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Declassified(Unclassified) Lockheed SR-71 Blackbird Flight Manual for SR-71A and SR-71B variants. The SR-71(retired) was a United States Air Force high performance, high altitude Mach 3+ strategic reconnaissance aircraft. The SR-71 was in service with the US Air Force from 1966 to 1990 and the last flight of an SR-71 was by NASA in 1999. It was, and still is, the fastest jet aircraft ever deployed.

SR-71 BlackBird Design By RedShadow15

The SR-71 test bed aircraft is shown to be a unique platform to flight-test large experiments to supersonic Mach numbers. The test bed hardware mounted on the SR-71 upper fuselage is described. This test bed hardware is composed of a fairing structure called the "canoe" and a large "reflection plane" flat plate for mounting experiments. Total experiment weights, including the canoe and reflection plane, as heavy as 14,500 lb can be mounted on the aircraft and flight-tested to speeds as fast as Mach 3.2 and altitudes as high as 80,000 ft. A brief description of the SR-71 aircraft is given, including details of the structural modifications to the fuselage, modifications to the J58 engines to provide increased thrust, and the addition of a research instrumentation system. Information is presented based on flight data that describes the SR-71 test bed aerodynamics, stability and control, structural and thermal loads, the canoe internal environment, and reflection plane flow quality. Guidelines for designing SR-71 test bed experiments are also provided.

A NASA SR-71 successfully completed its first flight October 31, 1997 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration.

Dryden's SR-71B, NASA 831, slices across the snowy southern Sierra Nevada Mountains of California after being refueled by an Air Force Flight Test Center tanker during a recent flight. The Mach 3 aircraft are being flown by the Dryden Flight Research Center, Edwards, California as testbeds for high-speed, high-altitude aeronautical research. Capable of flying more than 2200 mph and at altitudes of over 85,000 feet, they are excellent platforms for research and experiments in aerodynamics, propulsion, structures, thermal protection materials, atmospheric studies, and sonic boom characterization.

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rr~+pr LOA-1 Approved For Release 22003/1A x cc~IP75B0032000100020001- (S) NATIONAL RECONNAISSANCE OFFICE WASHINGTON, D.C. 12'October 1973 MEMORANDUM FOR INTERDEPARTMENTAL CONTINGENCY PLANNING COMMITTEE (ICPC) SUBJECT: SR-71 Reconnaissance Aircraft Contingency Plan REFS: A. Memo for ICPC, Subject 10 Oct 73 as Above B. Memo for ICPC, Subject as Above 11 Oct 73 Plans for deployment of an SR-711 25X1 for a subsequent photo-reconnaissance mission of the Middle East crisis area and recovery have been 25X1 cancelled. A mission has been approved for c Ober 1973 which will launch from and recover at Griffiss AFB, New York, thereby eliminating the requirement 25X1 25X1 The existing SR-71 Reconnaissance Aircraft Contingency Plan which was approved the Director, NRO, as Chairman of the ICPC, on April 2, 1970 b will apply to the SR-71 Middle East crisis area mission. 25X1. Executive Secretary, ICPC D-RN E. KULPA, JR Brigadier General, USAF 25X1 NRO review(s) completed. IN I nw'- IN- Approved For Release 2003/12 pCl11151300326R0001000200C P Y OF COPIES fr J~LG~++ PAGE / OF/_ PAGES Approved For Release 2003/12/18 : CIA-RDP75B00326R000100020001-2 Approved For Release 2003/12/18 : CIA-RDP75B00326R000100020001-2

A roved Fo Release 2006/03/10: CIA-RDP78BO38 4 000200230004-4 16 .11 TIP, SECRET 1967 OCf 9 22 04Z OUT63303 P 092136Z FM NPIC 5X1TO SSO DIA WASH DC ZEM 5X1 T O P S E C R E T BBBBB REF DIAXX 8438 OCT 67 (DTG 062155Z) (CITE NPIC 1960. SUBJECT: SR-71/OXCART SENSOR SYSTEM COMPARISON 5X11? NPIC PREPARED TO PROVIDE WORKING SPACE AND TECHNICALLY QUALIFIED PERSONNEL TO ASSIST IN JOINT COMPARISON EFFORT. 2. NPIC PROJECT OFFICER IS[ I FP--, T 0 P S E C R E T NGA Review Complete Approved For Release' 6fl /tO'.t c lA-RDP78B03817A000200230004-4

