Edwards Air Force Base

Edwards Air Force Base (AFB) is a United States Air Force installation in California. Most of the base sits in Kern County, but its eastern end is in San Bernardino County and a southern arm is in Los Angeles County. The hub of the base is Edwards, California. Established in the 1930s as Muroc Field, the facility was renamed Muroc Army Airfield and then Muroc Air Force Base before its final renaming in 1950 for World War II USAAF veteran and test pilot Capt. Glen Edwards.
Edwards is the home of the Air Force Test Center, Air Force Test Pilot School, and NASA's Armstrong Flight Research Center. It is the Air Force Materiel Command center for conducting and supporting research and development of flight, as well as testing and evaluating aerospace systems from concept to combat. It also hosts many test activities conducted by America's commercial aerospace industry.
Notable occurrences at Edwards include Chuck Yeager's flight that broke the sound barrier in the Bell X-1, test flights of the North American X-15, the first landings of the Space Shuttle, and the 1986 around-the-world flight of the Rutan Voyager.
History
Origins
A water stop on the Santa Fe Railroad since 1882, the site was largely unsettled until the early 20th century. In 1910, Ralph, Clifford and Effie Corum built a homestead on the edge of Rogers Dry Lake. The Corums proved instrumental in attracting other settlers and building infrastructure in the area, and when a post office was commissioned for the area, they named it Muroc, a reversal of the Corum name, due to the presence of a town named Coram.
Conscious that March Field was located in an area of increasing growth in Riverside County, and with the need for bombing and gunnery ranges for his units, base and 1st Wing commander Lieutenant Colonel Henry H. "Hap" Arnold began the process of acquiring land next to Muroc Dry Lake for a new bombing range away from populated areas in August 1932; the last tract was not acquired until 1939. The facility established to support the range, initially called "Mohave Field" for the nearby community of Mohave, was Muroc Field. In October 1935, five men under a Sergeant Folgleman were sent to the area from March Field. They put out circular bombing targets in the desert. For the next two years aircraft shuttled back and forth between Muroc Dry Lake and March Field for Crew Bombing Practice.
At this time, another colorful character in Edwards' history, Pancho Barnes, built her renowned Rancho Oro Verde Fly-Inn Dude Ranch that would be the scene of many parties and celebrations to come. The dry lake was a hive of hot rodding, with racing on the playa. The runway on which the Space Shuttle landed follows the route that hosted racing in the 1930s.
The first major aerial activity occurred at Muroc in 1937 when the entire Army Air Corps participated in a large-scale maneuver. From then on, the bombing range grew in size. When Arnold became Chief of the Air Corps in 1938, the service was given a renewed focus on research and development. Muroc Field drew attention because the nearby dry lake was so flat (Arnold described it as "level as a billiard table") that it could serve as a giant runway, ideal for flight testing. Over US$120 million was spent to develop the base in the 1940s and expand it to . The base's main runway was completed in a single pour of concrete.
World War II
On the afternoon of 7 December 1941, the 41st Bombardment Group and the 6th Reconnaissance Squadron moved to Muroc from Davis-Monthan Army Airfield, Arizona, with a collection of B-18 Bolos, B-25 Mitchells, and an A-29 Hudson. On Christmas Eve, the 30th Bombardment Group and the 2d Reconnaissance Squadron arrived from New Orleans Army Airbase, Louisiana, for crew training. On 23 July 1942, the Muroc Bombing and Gunnery Range, Muroc Lake, California, was designated as a separate post (Exempted Status). The name of the facility at the time was "Army Air Base, Muroc Lake."
In July 1942, Muroc Army Airfield became a separate airfield from March Field and was placed under the jurisdiction of Fourth Air Force. Throughout the war years, the primary mission at Muroc was providing final combat training for bomber and fighter aircrews just before overseas deployment. Among its sub-bases and auxiliaries were:
Bishop Army Airfield
Blythe Army Airfield
Palmdale Army Airfield
Desert Center Army Airfield
Gary Army Airfield
Muroc was initially used for IV Bomber Command Operational Unit training. The B-25 Mitchell 41st and 30th Bombardment Groups and the A-20 Havoc 47th Bombardment Groups trained at the station in early 1942. The training provided newly graduated pilots eight to 12 weeks of training as a team using the same aircraft they would use in combat. In 1942, the training mission was transferred to IV Fighter Command, with P-38 Lightning OTU training for the 78th and 81st Fighter Groups. In 1943, the 360th Fighter Group and 382d Bombardment Groups were assigned permanently to Muroc for P-38 Lightning and B-24 Liberator Replacement Training (RTU) of personnel.
