Description:
Part two of this detailed and informative interview, Michael Schratt talks to Aviation Archaeologist and Area 51 expert Peter Merlin on the true history of the remote test site in Nevada.
In this installment, Peter Merlin highlights the following topics: Classified demonstrator flown by Test pilot Frank Birk. Northrop B-2 Stealth Bomber. Air Force Plant 42.
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Below is a summary of the YouTube video "Area 51 Exposed (Part Two)" based on the provided transcript. The takeaways highlight main arguments, actionable insights, and crucial statistics related to classified aerospace programs, particularly the B-2 Stealth Bomber, and other secretive projects.
Key Takeaways from "Area 51 Exposed (Part Two)"
• Advanced Aeronautics Company (1984–1988): Lockheed, McDonnell Douglas, and Boeing formed a temporary independent company, the Advanced Aeronautics Company, between 1984 and 1988.
• Evidence of Existence: The Advanced Aeronautics Company is documented in an LA Times article, though its purpose remains unclear.
• Classified Programs in the 1980s: The 1980s saw numerous classified aerospace programs with limited public information.
1983 Classified Demonstrator: A classified advanced technology demonstrator was flown in 1983, piloted by Major Frank Burke.
• Demonstrator Details Unknown: No details on the 1983 demonstrator’s builder, configuration, or purpose are publicly available.
• Tacit Blue Declassification (1996): The Tacit Blue stealth demonstrator was declassified around May 1996, coinciding with an Aviation Week article.
• B-2 Subscale Prototype Rumors: Aviation Week (May 6, 1996) suggested a possible B-2 subscale prototype, though Northrop officials denied a direct prototype.
• Tacit Blue Connection: The 1996 article likely referred to Tacit Blue, but other secret programs may have existed.
• Cryptic Industry Comments: Aerospace industry officials often make vague references to classified projects, hinting at undisclosed programs.
• Lockheed’s X-56 Program: Lockheed Martin’s Skunk Works developed the X-56 to study wing flutter, revealing past classified programs affected by flutter issues.
• Skunk Works Timeline: Lockheed’s project timeline includes undisclosed aircraft (marked as skunks) from the 1980s to 1990s.
• Northrop’s B-2 Subscale Prototype: No concrete evidence supports claims of a Northrop-built subscale B-2 prototype, despite rumors.
• B-2 Original Design (Pre-1983): The B-2 was initially studied as either a low-altitude or high-altitude penetrator.
• Low-Altitude Configuration: The low-altitude B-2 design was a sharp flying triangle.
• High-Altitude Configuration: The high-altitude design resembled the final B-2 but lacked multiple trailing edge points.
• 1983 Wing Redesign: Northrop redesigned the B-2’s wing in 1983 to address bending moments, flutter, and structural issues.
• Redesign Cost: The 1983 B-2 redesign cost taxpayers $1 billion.
• Redesign Benefits: The new design added structural strength and maintained stealth characteristics.
• B-2 Cost Escalation: The B-2’s unit cost rose to $2.3 billion due to reduced orders and high development costs.
• Order Reduction: The B-2 order was cut from 132 to 21 aircraft, significantly increasing per-unit costs.
• Development Cost Impact: Spreading development costs over fewer airframes caused the B-2’s high unit cost.
• B-2 vs. Gold: At $2.3 billion, a B-2 costs more than its weight in gold.
• B-2 Subassembly Plant (Pico Rivera): Northrop built the cockpit, center body, and stealthy edges at Pico Rivera.
• Other Contractors: LTV and Boeing built the weapons bay and wing structures; GE supplied engines.
• Radar Development: Hughes developed the B-2’s low-probability-of-intercept radar.
• B-2 Crash in Guam (2008): A B-2 crashed during takeoff in Guam due to moisture in pitot sensors, resulting in a total write-off.
• Guam Crash Aftermath: The crashed B-2 was shredded after investigation due to extensive composite material damage.
• B-2 Repair Incident: Another B-2 was damaged in Guam, repaired temporarily, and overhauled in the U.S.
• Current B-2 Fleet: The B-2 fleet now consists of 20 aircraft after the Guam crash.