SE' RET Approved For Releas001/03/04: CIA 01099900100030003-8 :.DATE: 15 November 1973 NIO/ TYPE NUMBER: SUBJECT/DESCRIPTION: Special memo for Kissinger, on infiltration NVN stockpiles, capabilities for offensive, and latest. SR-71 photography 25X1A ANTICIPATED COMPLETION: 16 Nov 73, COMPLETED . 16 Nov 7.3, . 1230 hours. TERMS OF REFERENCE CONTRIBUTIONS: NIO CLEARS: REPS MEET: USIB TARGET: REMARKS: Sen. ~r, IL Vz& SEC E- T Approved For Release 2001/03/04: CIA-RDP79RO1099A000100030003-8 1200 hours 25X1A 9 Mc3v )3

Hey guys, Jacob Lapka here with co worker Phil Swift, how is everyone doing today, now if you look over here this is a plane as you should have guessed, but NOT JUST ANY OLD PLANE, this is the newly designed Lockheed SR-71 Blackbird by yours truly. Now you may be thinking that there isn't any difference between this one and the old one. Well that is because you have to open up your eyes young padawan. This Blackbird has newly designed high powered engines to fly at a speed of MACH 20. WOW, ISN'T THAT COOL NOW!!!!! Also, it includes a new looking front design. Much wider than before. It has one seat available to fly and now is able to carry bombs. HOW ABOUT THAT!!!!. If you want to get the full experience of the life changing plane design for yourself, please download kind sir. You won't regret. Your grandchildren will adore that plane and will love you forever and ever. So, if you want to be an Alpha Male than you know what you have to do (hint download it if you somehow didn't catch that already, shame on you). Finally, this plane increases mental alertness and improves focus and performance in academics. How?, you may ask. I don't know is the answer, but research shows kids who downloaded this plane, their grades improved by at least 20 percent. Their testosterone levels also sky rocketed!!! If you want to become part of the family and be that alpha male or female that gets all the love, download this design and give it a like.

I decided to post this as a re-mix, as I added some items and designed my own files to fit the upsized model. Printed this great model by YipYip: https://www.thingiverse.com/thing:3086550 Took about 5 months in all from start to finish, working mostly on weekends only. The printing took a while and I sliced the model into sections, due to the up-scaled size of 1/32 to match my other aircraft. The final model, including the afterburners, is 1070mm in length! The finishing and detailing took the most time, particularly the sanding, sanding and more sanding! I had no issues up-scaling YipYip's model by approx. 520%, using the original STL model length and calculating the scale needed to achieve 1/32 scale. The print was done at 0.2mm layer height. Sanded each section with 120/220/600/1200 grit papers in that order, joined the sections together (trial and error with the resized joining pegs, but superglue holds well), filled and sanded the joint lines, spray primed, sanded again with 1200 grit, then 2 final top matt/flat black coats. The primer and matt black were Rust-o-leum 2X spray cans. Had to design a "holder", which I used by wedging it onto a plastic pole and inserting it in the space where the stand would usually go - this was so the complete joined model could be held up for the painting work and detailing. Also had to design a cover to fit over the undercarriage hole where the stand would usually be - as the model would be hung from the ceiling, I wanted to cover the stand hole. I designed some windows to insert into the cockpit spaces, printed in transparent PLA, 1 shell, painted with Tamiya Smoke acrylic to give them a tinted look. Use the mirror option on the included files to print the opposite side of each window! I could not source the right size decals locally, so decided to make my own and laser printed them on some old DVD label stickers - they came out really well and also stick well to the model. If I were to do it again, I'd fill all the pre-sunk decal markings on the STL before printing in order to achieve a better decal finish. The DIY decals cover the pre-sunk markings well though. I used some Parrot vinyl tape (red 3mm) to mark the red stripes - ideally you would need 2mm, but I could not source it where I live. Turned out well though. Added the nose spike, using some PLA that was heated and starched to achieve the right profile and length, then cut to length. Painted silver. The afterburners were an after-thought - found a good set of cone/rocket shapes on Thingiverse (https://www.thingiverse.com/thing:3279856) and adjusted the length/diameter to fit the model - they work rather well, although I make re-print them to make them twice as long to match the picture I've seen of the real thing! I originally tried printing in transparent red and clear PLA, but the transparent orange looked much better in the end. I've actually added similar to my Tamiya 1/32 F-14 Tomcat and Revell 1/30 X-Wing :) This was a big project and a labour of love, and I'm well pleased with the final result! Thanks again YipYip! All the remixed files and additions are included here. The SKP files are also included if you wish to re-size or adjust. The original SR71 main files can be sourced from YipYip's thing. I've posted some pics in the comments section of YipYip's thing if you want to see some progress photos/text. If you want more pictures of any stage, let me know and I'll share them ;)