In the spring of 1942, the Mojave Desert station was chosen as a secluded site for testing America's first jet, the super-secret Bell Aircraft P-59 Airacomet jet fighter. The immense volume of flight tests being conducted at Wright Field, in Ohio, helped drive a search for a new, isolated site where a "Top Secret" airplane could undergo tests "away from prying eyes." The urgent need to complete the P-59 program without delay dictated a location with good, year-round flying weather, and the risks inherent in the radical new technology to be demonstrated on the aircraft dictated a spacious landing field. After examining a number of locations around the country, they selected a site along the north shore of the enormous, flat surface of Rogers Dry Lake about six miles away from the training base at Muroc.
Ground tests began five days after the first XP-59 arrived on 21 September 1942. First flight took place on 30 September when the XP-59 rose to altitude for during taxi testing. However, the first official flight was 1 October 1942 with NACA, Navy Bureau of Aeronautics, Royal Air Force, Army, Bell and General Electric personnel on hand.
As with virtually all of the test programs conducted during the war years, most of the actual flight test work on the P-59 was conducted by the contractor. Although Army Air Forces (AAF) pilots flew the aircraft from time to time, and flight test engineers from Wright Field reviewed the data, the formal preliminary military test and evaluation program did not commence until the Fall of 1943, a year after the first flight. Designed to validate the contractor's reports, this preliminary evaluation consisted of a very limited number of flights and was essentially completed within a month. Formal operational suitability and accelerated service tests did not get underway until 1944, well after the AAF had decided that the airplane would not be suitable for combat operations and would, instead, be relegated to a training role.
The P-59s were tested at Muroc from October 1942 through February 1944 without a single accident and, though the aircraft did not prove to be combat worthy, the successful conduct of its test program, combined with the success of the Lockheed XP-80 program which followed it in early 1944, sealed the future destiny of the remote high desert installation. Muroc would thenceforth become synonymous with the cutting edge of the turbojet revolution in America.
Aircraft testing continued at this desert "Army Air Base", then on 8 November 1943, the base title was changed to "Muroc Army Air Field, Muroc". In the fall of 1944, Eighth Air Force ran tests to determine how well conventional fighters stood up against jets. Also, in October 1944, a small detachment arrived at the base for experimental work in rocket firing and achieved such success that they remained through most of 1945.
Other World War II test flights included the Northrop JB-1 Bat.
In 1943, a replica of a Japanese cruiser, nicknamed "Muroc Maru", was constructed in Rogers Dry Lake where it was used for bombing training until 1950.
Postwar era
With the end of the war, Fourth Air Force relinquished command of Muroc Army Airfield on 16 October 1945 and jurisdiction was transferred to Air Technical Service Command, becoming Air Materiel Command in 1946. Test work on the Lockheed P-80 Shooting Star was the primary mission of the base for the greater part of the fall of 1945. The Consolidated Vultee XP-81 single-seat, long-range escort fighter and Republic XP-84 Thunderjet fighter arrived at the base in early 1946 for flight testing. It was obvious even at this embryonic stage of base development that the Army Air Force desert station was destined to become a proving ground for aircraft and a testing site for experimental airplanes.
The success of these programs attracted a new type of research activity to the base in late 1946. The rocket-powered Bell X-1 was the first in a long series of experimental airplanes designed to prove or disprove aeronautical concepts—to probe the most challenging unknowns of flight and solve its mysteries. Further evidence of things to come was experienced on 14 October 1947 when Captain Charles "Chuck" Yeager flew the small bullet-shaped airplane to become the first human to exceed the speed of sound.
Four months later, on 10 February 1948, Muroc AAF was re-designated Muroc Air Force Base with the establishment of the United States Air Force as a separate military service. Units attached or assigned to the base at the time were the 4144th Army Air Force Base Unit, the 3208th Strategic Bomb Test Squadron along with communications and weather detachments. On 20 August 1948, the 4144th Air Force Base Unit was re-designated as the 2759th AF Base Unit and with the adoption of the Hobson Plan, as the 2759th Experimental Wing.
