AEC, in turn, tried to ensure that expected fallout from any given shot would be limited so as to permit re-entry of personnel within three to four weeks. Evacuation plans included notification procedures, adequate security for classified areas, means to inform evacuees when they might return, and radiation monitoring. If a nuclear test was postponed, which occurred frequently, Watertown personnel were required to evacuate prior to each new shot date.

All personnel at the base were required to wear radiation badges to measure their exposure to fallout. AEC Radiological Safety (Rad-Safe) officers briefed Watertown personnel on nuclear testing activities and radiation safety, and presented a film called Atomic Tests In Nevada. They also made arrangements for radiation monitors to visit the airbase whenever fallout was anticipated in the Watertown area.

Project 57, the first shot of the new series, took place on Watertown's doorstep. On 24 April 1957, the AEC conducted a safety experiment with an XW-25 warhead just five miles northwest of Groom Lake in Area 13. Only the bottom detonator of the device was fired, simulating an accident not involving a nuclear detonation. The test was designed to disperse a known quantity of plutonium over a defined area to develop effective monitoring and decontamination procedures.

Following several delays, full-scale nuclear detonations began on 28 May. Shot BOLTZMANN, a 12-kiloton blast, was fired from a 500-foot tower on northern Yucca Flat. After more delays, two minor blasts, FRANKLIN and LASSEN, were fired during the first week of June. These tests came near the intended end of Watertown's existence as an active installation.

The base had always been considered a temporary facility. As U-2 testing began to wind down and CIA pilot classes finished their training, Watertown became a virtual ghost town. By mid-June 1957, the U-2 test operation had moved to Edwards and operational U-2 aircraft were assigned to the 4028th Strategic Reconnaissance Squadron at Laughlin, Texas.

On 18 June 1957, a 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 effectiveness of various materials in shielding against fallout. In effect, Watertown served as a laboratory to determine the shielding qualities of typical building materials that might be found in any American town. WILSON was followed by the 37-kiloton PRISCILLA shot at Frenchman Flat on 24 June.

HOOD, the sixth nuclear shot of Plumbbob, was truly spectacular. It also caused substantial damage to the Groom Lake 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. It was the most powerful airburst ever detonated within the continental United States. 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 and the supply warehouse west of the hangars suffered serious damage as their metal roll-up doors buckled.

Despite the end of U-2 operations and the near constant rain of fallout, security at the Watertown facility remained tight. On 28 July 1957, a civilian pilot was detained after making an emergency landing at Watertown airstrip. Edward K. Current Jr., an employee of Douglas Aircraft Company, 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 before being released.

On 20 June 1958, 38,400 acres of land encompassing 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. Shortly after this, the National Aeronautics and Space Administration (NASA) secured permission to designate Groom Lake as a contingency landing site for the X-15 rocket plane. It was, however, never needed for this purpose.

For two years following the departure of the U-2 fleet from Watertown, the base was fairly quiet.

New Lease on Life

Dramatic changes came to Area 51 with the advent of Project OXCART, through which Lockheed's proposed successor to the U-2 was developed. The OXCART aircraft was a sleek, powerful looking aircraft with a long tapered forward fuselage with blended chines. A rounded delta wing supported two turbo-ramjet engines capable of boosting the aircraft to Mach 3.2 at altitudes in excess of 90,000 feet.

Twin, inwardly canted tails and a sawtooth internal structure in the wing edges contributed to a low overall RCS. The airframe was constructed mostly of titanium, with asbestos-fiberglass and phenyl silane composites in the leading and trailing edges, chines, and tails for RCS reduction. The final designation for the OXCART aircraft was A-12, with the "A" standing for "Archangel."

The Skunk Works team in Burbank built a full-scale mock-up of the A-12 during the spring of 1959 for RCS tests to be performed by Edgerton, Germeshausen & Grier (EG&G) of Las Vegas. On 10 September, EG&G agreed to move its radar test facility from Indian Springs, Nevada, to Groom Lake for security reasons. A special pylon was constructed on a paved loop road on the west side of the lakebed.

The A-12 mock-up was moved from Burbank to the test site on a specially designed trailer truck. By 18 November, the model was in place. It took 18 months of testing and adjustment before the A-12 achieved a satisfactory RCS.