Reconaisance Aircraft

The Sr-71 was a supersonic spy plane. it could exceed Mach 3.

Approved For Release 2001/08/ DP781304747A001600'b1006 NPIC/PB/P&DS 19 October 1965 MEMORANDUM FOR: Chief, Development Branch, Plans and Development Staff SUBJECT Acquisition of Test Film on G3, SR-71 and 116-A Camera Systems 1. In response to your memorandum dated 12 October 1965 requesting 500 foot lengths of test film on G3, SR-71 and 116-A camera systems the following actions have been taken. a. 116-A Camera System -- One duplicate positive copy of 116-A camera system mission ATF 1258 has been ordered from Production Services Division. It is expected that this film will be ready for your use within the next week. b. SR-71 Reconnaissance System 1) the SR-71 special projects officer, has been contacted in order to determine whether or not a decision has been made to include the solid state recorded DOD data block in SR-71 system. At the present time a request has been made for money to include the data block but no decision has been received. It will be at least a year, if the request is approved, before any imagery is available containing the DOD data block. 2) It is the feeling of the Branch that any present format drawings indicating the position of the proposed data block on the format could misleading. 25X1A C. G3 Camera System -- No test film is presently available on the G3 camera system. the G3 special projects officer, has been informed that we desire test material as soon as it becomes available. Approved For Release 2001/08/21 : CIA-RDP78BO4747AO01600 Approved For Release 2001/08/21 : CIA-I747AO01600010064-4 r )), pa 1 S wh Y t R~ NPIC/PB/P&DS SUBJECT: Acquisition)of Test Film on G3, SR-71 and 116-A Camera Systems 2. It is suggested that the release of any special code word material eimagery tto prior to It is very doubtful that any special material with imagery will be releasable. I suspect test and check out will have to be accomplished in-house. Chief, Plans Branch, P&DS Distribution: Orig. & 1 - Addressee Approved For Release 2001/08/21 : CIA-RDP78BO4747AO01600010064-4 Approved For Release 2001/08/21 : CIA-RDP78BO4747AO01600010064-4 - SENDER WILL CHECK CLASSIFICATION TOP AND TTOM 7 UNCLASSIFIED CONFIDENTIAL SECRET CENTRAL INTELLIGENCE AGENCY OFFICIAL ROUTING SLIP TO NAME AND ADDRESS DATE INITIALS I 2 4 5 6 Oxon- 'ACTION DIRECT REPLY PREPARE REPLY APPROVAL DISPATCH RECOMMENDATION COMMENT FILE RETURN CONCURRENCE INFORMATION SIGNATURE Remarks : FOLD HERE TO RETURN TO SENDER FROM: NAME, ADDRESS AND PHONE NO. DATE UNCLASSIFI D CONFIDENTIAL SECRET FORM NO. 237 Use previous editions (40) 2-6, U.S. GOVERNMENT PRINTING OFFICE : 1961 0-587282 Approved For Release 2001/08/21 : CIA-RDP78BO4747AO01600010064-4