With the X-1, flight testing at Muroc began to assume two distinct identities. Highly experimental research programs—such as the X-3, X-4, X-5 and XF-92A—were typically flown in conjunction with the National Advisory Committee for Aeronautics, or NACA, and were conducted in a methodical fashion to answer largely theoretical questions. Then, as now, the great bulk of flight testing at Muroc focused on evaluations of the capabilities of aircraft and systems proposed for the operational inventory.
In December 1949, Muroc was renamed Edwards Air Force Base in honor of Captain Glen Edwards (1918–1948), who was killed a year earlier in the crash of the Northrop YB-49 Flying Wing. During World War II, he flew A-20 Havoc light attack bombers in the North African campaign on 50 hazardous, low-level missions against German tanks, convoys, troops, bridges, airfields, and other tactical targets. Edwards became a test pilot in 1943 and spent much of his time at Muroc Army Air Field, on California's high desert, testing wide varieties of experimental prototype aircraft. He died in the crash of a Northrop YB-49 flying wing near Muroc AFB on 5 June 1948. From the time Edwards Air Force Base was named, speed and altitude records began to pile up as new aircraft were developed and the base started to build and branch out significantly.
A major reason for the growth of Edwards AFB was the nearness of West Coast aircraft manufacturers. However, another major reason was the decision in 1947 to build a missile test facility on the base. The need for a static missile faculty to test high-thrust missile rocket engines was first envisioned in 1946 by the Power Plant Laboratory at Wright-Patterson Air Force Base. It was that decision that such a facility should be government-owned to prevent a single contractor exclusive advantages on Air Force contracts for high-thrust missile rocket power plants, and it would eliminate duplication of like facilities by different manufacturers. The choice of location in 1947 was the Leuhman Ridge east of Rogers Dry Lake on Edwards AFB. Construction began in November 1949 on what was to become the Experimental Rocket Engine Test Station.
Cold War
Flight testing
Jurisdiction of Edwards AFB was transferred from Air Materiel Command on 2 April 1951 to the newly created Air Research and Development Command. Activation of the Air Force Flight Test Center (AFFTC) followed on 25 June 1951. Units designated and assigned to the Center at the time of activation were the 6510th Air Base Wing for station support units. The test flying units at Edwards were assigned directly to the AFFTC .
That same year, the U.S. Air Force Test Pilot School moved to Edwards from Wright Field, Ohio.
Its curriculum focused on the traditional field of performance testing and the relatively new field of stability and control, which had suddenly assumed critical importance with the dramatic increases in speed offered by the new turbojets. As the decade opened, the first-generation X-1 reached and a altitude, representing the edge of the envelope. The D-558-II Douglas Skyrocket soon surpassed these marks. In 1951, Douglas test pilot Bill Bridgeman flew the Skyrocket to a top speed of and a peak altitude of . Then, in 1953, Marine Corps test pilot, Lieutenant Colonel Marion Carl, flew the same plane to an altitude of .
On 20 November 1951, the National Advisory Committee for Aeronautics' Scott Crossfield became the first man to reach Mach 2 as he piloted the Skyrocket to a speed of . Less than a month later, Major Chuck Yeager topped this record as he piloted the second-generation Bell X-1A to a top speed of and, just nine months later, Major Arthur "Kit" Murray flew the same airplane to a new altitude record of .
These records stood for less than three years. In September 1956, Captain Iven Kincheloe became the first man to soar above , as he piloted the Bell X-2 to a then-remarkable altitude of . Flying the same airplane just weeks later on 27 September, Captain Mel Apt became the first to exceed , accelerating to a speed of . His moment of glory was tragically brief, however. Just seconds after attaining top speed, the X-2 tumbled violently out of control and Apt was never able to recover.
With the loss of the X-2, the search for many of the answers to the riddles of high-Mach flight had to be postponed until the arrival of the most ambitious of the rocket planes—the North American X-15.
Meanwhile, the turbojet revolution had reached a high plateau at Edwards. By the time the base was officially designated the U.S. Air Force Flight Test Center in June 1951, more than 40 different types of aircraft had first taken flight at the base and the nation's first generation of jet-powered combat airplanes had already completed development. One of them, the North American F-86 Sabre, was dominating the skies over Korea.