Naturally, a secret location was needed for testing the triple-sonic A-12. Ten U.S. Air Force bases programmed for closure were considered, but none provided adequate security, and annual operating costs were prohibitive for most. Groom Lake was selected although it lacked personnel accommodations, fuel storage, and an adequate runway.

Lockheed planners estimated cost requirements for monthly fuel consumption, hangars, maintenance facilities, housing, and runway specifications. The CIA then produced a plan for construction and engineering. A CIA cover story stated that the facilities were being prepared for radar studies to be conducted by an engineering firm with USAF support. Construction at the site, referred to as Project 51, was performed by Reynolds Electrical and Engineering Company (REECo).

Base construction began on 1 September 1960 and continued on a double-shift schedule until 1 June 1964. Workers were ferried in from Burbank and Las Vegas on C-54 aircraft. Since the existing 5,000-foot runway was incapable of supporting the weight of the A-12, a new airstrip (runway 14/32) was constructed between 7 September and 15 November 1960.

The A-12 required a runway at least 8,500 feet long. About 25,000 cubic yards of concrete were poured to make the airstrip. A 10,000-foot asphalt extension, for emergency use, cut diagonally across the southwest corner of the lakebed. An Archimedes curve approximately two miles across was marked on the dry lake so that an A-12 pilot approaching the end of the overrun could abort to the playa instead of plunging the aircraft into the sagebrush. Area 51 pilots called it "The Hook." For crosswind landings two unpaved airstrips (runways 9/27 and 03/21) were marked on the dry lakebed.

Kelly Johnson had been reluctant to construct a standard Air Force runway, with expansion joints every 25-feet, because he feared the joints would set up undesirable vibrations in the OXCART aircraft. At his suggestion, the 150-foot-wide runway was constructed in segments, each made up of six 25-foot-wide longitudinal sections. The sections were 150 feet long and staggered. This layout put most of the expansion joints parallel to the direction of aircraft roll, and reduced the frequency of the joints.

Essential facilities were completed by August 1961. Three surplus U.S. Navy hangars were obtained, dismantled, and erected on the base's north side. They were designated as Hangar 4, 5, and 6. A fourth, Hangar 7, was built new. More than 130 U.S. Navy surplus Babbitt duplex housing units were transported to the base and made ready for occupancy. The original U-2 hangars were converted to 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.

It was determined that 500,000 gallons of JP-7 fuel would be needed monthly to support the OXCART program. By early 1962 a fuel farm, including seven tanks 1,320,000-gallon capacity was complete. Older buildings were repaired, and additional facilities were constructed as necessary. A reservoir pond, surrounded by trees, served as a recreational area one mile north of the base. Other recreational facilities included a gymnasium, movie theatre, and a baseball diamond.

On 15 November 1961, USAF Col. Robert J. Holbury was named commander of the secret base, with the CIA's Werner Weiss as his deputy.

The base was still a CIA facility, and would remain so for another 18 years.

OXCART and the Roadrunners

Support aircraft began arriving in the spring of 1962. These included eight McDonnell F-101B/F Voodoos for training and chase, a Lockheed C-130 Hercules for cargo transport, U-8A for administrative use, Cessna 180 for liaison use, and Kaman HH-43 helicopter for search and rescue. A Lockheed F-104A/G (56-0801) was supplied as a chase plane during the OXCART flight test period.

In January 1962, the Federal Aviation Administration (FAA) expanded the restricted airspace in the vicinity of Groom Lake. The lakebed became the center of a 600-square-mile addition to restricted area R-4808N. Restricted continuously at all altitudes, the airspace occupies the center of the Nellis Air Force Range.

The prototype A-12 (60-6924) made its unofficial first flight on 25 April 1962 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. An official "first flight" on 30 April was witnessed by a number of dignitaries including Richard Bissell (even though he had resigned from the CIA in February) and FAA chief Najeeb Halaby.

OXCART pilot Jack Weeks nicknamed the A-12 Cygnus after the constellation of the swan. Initially, all 15 A-12 aircraft were based at Groom Lake and operated by the 1129th Special Activities Squadron Roadrunners, commanded by Col. Hugh "Slip" Slater. A-12 test aircraft (60-6924, 60-6925, 60-6928), and the TA-12 trainer (60-6927) were housed in hangars at the north end of the flightline. Operational aircraft were kept in Hangars 9 through 16 at the southern end of the base. Security was paramount. Even the existence of the A-12 was a closely guarded secret.

