22 December 1964: At Groom Lake, Nevada, a Lockheed M-21, a special two-place variant of the Central Intelligence Agency’s A-12 Oxcart Mach 3 reconnaissance aircraft, took off for the first time while carrying a D-21 drone. The pilot was William C. Park, Jr., Lockheed’s Chief Engineering Test Pilot.
Two M-21s were built, Article 134, 60-6940, and Article 135, 60-6941. Article 135 was struck by its drone during an air launch off the coast of California, 30 July 1966, and both aircraft were destroyed. Bill Park escaped, but the Launch Control Officer, Ray Torick, was killed.
Lockheed M-21 60-6940 is on display at The Museum of Flight, Seattle, Washington.
Bill Park has the distinction of having bailed out of four Lockheed aircraft and living to tell about it: the first XF-104 prototype, 56-7786, when its tail came off at 12,500 feet (3,810 meters), 11 July 1957; an A-12, 60-6939, when the flight controls locked on approach to Groom Lake at only 200 feet (61 meters), 9 July 1964; the M-21; and the first Have Blue stealth technology demonstrator, 1001, at 10,000 feet (3,048 meters), 4 May 1978.
7 August 1963: The first Lockheed YF-12A interceptor, 60-6934, took off from a top secret air base at Groom Lake, Nevada, on its first flight. Lockheed test pilot James D. Eastham was at the controls.
Three YF-12A prototypes s were built. They were Mach 3+ interceptors developed from the Central Intelligence Agency “Oxcart” Lockheed A-12 reconnaissance airplane.
The interceptors were equipped with a very effective Hughes fire control system and armed with three Hughes AIM-47 Falcon air-to-air missiles. In 1965 the U.S. Air Force placed an order for 93 F-12B interceptors for the Air Defense Command, but Secretary of Defense Robert McNamara continually refused to release the funds which Congress had appropriated. Eventually the contract was cancelled.
In testing, a YF-12A launched a Falcon missile while flying at Mach 3.2 at 74,000 feet (22,555 meters). It successfully intercepted and destroyed a target drone flying at only 500 feet (152 meters).
On 1 May 1965, YF-12A 60-6936, flown by Colonel Robert L. Stephens and Lieutenant Colonel David Andre, set a world speed record of 2,070.101 miles per hour (3,331.505 kilometers per hour) and a sustained altitude record of 80,257.86 feet (22,677 meters).
60-6934 was damaged beyond repair in a runway accident at Edwards Air Force Base, 14 August 1966. Part of the airplane was salvaged and used to construct the only SR-71C, 64-17981, a two-seat trainer. The third YF-12A, 60-6936, was destroyed when the crew ejected during an inflight fire near Edwards AFB, 24 June 1971. The only remaining YF-12A, 60-6935, is in the collection of the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio.
1 August 1955: Test pilot Anthony W. LeVier made the first flight flight of the Lockheed U-2 high-altitude reconnaissance airplane at Groom Lake, Nevada. LeVier was conducting taxi tests in preparation for the planned first flight a few days away, when at 70 knots the U-2 unexpectedly became airborne.
LeVier later said, “I had no intentions whatsoever of flying. I immediately started back toward the ground, but had difficutly determining my height because the lakebed had no markings to judge distance or height. I made contact with the ground in a left bank of approximately 10 degrees.”
On touching down on the dry lake, the U-2’s tires blew out and the brakes caught fire. A landing gear oleostrut was leaking. Damage was minor and the airplane was soon ready to fly. Tony LeVier was again in the cockpit for the first actual test flight on 4 August.
The Lockheed U-2A is a single-place, single-engine aircraft powered by a turbojet engine, intended for very high altitude photographic reconnaissance. Thirty U-2A aircraft were designed and built for the Central Intelligence Agency by Lockheed Aircraft Corporation’s secret “Skunk Works” under the supervision of Clarence L. “Kelly” Johnson.