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Approved For Release 2010/01/08: CIA-RDP88-0107OR000301510005-5 RADIO TV REPORTS, INC. 4701 WILLARD AVENUE, CHEVY CHASE, MARYLAND 20815 (301) 656-4068 PROGRAM NewScope December 18, 1984 5:00 P.M. STAnON WMAR-TV Baltimore, Md. SUBJECT SR-71 Spy Plane NEWSWOMAN: The SR-71 spy plane, nicknamed the Black- bird, is the envy of the world of espionage. It's estimated that it can fly three 3000 miles an hour. A lot of other things about the Blackbird are only estimates because, as we see in the final part of our cover story series, the Air Force will only smile and say, "No comment." WARRICK STERNS: The SR-71, the highest-flying, fastest spy plane in the world, the Air Force's supersecret pride and joy. The SR-71 and its more widely known partner, the U-2, are headquartered at Beale Air Force Base in Northern California. They are loaned out to world trouble spots, but no one will say exactly where they fly their highly classified missions. you to? Can you tell us where some of these missions have taken MAN: All over the world. STERNS: All over the world. MAN: Uh-huh. STERNS: Can you list any countries you've flown over? MAN: No. STERNS: No. The pictures are taken by special cameras developed for the high-flying jets, cameras similar to this early model. The pictures going to the highest level of the government, where only _ .. .......pproved......._---For~-- -Release-.. __ ..___ -_201...- --0/01/08- --~------ - :-CIA---- ---.RDP88.- -- ----01-- -- - --- ' .-.51 .. , _.0005-5d or exhibited. A 070R000301 Approved For Release 2010/01/08: CIA-RDP88-0107OR000301510005-5 PRESIDENT RONALD REAGAN: Nicaragua, right here, has become their base. STERNS: So who orders such missions? The President? The CIA? The Joint Chiefs? MAN: We don't know, in some cases, know where the requesting comes from. All we know is that our tasking comes, and we satisfy the tasking. STERNS: The task usually involves getting a closer look at a trouble spot. Just how close of a look is possible? Can the cameras read the brand name on a package of cigarettes from above 80,000 feet? Well, that's the story we've all heard about the sophistication from time to time. But no one here at Beale Air Force Base will give the slightest hint as to whether or not that is true or false. And so you and I can only speculate on the detail from past pictures. The task defined and the briefing done, the flight starts here with a hearty breakfast for the lengthy flight. Then it is suit-up time. They are literally dressed by several crewmen because the suits are heavy, difficult to put on, exhausting. Even their boots are laced up for them. MAN: I could, but you'd be awful tired, you know, especially in the summertime when it's really hot and muggy. STERNS: While ground crews ready the plane, another crew straps each into their seats. And minutes later engines are started and this supersecret aircrafat is on its way. MAN: We do our missions daily around the world. [Unintelligible] very interesting information and it's exciting to be in on the ground level of what's happening around the world. NEWSWOMAN: Now, the best,guess is that there are about 20 or 30 of these planes in crews. But the Air Force is once again very secretive about what they cost. NEWSWOMAN: That's some kind of plane. Approved For Release 2010/01/08: CIA-RDP88-0107OR000301510005-5

A NASA SR-71 successfully completed its first flight 31 October 1997 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the "canoe," which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a "pod." The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Read and adopted LC 117 0731

A NASA SR-71 made its successful first flight Oct. 31 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the "canoe," which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a "pod." The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

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Document number CIA-RDP71B00590R000100050024-5 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

The United States Air Force (USAF) Strategic Air Command (SAC) has proposed to deactivate the SR-71 program currently operating as part of the 9th Strategic Reconnaissance Wing's (9th SRW) Mission at Beale Air Force Base (AFB) near Sacramento, California. This mission change is anticipated to take place conincident with the beginning of fiscal year 1990. An Environmental Assessment (EA) will be prepared to determine the significance and extent of potential impacts that may occur as a result of the proposed action. This EA is prepared in accordance with the National Environmental Policy Act of 1969 (NEPA), as stipulated in regulations promulgated by the Council on Environmental Quality (CEQ) (40 CFR 1500-1508, November 1978), and Air Force Regulation (AFR) 19-2.