With the assistance of the CIA, the U.S. Air Force entered into an agreement with Lockheed to build three prototypes of an interceptor version of the A-12 under project KEDLOCK. Known as the AF-12 (later changed to YF-12A), the design included a second crew position, air-to-air missiles, and fire-control radar in the nose. The first YF-12A (60-6934) made its maiden flight on 7 August 1963 with James Eastham at the controls.

After President Lyndon B. Johnson announced the existence of the aircraft in March 1964, the YF-12A test was program moved to Edwards.

Dreamland

Construction of the Area 51 facility was completed in 1965. The site population had grown to 1,835, and contractors were working three shifts a day. Lockheed-owned Constellation and C-47 aircraft made several flights a day ferrying personnel from Burbank and Las Vegas to Groom Lake. Hughes and Honeywell had facilities on site, and Pratt & Whitney operated an engine test stand. Perkin-Elmer set up a special building in which to work on the equipment bays in the nose of the A-12.

During the course of the OXCART program, Kelly Johnson developed an unmanned reconnaissance drone that could be launched from a modified version of the A-12. Codenamed TAGBOARD, the drone was a ramjet-powered vehicle capable of reaching 90,000 feet at Mach 3.3. Two OXCART-type aircraft (60-6940 and 60-6941) were purpose-built to launch TAGBOARD. Each was equipped with a rear seat for a Launch Systems Operator (LSO), and a dorsal launch pylon.

The TAGBOARD was designated D-21 and the launch aircraft were given the unusual designation M-21. The first D-21 was launched 5 March 1966.

Unfortunately, the second M-21 was lost during the fourth TAGBOARD launch, when the drone collided with the launch 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. The tragic loss of an aircraft and crewmember ended the use of OXCART as a launch aircraft, but it did not spell the end of TAGBOARD.

In 1967, the D-21 received a new lease on life. Under the SENIOR BOWL program, the drone was reconfigured for launch from a B-52 and redesignated D-21B. It was reconfigured for launch from inboard wing pylons and propelled to ramjet-ignition speed by a rocket booster. Two B-52H aircraft (60-0036 and 61-0021) from the 4200th Support Squadron at Beale Air Force Base, California, were sent to Groom Lake for the test program.

The unofficial first flight occurred on 28 September 1967, when a D-21B was accidentally dropped due to a mechanical failure. The first actual launch attempt took place 6 November. Flight-testing continued through July 1969. The program was terminated in 1971 after only four operational flights.

At some point during the late 1960s, Area 51 gained a new nickname: DREAMLAND. This purportedly was derived from DREAM-LAND, a poem by Edgar Allan Poe. It describes lakes that "endlessly outspread" with waters "lone and dead." More to the point, Poe admonishes that "the traveler, traveling through it, may not-dare not openly view it; Never its mysteries are exposed, to the weak human eye unclosed." Coincidence or not, it is certainly an apt description of Area 51.

Several A-12 airplanes were deployed from Area 51 to Kadena, Japan, for Operation Black Shield reconnaissance flights over Southeast Asia in 1967. One of the airplanes was lost during a training mission and the pilot presumed killed. Four A-12s had been lost in accidents at or near Area 51, but only one of these was fatal. The surviving airframes were retired in June 1968 and placed in storage at a Lockheed facility in Palmdale.

The A-12 remained unknown to the public for 12 more years while the YF-12A and later SR-71 became some of the most famous airplanes in the world.

Red Hats

Beginning in the late 1960s, and for several decades, DREAMLAND played host to a motley assortment of Soviet-built aircraft. The first such program, in 1968, involved technical and tactical evaluations of a MiG-21F-13 that the Israeli Defense Forces had acquired from an Iraqi defector. Called HAVE DOUGHNUT, the project was a joint effort of the U.S. Air Force Systems Command, Tactical Air Command, and the U.S. Navy's Air Test and Evaluation Squadron Four (VX-4).

The MiG-21 was flown against nearly all U.S. combat aircraft types, allowing Air Force and Navy pilots to develop improved tactics for combating Eastern bloc aircraft.

A similar evaluation program in 1969, called HAVE DRILL/HAVE FERRY, involved two Syrian MiG-17F fighters. As in the earlier program, a small group of Air Force and Navy pilots conducted mock dogfights with the MiG-17. Selected instructors from the Navy's Top Gun school at NAS Miramar, California, were chosen to fly against the MiGs for familiarization purposes.