• Test Airframe Conversion: The 21st B-2 was a test airframe converted to operational status.
• Air Force Plant 42 Overview: Plant 42 in Palmdale is a government-owned, contractor-operated facility for manufacturing and testing.
• Plant 42 Management: It is controlled by the Air Force Test Center at Edwards AFB.
• Lockheed at Plant 42: Lockheed Martin operates Sites 1 and 2, handling U-2 overhauls and Skunk Works prototypes.
• Skunk Works Projects: Lockheed’s Site 1 developed hybrid airships, the P-175 (RQ-170 precursor), and other unmanned vehicles.
• Northrop at Plant 42: Northrop operates Site 4, working on the X-47B, B-2, and likely the B-21.
• NASA at Plant 42: NASA leases Site 9 for airborne science, including DC-8, SOFIA, and ER-2 aircraft.
• Rockwell’s Past Role: Rockwell International built B-1Bs at Site 9 (now NASA’s) until Boeing acquired it.
• Boeing’s Facility: Boeing maintains a facility for space shuttle modifications, though activity has declined post-shuttle retirement.
• B-2 Rollout (1988): The B-2 was unveiled on November 22, 1988, at Plant 42, orchestrated to limit visibility of sensitive areas.
• Security Failure at Rollout: Aviation Week photographed the B-2 from above during rollout, exposing the exhaust deck.
• B-2 as Paperless Airplane: The B-2 was the first aircraft designed using a paperless CAD system called ENCAD.
• ENCAD System: Northrop developed ENCAD with 400 workstations and mainframe computers for B-2 design.
• ENCAD Fate: The fate of ENCAD equipment is unknown, likely destroyed or repurposed.
• Data Destruction: Much of the B-2 and YF-23 documentation was shredded due to high costs of maintaining classified materials.
• YF-23 Loss: Over 10 pallets of YF-23 documentation were destroyed, erasing significant program history.
• Classified Material Challenges: Maintaining classified materials is costly, leading to frequent destruction.
• Lockheed’s Storage Practices: Lockheed historically avoided marking documents as classified to reduce attention, per Kelly Johnson’s system.
• F-117 Program Impact: Air Force inspections during the F-117 program forced Lockheed to mark and store materials, leading to shredding of non-essential documents.
• Unknown Lockheed Designs: Blueprints and conceptual artwork for unacknowledged Lockheed programs may be stored in vaults or destroyed.
• Historical Loss: The destruction of classified aerospace documentation represents a significant loss of national history.
Actionable Insights
• Research Classified Programs: Use resources like Aviation Week archives or declassified documents to uncover hints about programs like the 1983 demonstrator or Advanced Aeronautics Company.
• Monitor Industry Comments: Pay attention to cryptic statements from aerospace officials, as they may hint at undisclosed projects.
• Advocate for Historical Preservation: Push for better archiving of classified aerospace data to prevent loss of technological history.
• Study Plant 42 Operations: Investigate contractor activities at Air Force Plant 42 for insights into ongoing classified projects like the B-21.
• Track Declassification Trends: Monitor declassification events (e.g., Tacit Blue in 1996) to anticipate future disclosures of stealth programs.
Main Arguments
• Secrecy in Aerospace: The aerospace industry operates with high secrecy, with many programs (e.g., 1983 demonstrator, Advanced Aeronautics Company) leaving minimal public traces.
• B-2 Cost Drivers: The B-2’s astronomical cost stemmed from reduced orders and high development expenses, exacerbated by the 1983 redesign.
• Data Destruction: The routine destruction of classified materials, as seen with the B-2 and YF-23, erases valuable technological history.
• Security Oversights: Even tightly controlled events like the B-2 rollout can be compromised, as shown by Aviation Week’s aerial photography.
• Ongoing Innovation: Facilities like Air Force Plant 42 and Lockheed’s Skunk Works continue to develop cutting-edge, often classified, aerospace technologies.
Crucial Statistics
• Advanced Aeronautics Company Duration: Operated from 1984 to 1988.
• B-2 Redesign Cost (1983): $1 billion.
• B-2 Unit Cost: $2.3 billion per aircraft.
• B-2 Order Reduction: From 132 to 21 aircraft.
