Area 51 - Background - OXCART Program

OXCART Program

Even before U-2 development was complete, Lockheed began work on its successor as part of the CIA's OXCART project, involving the A-12, a Mach-3 high-altitude reconnaissance aircraft – a later variant of which became the famed USAF SR-71 Blackbird.

As with the previous U-2 program, security requirements of the Oxcart project necessitated an obscure, secret location for A-12 testing. Despite the success of the U-2 flight tests and the OXCART mock-up radar tests, Groom Lake was not initially considered. It was a "Wild West" outpost, with primitive facilities for only 150 people. The A-12 test program would require more than ten times that number. Groom Lake's five-thousand foot asphalt runway was both too short and unable to support the weight of the Oxcart. The fuel supply, hangar space, and shop space were all inadequate.

Ten Air Force bases programmed for closure were considered, but all were rejected. The site had to be away from any cities and military or civilian airways to prevent sightings. It also had to have good weather, the necessary housing and fuel supplies, and an eighty-five-hundred-foot runway. None of the air force bases met the security requirements, although, for a time, Edwards Air Force Base was considered. In the end, Groom Lake was the only possibility from the standpoint of security but its short runway and austere facilities meant a major upgrade would be required before Oxcart A-12 testing could commence. Groom Lake had also, by this time, received a new official name. The Nevada nuclear test site was divided into several numbered areas. To blend in, Groom Lake became "Area 51."

This aircraft flight characteristics and maintenance requirements forced a massive expansion of facilities and runways at Groom Lake. On 1 October 1960, Reynolds Electrical and Engineering Company (REECo) began work on the site, referred to as "Project 51". Workers engaged in double-shift construction schedules for the next four years to overhaul and upgrade base facilities, and also expand the existing runway to 8,500-foot (2,600 m) as well as harden the existing runway to support the heavier A-12. In addition, a new 10,000-foot runway was constructed (14/32) 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.

By August 1961, construction of the essential facilities was completed. The United States Navy supplied three surplus hangars which were erected on the base's north side. They were designated as Hangar 4, 5, and 6. A fourth, Hangar 7, was new construction. 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. The Navy also contributed more than 130 surplus Babbitt duplex housing units for long-term occupancy facilities. 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. A permanent aircraft fuel tank farm was constructed by early 1962 for the special JP-7 fuel required by the A-12. Seven tanks were constructed, with a total capacity of 1,320,000-gallons.

Preparations began for the arrival of OXCART; security was greatly enhanced, and the small civilian mine in the Groom basin was closed. 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.

Although remaining under the jurisdiction of the CIA, the facility received eight USAF F-101 Voodoos for training, two T-33 Shooting Star trainers for proficiency flying, a C-130 Hercules for cargo transport, a U-3A for administrative purposes, a helicopter for search and rescue, and a Cessna 180 for liaison use; and Lockheed provided an F-104 Starfighter for use as a chase plane.

The first OXCART was covertly trucked to the base in February 1962, assembled, and it made its first flight 26 April 1962. At the time, the base boasted a complement of over 1,000 personnel. It had fueling tanks, a control tower, and a baseball diamond. The A-12 was a large, loud, and distinctive-looking aircraft. During the early test flights, the CIA tried to limit the number of people who saw the aircraft. All those at Groom Lake not connected with the Oxcart program were herded into the mess hall before each takeoff. This was soon dropped as it disrupted activities and was impractical with the large number of flights.

Although the airspace above Groom Lake was closed, it was near busy Nellis Air Force Base. Inevitably, there were sightings. Some Nellis pilots saw the A-12 several times. At least one NASA test pilot from Edwards AFB saw an A-12. He radioed the Edwards tower and asked what it was. He was curtly told to halt transmissions. After landing, he was told what he had seen was vital to U.S. security. He also signed a secrecy agreement. The major source of A-12 sightings was airline pilots. It is believed that twenty to thirty airline sightings were made. One American Airlines pilot saw an A-12 twice. During one sighting, a pilot saw an A-12 and two chase planes; he radioed, "I see a goose and two goslings."

Groom saw the first flight of most major Blackbird variants: A-12, the abortive YF-12A interceptor variant designed to intercept Soviet manned bombers, and the D-21 Blackbird-based drone project. By the end of 1963, nine A-12s were at Area 51, assigned to the CIA operated "1129th Special Activities Squadron". A mock-up of the "Reconnaissance Strike-71" (RS-71) was inspected by the Air Force on 4 June 1962. The concept of a strike A-12 with strategic bombing capabilities ran into political problems from both the Air Force, which was involved with the XB-70 Valkyrie program at the time and a lack of enthusiasm from Defense Secretary Robert S. McNamara. McNamara and his "whiz kids" saw no need for additional manned bombers in the age of ICBMs. In addition McNamara was phasing down Air Defense Command and saw no use for the YF-12A Interceptor. Accordingly, only the reconnaissance version of the RS-71 remained (it kept the "strike" part of the name, however). Where the A-12 was designed for clandestine overflights of Soviet territory, the RS-71 carried additional side-looking cameras and other sensors which gave it much greater capabilities. On 27–28 December 1962, a contract was issued to Lockheed to build six test RS-71s.

According to legend, President Lyndon B. Johnson asked an aide soon upon taking office after the Kennedy Assassination what the RS-71 was for. The aide responded, "strategic reconnaissance". Thus, when Johnson announced the existence of a new reconnaissance aircraft, on 24 July 1964, President Johnson called it the "SR-71". President Johnson's announcements created an unusual security situation. While the USAF SR-71 project was a "White" or open project, the CIA's A-12 was not. Its existence would remain a secret until 1981. To maintain the secret, all those involved were told of the coming SR-71 announcement and warned to keep the A-12 separate.

The SR-71 first flew at the Lockheed facilities at Palmdale, California in December 1964, and Palmdale and Edwards AFB served as the primary operation sites for that model. The 4200th Strategic Reconnaissance Wing activated at Beale AFB on 1 January 1965, however the first SR-71 did not arrive until 7 January 1966.

Starting in November 1965, even as the A-12 was declared operational for use by the CIA and planning was made for its use, doubts were expressed about the cost of operating the two separate groups of A-12s and SR-71s. After a year or more of debate, it was decided on 10 January 1967, to phase out the CIA A-12 program. Although the Oxcart was gone, its USAF descendant, the SR-71, would continue to fly intelligence missions for the next 22 years. Finally, in 1990, the SR-71 was retired.

The A-12s would remain at Groom Lake until 1968 and occasionally were deployed to Kadena AB, Okinawa. The CIA's nine remaining A-12s were placed in storage at Palmdale in June 1968 and the 1129th SAS was inactivated. All surviving aircraft remained there for nearly 20 years before being sent to museums around the United States.