Testing of foreign technology aircraft continued and expanded throughout the 1970s and 1980s. Additional MiG-17, MiG-21, MiG-23, Su-7B, Su-22 and other aircraft underwent intensive evaluations. The 6513th Test Squadron Red Hats from the Air Force Flight Test Center (AFFTC) at Edwards conducted technical evaluation sorties. The 4477th Test and Evaluation Squadron Red Eagles, headquartered at Nellis Air Force Base, Nevada, performed tactical evaluations. In April 1984 Lt. Gen. Robert M. Bond, Vice Commander of Air Force Systems Command, lost his life in the crash of a MiG-23 during an orientation flight.

Area 51 also hosted another foreign materiel evaluation program called HAVE GLIB. This involved testing Soviet tracking and missile control radar systems. A complex of actual and replica Soviet-type threat systems began to grow around "Slater Lake" (the pond, which had been named after the former Roadrunners commander), a mile northwest of the main base. They were arranged to simulate a Soviet-style air defense complex.

The Air Force began funding improvements to Area 51 in 1977 under project SCORE EVENT. In 1979, the CIA transferred control of the test site to the AFFTC at Edwards.

It was now a remote operating location of the Center, and was designated Detachment 3, AFFTC. Sam Mitchell, the last CIA commander of Area 51, relinquished command to Lt. Col. Larry D. McClain.

Pioneers of Stealth

In November 1977, a C-5 arrived at Groom Lake carrying the Lockheed HAVE BLUE prototype. HAVE BLUE was the first airplane designed to be virtually invisible to radar. The single-seat jet looked like a faceted arrowhead with two inwardly canted tail fins. Its boxy, angular fuselage and wings contributed to its low RCS. It was eventually covered with radar absorbent material (RAM).

Such shaping and material treatments rendered the airplane "low observable" or "stealthy."

The first HAVE BLUE vehicle, Article 1001, was flown to demonstrate handling characteristics. The second was scheduled to carry out tests of the low observable (L.O.) characteristics. After arriving at the test site, Article 1001 underwent a few weeks of flight control, engine, and taxi tests. Every time HAVE BLUE was rolled out of its hangar, uncleared personnel at the base were sequestered to prevent them from seeing the aircraft.

HAVE BLUE first flew on 1 December 1977 with Lockheed test pilot Bill Park at the controls. Skunkworks chief Ben Rich, his predecessor "Kelly" Johnson, and Ken Perko of the Advanced Research Projects Agency were on hand to witness the event. The flight was also monitored by the White House Situation Room and Tactical Air Command Headquarters at Langley Air Force Base, Virginia. Article 1001 completed 36 flights before being lost in a non-fatal accident.

Article 1002, the low observables technology demonstrator, made its first flight on 20 July 1978 piloted by Lt. Col. Norman "Ken" Dyson. It made 52 flights against sophisticated U.S. and Soviet ground-based radars, and the E-3 Airborne Warning And Control System (AWACS). Article 1002 was lost on 11 July 1979 due to an engine fire.

At the time of the accident only one final test flight had been scheduled for the HAVE BLUE program.

In 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, but with outwardly-canted tails, narrow wings, and a single jet intake located where the cockpit would have been. The demonstrator models were launched from a DC-130. Thirteen test flights were made, and all six vehicles recovered. The recovery method involved deploying a ballistic parachute and inflating a ventral landing bag.

Although the SENIOR PROM tests were successful, the contract for production of a stealthy Advanced Cruise Missile (ACM) went to the less expensive General Dynamics AGM-129A. SENIOR PROM was cancelled in 1981.

On 17 January 1981 the Lockheed test team at Groom Lake accepted delivery of the first SENIOR TREND Full Scale Development (FSD) prototype, Ship 780, designated YF-117A. Like the HAVE BLUE, it too resembled a faceted arrowhead, except that the tails were canted outward in a "V" shape. Ship 780 first flew on 18 June 1981 with Lockheed test pilot Hal Farley at the controls.

By early 1982, four more YF-117A airplanes were operating out of the southern end of the base, known as the "Southend" or "Baja Groom Lake." After finding a large scorpion in their offices, the test team adopted it as their mascot and dubbed themselves the "Baja Scorpions."