• Current B-2 Fleet: 20 aircraft after the Guam crash.
• ENCAD Workstations: 400 used for B-2 design.
• YF-23 Documentation Destroyed: Over 10 pallets shredded.
This summary captures the core discussions from the transcript, focusing on secretive aerospace programs, the B-2’s development challenges, and the loss of historical data due to classification practices.
• Advanced Aeronautics Company (1984–1988): Lockheed, McDonnell Douglas, and Boeing formed a temporary independent company, the Advanced Aeronautics Company, between 1984 and 1988.
• Evidence of Existence: The Advanced Aeronautics Company is documented in an LA Times article, though its purpose remains unclear.
• Classified Programs in the 1980s: The 1980s saw numerous classified aerospace programs with limited public information.
1983 Classified Demonstrator: A classified advanced technology demonstrator was flown in 1983, piloted by Major Frank Burke.
• Demonstrator Details Unknown: No details on the 1983 demonstrator’s builder, configuration, or purpose are publicly available.
• Tacit Blue Declassification (1996): The Tacit Blue stealth demonstrator was declassified around May 1996, coinciding with an Aviation Week article.
• B-2 Subscale Prototype Rumors: Aviation Week (May 6, 1996) suggested a possible B-2 subscale prototype, though Northrop officials denied a direct prototype.
• Tacit Blue Connection: The 1996 article likely referred to Tacit Blue, but other secret programs may have existed.
• Cryptic Industry Comments: Aerospace industry officials often make vague references to classified projects, hinting at undisclosed programs.
• Lockheed’s X-56 Program: Lockheed Martin’s Skunk Works developed the X-56 to study wing flutter, revealing past classified programs affected by flutter issues.
• Skunk Works Timeline: Lockheed’s project timeline includes undisclosed aircraft (marked as skunks) from the 1980s to 1990s.
• Northrop’s B-2 Subscale Prototype: No concrete evidence supports claims of a Northrop-built subscale B-2 prototype, despite rumors.
• B-2 Original Design (Pre-1983): The B-2 was initially studied as either a low-altitude or high-altitude penetrator.
• Low-Altitude Configuration: The low-altitude B-2 design was a sharp flying triangle.
• High-Altitude Configuration: The high-altitude design resembled the final B-2 but lacked multiple trailing edge points.
• 1983 Wing Redesign: Northrop redesigned the B-2’s wing in 1983 to address bending moments, flutter, and structural issues.
• Redesign Cost: The 1983 B-2 redesign cost taxpayers $1 billion.
• Redesign Benefits: The new design added structural strength and maintained stealth characteristics.
• B-2 Cost Escalation: The B-2’s unit cost rose to $2.3 billion due to reduced orders and high development costs.
• Order Reduction: The B-2 order was cut from 132 to 21 aircraft, significantly increasing per-unit costs.
• Development Cost Impact: Spreading development costs over fewer airframes caused the B-2’s high unit cost.
• B-2 vs. Gold: At $2.3 billion, a B-2 costs more than its weight in gold.
• B-2 Subassembly Plant (Pico Rivera): Northrop built the cockpit, center body, and stealthy edges at Pico Rivera.
• Other Contractors: LTV and Boeing built the weapons bay and wing structures; GE supplied engines.
• Radar Development: Hughes developed the B-2’s low-probability-of-intercept radar.
• B-2 Crash in Guam (2008): A B-2 crashed during takeoff in Guam due to moisture in pitot sensors, resulting in a total write-off.
• Guam Crash Aftermath: The crashed B-2 was shredded after investigation due to extensive composite material damage.
• B-2 Repair Incident: Another B-2 was damaged in Guam, repaired temporarily, and overhauled in the U.S.
• Current B-2 Fleet: The B-2 fleet now consists of 20 aircraft after the Guam crash.
• Test Airframe Conversion: The 21st B-2 was a test airframe converted to operational status.
• Air Force Plant 42 Overview: Plant 42 in Palmdale is a government-owned, contractor-operated facility for manufacturing and testing.
• Plant 42 Management: It is controlled by the Air Force Test Center at Edwards AFB.