The promise of the turbojet revolution and the supersonic breakthrough were realized in the 1950s, as the Center tested and developed the first generation of true supersonic fighters—the famed "Century Series" F-100 Super Sabre, F-101 Voodoo, F-102 Delta Dagger, F-104 Starfighter, F-105 Thunderchief and F-106 Delta Dart, and, in the process, defined the basic speed and altitude envelopes for fighter aircraft that still prevail to this day. The Center also played a pivotal role in the development of systems that would provide the United States with true intercontinental power projection capabilities as it tested aircraft such as the B-52 Stratofortress, C-133 Cargomaster and KC-135 Stratotanker, as well as the YC-130 Hercules which served as the basis for a classic series of tactical transports that would continue in frontline service until well into the 21st century. It also supported the development of the extremely high-altitude and long-range Lockheed U-2 and the dazzling ultra-performance capabilities of the B-58 Hustler, the world's first Mach 2 bomber.
Throughout the 1950s, American airplanes regularly broke absolute speed and altitude records at Edwards, but nothing compared to the arrival of the North American X-15 in 1961. The program got under way in earnest in 1961 when Maj. Robert M. "Bob" White became the first man to exceed Mach 4, as he accelerated to on 7 March. He claimed Mach 5 just three months later when he pegged a speed of on 23 June and then, during the X-15's first full-powered flight on 9 November, he exceeded Mach 6, as he flew to a speed of . Major White also became the first man to fly an airplane in space when he climbed to on 17 July 1962. NASA's Joe Walker flew the airplane to its peak altitude of on 22 August 1963 and Maj William J. "Pete" Knight reached in the modified X-15A-2 on 3 October 1967, a speed that remains the highest ever attained in an airplane.
In addition to the X-15 Program, AFFTC and NASA also teamed up to explore a new concept called "lifting reentry" with a series of wingless lifting body aircraft. These rocket powered-vehicles – the M2-F2, M2-F3, HL-10, X-24A and X-24B – paved the way for the Space Shuttle and future spaceplane designs when they demonstrated that they could make precision landings after high-speed gliding descents from high altitude.
The major aircraft systems that were tested and developed during the 1960s, the T-38 Talon, B-52H Stratofortress, F-4 and RF-4 Phantom II, the F-111 and FB-111, C-141 Starlifter and C-5 Galaxy, all became mainstays in the USAF operational inventory. Another aircraft gained world fame in the late 1960s at Edwards: the Lockheed YF-12A, a precursor to the SR-71 Blackbird, shattered nine records in one day of testing at Edwards. The SR-71's full capabilities remain classified, but the records set on 1 May 1965 included a sustained speed of and an altitude of .
New aircraft types arrived in the 1970s: the F-15 Eagle with its advanced engine and fire-control system; the single-engine F-16 Fighting Falcon with its revolutionary "fly-by-wire" flight control system; and the B-1 Lancer with its multitude of highly sophisticated offensive and defensive systems. These planes more than bore out the prophecy concerning the ever-increasing importance of systems testing and integration. Moreover, another major new element of complexity was soon introduced into the flight test process.
At a remote location in 1978 and 1979, an AFFTC test pilot and a pair of flight test engineers were engaged in proof-of-concept testing with Lockheed's "low-observable" technology demonstrator, dubbed "Have Blue." The successful completion of those tests led immediately to the development of a new subsonic attack aircraft that was designated the F-117A Nighthawk.
The capabilities of existing aircraft such as the F-15 and F-16 have been continually refined and expanded, even as totally new aircraft and systems incorporating radical new technologies are developed for future operational use. The dual-role F-15E, for example, was developed in the 1980s and went on to demonstrate truly remarkable combat effectiveness in the Persian Gulf conflict of the early 90s. The Low Altitude Navigation and Targeting Infrared for Night, or LANTIRN, system revolutionized air-to-ground combat operations during the same conflict by denying opposing forces the once comforting sanctuary of night.
The late 1980s also witnessed the arrival of the first giant flying wing to soar over the base in nearly 40 years. The thin silhouette, compound curves and other low-observable characteristics of the B-2 Spirit bomber represented third-generation stealth technology, following the SR-71 and F-117.