As the Baja Scorpions tested the FSD airframes, production F-117A aircraft were shipped to DREAMLAND for acceptance testing. Following functional check flights and L.O. verification, the operational airplanes were deployed to the 4450th Tactical Group at Tonopah Test Range, in the northwest corner of the Nellis Range.

While HAVE BLUE and SENIOR TREND were being put through their paces in Nevada, the Air Force, Defense Advanced Research Projects Agency, and Northrop Aircraft Corporation teamed up to develop a new aircraft. Code-named TACIT BLUE, it was originally designed as a technology demonstrator for a low-observable surveillance aircraft with a low-probability-of-intercept radar, and other sensors, that could operate close to the front line of battle with a high degree of survivability.

Although plans for a stealthy surveillance aircraft were abandoned, TACIT BLUE provided important data that aided in the development of several other weapons systems. These included the B-2 advanced technology bomber, the AGM-137 Tri-Service Standoff Attack Missile (TSSAM), and the PAVE MOVER program (which led to the development of the E-8 Joint-STARS aircraft). TACIT BLUE was the first aircraft to demonstrate a low RCS using curved surfaces.

Only one complete TACIT BLUE prototype was constructed. A second, partially completed, shell was built as a back up. The aircraft featured a curved upper surface with a flush dorsal intake. Twin turbofan engines gave it a cruising speed of about 260 miles per hour. TACIT BLUE sported tapered straight wings and two square fins in a widely spaced V-tail configuration. Flat, squared "platypus bills" on the nose and tail gave it a nearly rectangular plan-form.

From the side, TACIT BLUE resembled a whale, complete with a blowhole. In fact, the TACIT BLUE team members nicknamed it "The Whale," and referred to themselves as "Whalers."

The nearly complete TACIT BLUE aircraft was trucked to the test site in several large crates for final assembly in Hangar 8. Northrop test pilot Richard G. Thomas, made the first flight of TACIT BLUE on 5 February 1982. TACIT BLUE made a total of 135 sorties, flown by a team of one contractor and four Air Force pilots. Thomas made 70 of the flights, including the 100th sortie on 27 April 1984. The final flight took place on 14 February 1985. Following a highly successful test program, the one-of-a-kind aircraft was stored in the Area 51 "boneyard."

In April 1996, it was declassified and delivered to the U.S. Air Force Museum in Dayton, Ohio for permanent display.

Expansion and Acquisition

Because Groom Lake's site population had grown substantially, the C-54 aircraft had become inadequate to transport all the personnel. The Air Force contracted EG&G Special Projects, McCarran Operations, in Las Vegas to transport commuters to DREAMLAND in a fleet of six Boeing 737-200s. These flights, using the call sign JANET, carried personnel and freight daily from Las Vegas, Palmdale, and Burbank to Groom Lake, and later Tonopah Test Range.

Beginning in 1979, the Air Force began actively discouraging, and at times preventing, any public or private entry to the Groom Mountains, north of Groom Lake. Air Force personnel claimed it was "in the interest of public safety and national defense." This was about the time the Air Force took control of the Groom Lake facility from the CIA.

Not only were hunters and hikers excluded from the mountains north of Groom Lake, but also citizens with mining claims in the area. In 1981, the Air Force discreetly requested that 89,600 acres of land encompassing the range be legally withdrawn from public use. The process of approving this request took several years. It also resulted in a battle between the government, citizens, and various special interest groups (such as the Sierra Club). In the end, the government won.

By March 1984, government security personnel prohibited travel and controlled access along the Groom Lake road northeast of the lakebed. In August, the Groom Mountains withdrawal was approved subject to an environmental impact statement (EIS) and public hearings. Congress officially authorized the withdrawal in 1987, and the following year President Ronald Reagan signed legislation making the Groom Mountains part of the Nellis Air Force Range until 2003. None of the documentation (EIS, archeological surveys, etc.) mentioned Area 51 or the Groom Lake test facility.

As public access became increasingly restricted, facilities in the DREAMLAND complex increased dramatically in number and size. During the mid-1980s new dormitories were constructed to replace the Babbitt housing. 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 personnel during F-117A acceptance tests. 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). Recreational facilities expanded to include the softball diamond and movie theatre, as well as a swimming pool and tennis courts. The latter are located adjacent to Sam's Place, the local saloon and recreation center.