A maximum-likelihood output-error parameter estimation technique is used to obtain stability and control derivatives for the NASA Dryden Flight Research Center SR-71A airplane and for configurations that include experiments externally mounted to the top of the fuselage. This research is being done as part of the envelope clearance for the new experiment configurations. Flight data are obtained at speeds ranging from Mach 0.4 to Mach 3.0, with an extensive amount of test points at approximately Mach 1.0. Pilot-input pitch and yaw-roll doublets are used to obtain the data. This report defines the parameter estimation technique used, presents stability and control derivative results, and compares the derivatives for the three configurations tested. The experimental configurations studied generally show acceptable stability, control, trim, and handling qualities throughout the Mach regimes tested. The reduction of directional stability for the experimental configurations is the most significant aerodynamic effect measured and identified as a design constraint for future experimental configurations. This report also shows the significant effects of aircraft flexibility on the stability and control derivatives.

A descriptive-correlational study was conducted to explore and describe interpersonal conflict management styles, identify psychological type preferences, and examine the relationships between conflict management styles and psychological type preferences as well as selected demographic characteristics of the Cooperative Extension Service's North Central Region Directors and District Directors. Study participants were the 12 extension directors and the 68 district directors within region; completed self-report survey forms were obtained from 78 of these 80 administrators (98 percent). The questionnaires used were the Myers-Briggs Type Indicator Form G and the Rahim Organizational Conflict Inventories-II. The demographic variables of role status, gender, age, educational degree, major area of study, and tenure were included in the study, with the majority of participants being male, about 51 years of age, holding advanced degrees in the social sciences. Some of the findings were as follows: (1) directors and district directors preferred to use the integrating conflict management style in conflict situation; (2) the majority of the administrators were of the thinking/judging personality style, indicating they make logical, objective, and tough-minded decisions and prefer a decisive, structured, and organized environment; (3) administrators who favored the intuitive style were more apt to use the integrating conflict management style when confronted with a conflict situation; (4) administrators who favored the judging preference were more apt to avoid conflict situations; (5) as tenure in extension increased, the more the administrators preferred to use the avoiding conflict management style; and (6) administrators tended to use the integrating and obliging conflict management styles less as their tenure in an administrative position increased. Recommendations were made to help administrators to understand the strengths and weaknesses inherent within each of the five conflict management styles and work toward being able to use each style appropriately depending upon the situation. (Contains 14 references.) (KC)

Approve For Release 2003/08/18: CIA-RDP68B0724R000100090045-3 25X1A 25X1A IDEA ST CART/CORONA Copy 16 2 9 N O V 1966 ti'~~1.LO R IN' D UM O.R: Director of Central Intelligence Bureau of the Budget, Department of Defense, Central Intelligence Agency Study Group Appraisal of OXCART/SR-71 This memorandum is for your information only. 25X1A . ached is an OXCART/S :.-71 Appraisal report published 2-5 November 1966 by the Bureau of the Budget, Department of Jeiense, Central Intelligence Agency Study Group. CARL E. DUCKETT ~~cting Deputy Director for Science and Technology 25X1A va:1ced Reconnaissance Aircraft Study November 1966 cc:JDCI w/attachment Signature Recommended: 25X1A De uty Director o Special Activities NRO REVIEW COMPLETED IDEALIST/OXCART /CORONA Approved For Release 2003/08/l82RR -ADP68B00724R000100q 25X1A 25X1A TOP S CRE ApprovdWFor Release 2003/08/18: CIA-RDP686II0724R000100090045-3 25X1A 25X1A IDEALIST / OXCART /CORONA DD/SA/JParangosky/mcm(28 Nov 66) Distribution: 1 - DCI 2 - DDCI 3 - ER 4 - A/DDS&T 5 - A/DDS&T 6 - A/DDS&T 7 - D/R/CIA 8 - DD/SA 9 - DD/SA 10 - RB / OSA Page 2 25X1A 25X1A 25X1A IDEALIST/ OXCART/ CORONA Approved For Release 2003/08/118 -I1 nn724R000100090045-3

This photo shows a head-on view of NASA's SR-71B, used for pilot proficiency and training, on the ramp at the Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California. NASA operated two of these unique aircraft, an SR-71A, for high-speed, high altitude research, and this SR- 71B pilot trainer for most of the decade of the 1990s. The "B" model is special because of its raised rear cockpit, which provided a second pilot position so a trainer and an experienced pilot could both see what was going on during flights. The SR-71 was designed and built by the Lockheed Skunk Works, now the Lockheed Martin Skunk Works. Studies have shown that less than 20 percent of the total thrust used to fly at Mach 3 is produced by the basic engine itself. The balance of the total thrust is produced by the unique design of the engine inlet and "moveable spike" system at the front of the engine nacelles, and by the ejector nozzles at the exhaust which burn air compressed in the engine bypass system. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems, including a high speed civil transport. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

The final flight of the SR-71 Blackbird spy plane, the Russian capture of an American pilot in 1960 and the cuts in the American public spending budgets.