The company designation for the proposed aircraft was CL-282. Its fuselage was very similar to the XF-104 Starfighter and could be built using the same tooling. The reconnaissance airplane was produced under the code name Operation AQUATONE.
The U-2A was 46 feet, 6 inches (14.173 meters) long with a wingspan of 80 feet (24.384 meters). Its empty weight was 10,700 pounds (5,307 kilograms) and the gross weight was 16,000 pounds (7,257 kilograms). The engine was a Pratt and Whitney J57-P-37A which produced 10,200 pounds of thrust. This gave the U-2A a maximum speed of 528 miles per hour (850 kilometers per hour) and a ceiling of 85,000 feet (25,908 meters). It had a range of 2,200 miles (3,541 kilometers).
Because of the very high altitudes that the U-2 was flown, the pilot had to wear a David Clark Co. MC-3 partial-pressure suit with an International Latex Corporation MA-2 helmet and faceplate. The partial-pressure suit used a system of capstans and air bladders to apply pressure to the body as a substitute for a loss of atmospheric pressure. Each suit was custom-tailored for the individual pilot.
On 4 April 1957, Article 341 was flown by Lockheed test pilot Robert Sieker. At 72,000 feet (21,946 meters) the engine flamed out and the cockpit pressurization failed. Parts of the U-2 had been coated with a plastic material designed to absorb radar pulses to provide a “stealth” capability. However, this material acted as insulation, trapping heat from the engine inside the fuselage. This lead to a number of engine flameouts.
Sieker’s partial-pressure suit inflated, but the helmet’s faceplate did not properly seal. He lost conciousness and at 65,000 feet (19,812 meters) the U-2 stalled, then entered a flat spin. Sieker eventually regained consciousness at lower altitude and bailed out. He was struck by the airplane’s tail and was killed. The first U-2 crashed northwest of Pioche, Nevada, and caught fire. Robert Sieker’s body was found approximately 200 feet (61 meters) away.
Because of the slow rate of descent of the airplane while in a flat spin, the impact was not severe. Portions of Article 341 that were not damaged by fire were salvaged by Lockheed and used to produce another airframe.
18 June 1981: At 6:05 a.m., Pacific Daylight Time (1305 UTC), the first Full Scale Development Lockheed YF-117A Nighthawk, 79-10780, made its first flight at Groom Lake, Nevada, with “Skunk Works” test pilot Harold C. (“Hal”) Farley, Jr. at the controls. The super-secret airplane was made of materials that absorbed radar waves, and built with the surfaces angled so that radar signals are deflected away from the source.
Hal Farley is a former U.S. Naval Aviator who spent eight years testing F-14 Tomcat fighters for Grumman before going to work at Lockheed’s “Skunk Works.” He flew the Have Blue proof-of-concept prototype and the Senior Trend F-117 program. When he retired from Lockheed, Farley had more that 600 flight hours in the F-117s. His call sign is “Bandit 117.”
Commonly called the “Stealth Fighter,” the Nighthawk is actually a tactical bomber. Five developmental aircraft and 59 operational F-117As were built. They were in service from 1983 until 2008, when the Lockheed F-22 Raptor was planned to assume their mission. They are mothballed and could be returned to service if needed.
The Lockheed F-117A Nighthawk is a single-seat, twin-engine tactical bomber with swept wings and tail surfaces. It is 65 feet, 11 inches (20.091 meters) long with a wingspan of 43 feet, 4 inches (13.208 meters) and height of 12 feet, 5 inches (3.785 meters). The wings’ leading edges are swept aft to 67° 30′. The total wing area is 912.7 square feet ( square meters). The Nighthawk has an empty weight of 29,500 pounds (13,381 kilograms) and a maximum takeoff weight of 52,500 pounds (23,814 kilograms).
The F-117 is powered by two General Electric F404-F1D2 engines. These are two-spool axial-flow turbofan engines which have a 3-stage fan section, 7-stage compressor and 2-stage turbine. They are rated at 10,540 pounds of thrust (46.88 kilonewtons), each. The -F1D2 is 2 feet, 10.8 inches (0.884 meters) in diameter, 7 feet, 3.0 inches (2.210 meters) long and weighs 1,730 pounds (785 kilograms).