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. The runway now consisted of a 13,530-foot strip of concrete, 150 feet wide. The 10,000-foot hard asphalt extension and lakebed abort curve remained, but fell into disuse. The cost of maintaining the concrete runway became increasingly prohibitive.

AFFTC leadership determined that the most cost effective solution would be to keep the southern half of the airstrip open until a new, parallel paved strip (runway 14L/32R) could be completed. The new concrete strip was constructed in 1991. It does not extend out onto the lakebed, but a lead-in line to the abort curve was marked on the lakebed. The northern half of the original runway (14R/32L) was closed, reducing its length to about 10,000 feet. It was finally closed along its entire length. In 2001 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.

A new central taxiway was constructed in 2003 to support runway 14L/32R.

The Groom Lake base received some unwanted publicity in 1994 when a number of former workers from the site sued the government. They claimed their health had been damaged by inhaling toxic fumes from the burning of waste materials in open trenches near the main base. For four months after the suit was filed, the government determinedly denied the existence of the base itself. Finally, however, it was forced to acknowledge that there was "an operating location at Groom Lake," but refused to provide a legal name for it citing "national security" concerns.

Air Force secretary Sheila Widnall declared that the facility "has no actual operating name per se." This was partially true. Since the Air Force had taken control of the facility in 1979 they had not used the name "Area 51," but instead simply referred to the operating location as DET 3, AFFTC,. Attorney Jonathan Turley tried on behalf of the plaintiffs to get the government to provide a legal name for the site, but was stymied at every turn.

The lawsuit forced the government to formally acknowledge the Groom Lake facility in order to keep its secrets.

On 29 September 1995, President Bill Clinton signed Presidential Determination No. 95-45, which 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."

 

Space Invaders

Area 51's secret nature has bred rumor and speculation among fringe groups that believe the U.S. government is hiding captured extraterrestrial spacecraft, or even aliens (dead or alive) at the site. Such stories have been circulating since at least the late 1970s. Starting in 1989, groups of UFO believers began to camp out near the Nellis Range boundaries near Groom Lake to watch for "flying saucers."

As the news media caught wind of these "saucer base expeditions," print and television publicity was met with stony silence and terse denials from Air Force officials. This further fueled public speculation, spawned new rumors, and attracted still more publicity. Camera crews from around the world descended on the remote and forbidding Nevada desert.

Local entrepreneurs capitalized on the situation by selling all manner of Area 51 souvenirs, videos, and visitor's guides.

The DET 3 security force, comprised of Air Force and civilian contractor personnel, worked overtime to intercept the "alien" invaders. A few civilians discovered that some nearby hilltops with a bird's-eye view of the secret base had been overlooked in the government's Groom Range land grab. Word quickly spread. Tourists sometimes camped on the hilltops 24 hours a day for days at a time. Flight test operations and even ground activities had to be postponed or cancelled.

In April 1995, the Air Force seized 5,000 more acres of public land to prevent civilians from viewing the base.

Out of the Black, Into the Blue

While many current and historic programs at Dreamland remain classified, some information has been released to the public. Formal announcements, published technical papers, and official personnel biographies often reveal details of previously "black" projects. In the absence of official information, rumors abound.

The Northrop B-2 Spirit Advanced Technology Bomber has frequently been seen over DREAMLAND.

Prototypes from the B-2 Combined Test Force at Edwards AFB and operational aircraft from a detachment of the 509th Bomb Wing at Whiteman AFB, Missouri have flown against Soviet-type radar systems and the Dynamic Coherent Measurement System (DYCOMS). Known on-site as Project 100, this airborne RCS range has been used to measure the L.O. characteristics of all U.S. stealth aircraft from the F-117A to the F/A-22A.

Project HAVE GLASS was undertaken in 1982 to significantly reduce the RCS of the General Dynamics F-16 Fighting Falcon. A series of modifications included RAM coatings and fillings, reflective materials, and component shape changes. The results were verified using the DYCOMS.

In 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.

Maj. Frank T. Birk piloted the first flight of a "classified technology demonstrator" at Groom Lake in 1985.

For his work on the project, the Society of Experimental Test Pilots gave Birk the Lieutenant General Bobby Bond Memorial Aviator Award that,

"recognizes an AFSC military rated crew member for outstanding contribution to AFSC's test and evaluation mission while participating in aerial duties."