This photograph shows the LASRE pod on the upper rear fuselage of an SR-71 aircraft during take-off of the first flight to experience an in-flight cold flow test. The flight occurred on 4 March 1998. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the "canoe," which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a "pod." The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

As the first traces of dawn light the eastern sky, technicians on the ramp at NASA's Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California, work to prepare one of NASA's SR-71 Blackbird aircraft for a research flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

**Check the Comments if you want to know what happened to the project** A 3D model of the Lockheed SR-71 Blackbird derived form a blueprint by http://drawingdatabase.com (Thank you!).

One of two initial U.S. Air Force SR-71A reconnaissance aircraft that was retired from operational service and loaned to NASA for high-speed research programs taxis in to the ramp on its arrival at NASA's Ames-Dryden Flight Research Facility (later Dryden Flight Research Center), Edwards, California in March 1990. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

This photograph shows the SR-71 with the Linear Aerospike SR-71 Experiment on the rear fuselage as seen from above. The photo was taken on the first flight of the aircraft with the experiment aboard, which took place on 31 October 1997. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the "canoe," which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a "pod." The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Major Brian Shul relays the true story of a ground speed check with Los Angeles Center, while piloting the SR-71 Blackbird over Southern California. Hiller Aviation Museum San Carlos Airport San Carlos, CA 30. December 2016

This photo shows a head-on shot of NASA's SR-71A aircraft taxiing on the ramp at NASA's Dryden Flight Research Center, Edwards, California, heat waves from its engines blurring the hangars in the background. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

The NASA Dryden Flow Visualization Facility (FVF) was built in 1983 and is part of the Dryden Flight Research Center located at Edwards AFB, Edwards, California. The FVF is a convenient, inexpensive tool that provides a means by which complex flow fields can be observed. As the designs of advanced technology vehicles become more complex, water tunnels have become increasingly useful as a time- and cost-effective flow diagnostic tool. Since the start of its operation, the FVF's primary use has been to study highly complex 3-dimensional vortex flow on aircraft configurations. Because of the low Reynolds numbers obtainable in a water tunnel, it is best used to investigate flow regimes where the vortex flow is dominant over viscous flow effects. Ideally, a water tunnel is best used in the infant stages of aircraft development. Potential problems can be identified and a variety of fixes may be implemented before a substantially more expensive wind tunnel model is built and tested. Flow visualization in a water tunnel, however, is useful at any stage of aircraft development. Observation of the flow is a good first step toward providing physical explanations for anomalies or phenomena discovered during wind tunnel or flight tests. Once the causes are understood, possible configuration modifications can easily be investigated. The Dryden FVF is a convenient and inexpensive tool that can provide a qualitative, and sometimes quantitative, description of complex fluid phenomena. As the designs of advanced technology vehicles become more complex, water tunnels have become increasingly useful as a flow diagnostic tool. The visualization and interpretation of complicated fluid motions around isolated vehicle components and complete configurations in a time- and cost-effective manner can be key elements in the development of flow control concepts.

EC98-44440-13 This photograph shows the LASRE pod on the upper rear fuselage of an SR-71 aircraft during take-off of the first flight to experience an in-flight cold flow test. The flight occurred on 4 March 1998. 4 Mar 1998 NASA Photo / Tony Landis

Document number CIA-RDP79R01099A000100030003-8 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

The Linear Aerospike SR-71 Experiment (LASRE) was performed in support of the Reusable Launch Vehicle (RLV) program to help develop a linear aerospike engine. The objective of this program was to operate a small aerospike engine at various speeds and altitudes to determine how slipstreams affect the engine's performance. The joint program between government and industry included NASA!s Dryden Flight Research Center, The Air Force's Phillips Laboratory, NASA's Marshall Space Flight Center, Lockheed Martin Skunkworks, Lockheed-Martin Astronautics, and Rocketdyne Division of Boeing North American. Ground testing of the LASRE engine produced two successful hot-fire tests, along with numerous cold flows to verify sequencing and operation before mounting the assembly on the SR-71. Once installed on the aircraft, flight testing performed several cold flows on the engine system at altitudes ranging from 30,000 to 50,000 feet and Mach numbers ranging from 0.9 to 1.5. The program was terminated before conducting hot-fires in flight because excessive leaks in the propellant supply systems could not be fixed to meet required safety levels without significant program cost and schedule impacts.