The F-117A has a maximum speed of 0.92 Mach (608 miles per hour, 978 kilometers per hour) at 35,000 feet (10,668 meters). The service ceiling is 45,000 feet (13,716 meters) and range is 765 miles (1,231 kilometers), though inflight refueling capability gives it world-wide range.
The Nighthawk has no defensive armament. It can carry two 2,000 pound (907 kilogram) bombs in an internal bomb bay.
Lockheed built 5 YF-117As and 59 production F-117As. The F-117s were retired and placed in climate-controlled storage in 2008.
Scorpion One, 79-10780, is now mounted on a pylon as a “gate guard” at Nellis Air Force Base, Nevada.
30 April 1962: Though it had been airborne briefly just a few days earlier, “Article 121”, the first Lockheed A-12, serial number 60-6924, took off from a Top Secret facility at Groom Lake, Nevada, on its “official” first flight. Lockheed test pilot Louis Wellington (“Lou”) Schalk, Jr. was in the cockpit.
The 72,000-pound (32,659 kilogram) airplane lifted off the 8,000-foot (2,438 meters) runway at 170 knots (196 miles per hour, 315 kilometers per hour).
During the 59-minute test flight, Schalk kept the airspeed to just 340 knots (391 miles per hour, 630 kilometers per hour), but climbed to 30,000 feet (9.144 meters) while he tested systems and handling characteristics. He described the airplane as very stable and extremely responsive.
The A-12 was a top secret reconnaissance airplane built for the Central Intelligence Agency under the code name “Oxcart.” It was the replacement for the Agency’s high-flying but subsonic U-2 spy plane which had become vulnerable to radar-guided surface-to-air missiles. (A U-2 piloted by Francis Gary Powers had been shot down with an SA-2 Guideline missile while over Russia exactly one year before.)
The A-12 could fly faster than Mach 3 and higher than 80,000 feet—so fast and so high that no missile could reach it. By the time missile site radar locked on to an A-12 and a missile was prepared to fire, the Oxcart had already flown beyond the missile’s range.
The Lockheed A-12 was a single-place, twin-engine hypersonic reconnaisance aircraft. It was 101.6 feet (30.97 meters) long, with a wingspan of 55.62 feet (16.95 meters) and overall height of 18.45 feet (5.62 meters). It had an empty weight of 54,600 pounds (24,766 kilograms) and maximum gross weight of 124,600 pounds (57,878 kilograms).
The A-12 was powered by two Pratt & Whitney JT11D-20 (J58-P-4) turbo-ramjet engines, rated at 25,000 pounds of thrust (111.21 kilonewtons) and 34,000 pounds of thrust (151.24 kilonewtons) with afterburner. The exhaust gas temperature is approximately 3,400 °F. (1,870 °C.). The J58 is a single-spool, axial-flow engine which uses a 9-stage compressor section and 2-stage turbine. The J58 is 17 feet, 10 inches (7.436 meters) long and 4 feet, 9 inches (1.448 meters) in diameter. It weighs approximately 6,000 pounds (2,722 kilograms).
The A-12’s speed was Mach 3.2 (2,125 miles per hour/3,118 kilometers per hour) at 75,000 feet(22,860 meters). Its cruise altitude was 84,500–97,600 feet (25,756–29,748 meters). The range was 4,210 nautical miles (4,845 miles/7,797 kilometers)
Article 121 was the first of thirteen A-12s built by Lockheed’s “Skunk Works.” They were operational from 1964–1968, when they were phased out in favor of the U.S. Air Force two-man SR-71A “Blackbird.”
Today, the first Lockheed A-12 is on display at Blackbird Airpark, an annex of the Air Force Flight Test Museum, Edwards Air Force Base, California. It has made 322 flight and accumulated a total of 418.2 flight hours.