On 2 October 1992, the 413th Flight Test Squadron was activated at Edwards to provide test and evaluation capability for electronic warfare (EW) systems. This change supported a consolidation of all Air Force electronic combat assets in the western United States.

The mission of the 413th included planning, providing for, and organizing worldwide ground and flight tests of EW systems and equipment. A detachment of the 413th FLTS conducted EW testing at Groom Lake. In May 2004 the 413th Flight Test Squadron was inactivated as part of another consolidation and realignment of EW assets that were then absorbed by the EW Directorate at Edwards.

In the early 1990s Dennis F. "Bones" Sager was handpicked to lead a "classified prototype aircraft" called the YF-113G from design to first flight. As a fighter pilot and experimental test pilot, Sager accumulated over 2,900 flight hours in 54 aircraft types including Soviet fighters at Groom Lake. He was first Air Force pilot to fly the YF-113G.

On October 18, 2002, Boeing uncloaked its secret Bird of Prey technology demonstrator that was used to pioneer revolutionary advances in low-observables, aircraft design, and rapid prototyping.

The project, initiated in 1992, remained highly classified even after its conclusion in 1999. A Boeing spokesman announced that it had been declassified,

"because the technologies and capabilities developed [during the program] have become industry standards, and it is no longer necessary to conceal the aircraft's existence."

Phantom Works chief test pilot Rudy Haug piloted the maiden flight of Bird of Prey in the fall of 1996. After McDonnell Douglas merged with Boeing on August 1, 1997, The Boeing Company continued to fund the project. Three pilots flew only 38 missions between 1996 and 1999.

Doug Benjamin, assigned to the Special Projects Flight Test Squadron, was the only Air Force pilot to fly the Bird of Prey. He flew 21 test flights including envelope expansion, mission utility, and tactical applications sorties. Following Benjamin's retirement from the military service in 2000, it was revealed that he had flown three other classified aircraft.

Daniel R. Vanderhorst has flown at least seven classified aircraft including TACIT BLUE. Many of his flights have involved one-of-a-kind technology demonstrators. In one such aircraft he tested modified landing gear and conducted initial tests of internal weapons bays, and weapon separation tests. He holds the altitude record in this still-classified aircraft.

There have also been reports of Advanced Concept Technology Demonstrator (ACTD) projects undergoing flight tests at Groom Lake.

Other projects at the site may include stealth helicopters, weapons development, unmanned aerial vehicles, and avionics testing.

Silent Service

For half a century, the Groom Lake test site has been a valuable asset for the development of aerospace vehicles and weapon systems. There, workers toil in relative isolation and inhospitable conditions to prove revolutionary technologies and enhance the readiness of today's warfighter and support national requirements.

Most non-permanent base residents commute to Groom Lake an Mondays, and often stay at the base until Thursday or Friday. Because of the sensitive nature of their work, they can't share their accomplishments with friends and family.

Former base commander Col. Larry McClain summarized this burden of silence:

"For it is the lot of some men to be assigned duties about which they may not speak. Such work is not for every man. But those who accept the burdens implicit in this silent labor realize a camaraderie and sense of value known to few. These memories cannot be stolen. They will last always, untarnished, ever better."

In his poem, "A Tribute to All the Whalers," J. E. Coleman describes DREAMLAND in this way:

AMERICA'S STRENGTH THROUGH TECHNOLOGY
IS WHAT IS KEEPING FREE MEN FREE
SO IF YOU EVER HEAR ABOUT THIS PLACE
PLEASE HOPE IT EXISTS IN TIME AND SPACE
FOR WHAT THEY DO THERE CAN'T BE TOLD
BUT FREEDOM'S LIGHT THEY THERE UPHOLD

Many projects tested at Groom Lake over the last five decades are still classified. The full story of this unique national asset may never be known. Nevertheless, DREAMLAND is beginning to yield its secrets at last.



Dreamland 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. 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."

  
  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 4x4 pickup trucks.
  

• 2000
  The Transient Parking ramp (JANET ramp) was excavated and re-paved.
  

• August 2000
  Col. David W. Eidsaune assigned as commander of DET 3, AFFTC.
  

• 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
  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.
  

• June 2002
  Col. Thomas J. Masiello assigned as commander of DET 3, AFFTC.
  

• 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.
  

• 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
  50th Anniversary of establishment of Groom Lake test facility.