Document number CIA-RDP71B00590R000100050052-4 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

Document number CIA-RDP79M00467A000100120005-3 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

Document number CIA-RDP79M00467A000100120005-3 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

Reconstitution of the Division in Conseguences of the oppointment of the 5th Divisional officerReconstitution of the Division inoppointment of the 5th Divisional officer

Approved For Release 2007/05108 : CIA-RDP71 B00399R000600100003-0 ~ TOP SECRET ~ .December 29, 196? MEMORANDUM FOR DIRECTOR, PROGRAM D SUBJECT: SR-71/OXCART Operational Options OXCART BYEMAW CONTROL SY41EM (S) NATIONAL RECONNAISSANCE OFFICE WASHINGTON, D.C. In accordance with~~?t he actions directed in the memorandum from the Deputy Secretary ofDeferise, dated December 29, 1967, you are directed to investigate the following options con- cerning the phasing of:..the SR-71 into operations in the Far East with eventual assumption of the BLACK SHIELD mission by the SR-71: .. a. Update of, current. plan for phase-in of, the SR-71, no overlap with the A-12. b. Joint operation of both aircraft from Kadena, using where possible, common facilities and resources. ~1 c. Simultaneous operation of the A-12 and SR-71 .from Kadena without use of common facilities and resources except on a non-interferrence basis. d. Operation of the SR-71 from another base in the Far East with the A-12 remaining at Kadena for a period of up to three months after the start of SR-71 operations. .Please provide the above information not 'later than. January 6, 1968. , Additionally, please undertake an initial study of the impact and feasibility of transferring the A-12 fleet r~- J' NANOLE VIA ~ ~ ~ CONTROL NO BYEMA~ TOP SECRET . ~ ~ CDPY DF COPIES CONTROL SYSTEM OXCART E%CLUDED EROM AUTOMATIC REGRADING ~ PAOE 1 .. OE~_ PAGES DOD DIRECTIVE 5200.10 DOES NOT APPLY n .,..,..........,I r..., n..l...,.... nnnrrnc rno nl n nnnr.l nnnonnnnnnr_nn.l nnnno n ,r~ e~~ I:~ Approved For Release 2007/05108: CIA-RDP71 B00399R000600100003-0 ~ TOP SECRET ~ RYEP~A~d CONTROL SYSTEM to the Strategic Air Command on or about June 30, 1968. The latter is not required by January 6, 1968, but should be completed as soon as possible, subject to the priority of the SR-71 deployment study. This study does not reflect any directed action but is intended to explore_ an alternative suggested at the last~EXCOM meeting. ~.~ ~~ ~ ~ Fx~ ~~ RYE~iA~ exan er ax TOP SECRET CONTROL SYSTEM E1(CIUDED iROM AUTOMATIC REGRADING D00 DIRECTIVE 3200.10 DOES NOT APPLY OXCART ` co-r GF cowcs -AGE~OF~ PAGES Approved: Release 2007/05108 :CIA-RDP71 B0~99R0006001.00003-0 Operation of both aircraft from the same base utilizing common " facilities and/or operating seperately.- Overlap phasing oP ai ft il rcra w l be considered in this option.

EC97-43933-2 SR-71A in Flight over Southern Sierra Nevada Mountains. February 1997 NASA Photo / Jim Ross

EC97-44295-108 A NASA SR-71 successfully completed its first flight 31 October 1997 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment LASRE at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. October 31,1997 NASA Photo / Lori Losey

EC97-44295-29 A NASA SR-71 takes off Oct. 31, making its first flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment LASRE at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. October 31, 1997 NASA Photo / Tony Landis