• Lockheed at Plant 42: Lockheed Martin operates Sites 1 and 2, handling U-2 overhauls and Skunk Works prototypes.
• Skunk Works Projects: Lockheed’s Site 1 developed hybrid airships, the P-175 (RQ-170 precursor), and other unmanned vehicles.
• Northrop at Plant 42: Northrop operates Site 4, working on the X-47B, B-2, and likely the B-21.
• NASA at Plant 42: NASA leases Site 9 for airborne science, including DC-8, SOFIA, and ER-2 aircraft.
• Rockwell’s Past Role: Rockwell International built B-1Bs at Site 9 (now NASA’s) until Boeing acquired it.
• Boeing’s Facility: Boeing maintains a facility for space shuttle modifications, though activity has declined post-shuttle retirement.
• B-2 Rollout (1988): The B-2 was unveiled on November 22, 1988, at Plant 42, orchestrated to limit visibility of sensitive areas.
• Security Failure at Rollout: Aviation Week photographed the B-2 from above during rollout, exposing the exhaust deck.
• B-2 as Paperless Airplane: The B-2 was the first aircraft designed using a paperless CAD system called ENCAD.
• ENCAD System: Northrop developed ENCAD with 400 workstations and mainframe computers for B-2 design.
• ENCAD Fate: The fate of ENCAD equipment is unknown, likely destroyed or repurposed.
• Data Destruction: Much of the B-2 and YF-23 documentation was shredded due to high costs of maintaining classified materials.
• YF-23 Loss: Over 10 pallets of YF-23 documentation were destroyed, erasing significant program history.
• Classified Material Challenges: Maintaining classified materials is costly, leading to frequent destruction.
• Lockheed’s Storage Practices: Lockheed historically avoided marking documents as classified to reduce attention, per Kelly Johnson’s system.
• F-117 Program Impact: Air Force inspections during the F-117 program forced Lockheed to mark and store materials, leading to shredding of non-essential documents.
• Unknown Lockheed Designs: Blueprints and conceptual artwork for unacknowledged Lockheed programs may be stored in vaults or destroyed.
• Historical Loss: The destruction of classified aerospace documentation represents a significant loss of national history.
Actionable Insights
• Research Classified Programs: Use resources like Aviation Week archives or declassified documents to uncover hints about programs like the 1983 demonstrator or Advanced Aeronautics Company.
• Monitor Industry Comments: Pay attention to cryptic statements from aerospace officials, as they may hint at undisclosed projects.
• Advocate for Historical Preservation: Push for better archiving of classified aerospace data to prevent loss of technological history.
• Study Plant 42 Operations: Investigate contractor activities at Air Force Plant 42 for insights into ongoing classified projects like the B-21.
• Track Declassification Trends: Monitor declassification events (e.g., Tacit Blue in 1996) to anticipate future disclosures of stealth programs.
Main Arguments
• Secrecy in Aerospace: The aerospace industry operates with high secrecy, with many programs (e.g., 1983 demonstrator, Advanced Aeronautics Company) leaving minimal public traces.
• B-2 Cost Drivers: The B-2’s astronomical cost stemmed from reduced orders and high development expenses, exacerbated by the 1983 redesign.
• Data Destruction: The routine destruction of classified materials, as seen with the B-2 and YF-23, erases valuable technological history.
• Security Oversights: Even tightly controlled events like the B-2 rollout can be compromised, as shown by Aviation Week’s aerial photography.
• Ongoing Innovation: Facilities like Air Force Plant 42 and Lockheed’s Skunk Works continue to develop cutting-edge, often classified, aerospace technologies.
Crucial Statistics
• Advanced Aeronautics Company Duration: Operated from 1984 to 1988.
• B-2 Redesign Cost (1983): $1 billion.
• B-2 Unit Cost: $2.3 billion per aircraft.
• B-2 Order Reduction: From 132 to 21 aircraft.
• Current B-2 Fleet: 20 aircraft after the Guam crash.
• ENCAD Workstations: 400 used for B-2 design.
• YF-23 Documentation Destroyed: Over 10 pallets shredded.
This summary captures the core discussions from the transcript, focusing on secretive aerospace programs, the B-2’s development challenges, and the loss of historical data due to classification practices.