The 1980s also saw Edwards host a demonstration of America's space warfare capabilities when a highly modified F-15 Eagle launched an ASM-135 anti-satellite missile at the dead P78-1 (or Solwind) satellite and destroyed it. In 1986, Dick Rutan and Jeana Yeager launched from Edwards to set a new aviation record by piloting the first non-stop, around-the-world flight on a single tank of fuel in the Rutan Voyager.
Ground research
Extensive aviation research was also conducted on the ground at Edwards. Two rocket sled tracks pioneered important developments and research for the Air Force. The first track was built by Northrop in 1944 near what is currently the North Base. Originally intended to help develop a V-1 flying-bomb-style weapon that never left the drawing board, the track found use after the war as a test area for V-2 rockets captured from Nazi Germany in Operation Paperclip. Later, Lt. Col. John Stapp appropriated the track for his MX981 project and installed what was believed to be one of the most powerful mechanical braking systems ever constructed. His deceleration tests led the press to nickname him the "fastest man on earth" and the "bravest man in the Air Force".
The results from the first track prompted the Air Force to build a second in 1948. Located just south of Rogers Lake, the track was capable of supersonic speeds. Its first project was the development of the SM-62 Snark cruise missile. This track was so successful that an extension was constructed, and on 13 May 1959, the full track was opened. After the Navy had conducted research on the UGM-27 Polaris ballistic missile, the track was used to develop ejection seats that could be used at supersonic speeds. Though this program was a success, a budgetary review concluded that the track was too expensive to maintain, and the track was decommissioned on 24 May 1963. Before it was closed, a trial run set a world speed record of before the test car broke up. After it closed, the rails were pulled up to help straighten Lancaster Boulevard.
Space Shuttle support
After President Richard M. Nixon announced the Space Shuttle program on 5 January 1972, Edwards was chosen for Space Shuttle orbiter testing. The prototype was carried to altitude by the Shuttle Carrier Aircraft (SCA) and released. In all, 13 test flights were conducted with the Enterprise and the SCA to determine their flight characteristics and handling.
After Space Shuttle Columbia became the first shuttle launched into orbit on 12 April 1981, it returned to Edwards for landing. The airbase's immense lakebeds and its proximity to Plant 42, where the shuttle was serviced before relaunch, were important factors in its selection and it continued to serve as the primary landing area for the space shuttle until 1991. After that time, Kennedy Space Center (KSC) in Florida was favored. This saved the considerable cost of transporting the shuttle from California back to Florida, but Edwards AFB and White Sands Space Harbor continued to serve as backups for the duration of the shuttle program. Shuttles landed at Edwards as recently as 9 August 2005 (STS-114), 22 June 2007 (STS-117), 30 November 2008 (STS-126), 24 May 2009 (STS-125), and 11 September 2009 (STS-128) due to rain and ceiling events at the KSC Shuttle Landing Facility. STS-126 was the only mission to land on temporary runway 04 at Edwards, as the refurbished main runway was operational from STS-119 through to the retirement of the shuttles.
Into the 1990s
The end of the Cold War was marked by the arrival of the YF-22A and the YF-23A. The two prototype fighters were the first airplanes to blend stealth with agility and high-speed, supersonic cruise capability. The YF-22A was selected to become the Air Force's new advanced tactical fighter after a brief demonstration and validation risk reduction flight test program. Now named the Raptor, the F-22A continues to undergo test and evaluation at Edwards.
A new group of research projects came to Edwards in the 1990s. Global Hawk, an unmanned aerial vehicle that has been used extensively in Afghanistan and Iraq, made its first flight at Edwards in February 1998. The X-24, X-33, X-34, X-36 and X-38, a series of new lifting bodies, technology demonstrators and half-scale models were tested here by NASA during the decade.
The new millennium brought new projects with worldwide impact. The X-35A and X-32A, competing models for the Joint Strike Fighter program, made their first flights in September and October 2000. The X-35A won the competition in 2001 and will eventually be built in various versions for America's flying armed services and for foreign air forces as well. Also new are the RQ-4 Global Hawk, YAL-1 Airborne Laser, the B-52 synthetic fuel program, the C-17 Globemaster III, and many prototype unmanned aerial vehicles (UAVs).
Edwards is among the few U.S. military bases to have gained jobs since the Cold War. Under the DoD's Base Realignment and Closure process, several smaller bases have been decommissioned, and their facilities and responsibilities have been sent to Edwards, China Lake, and other large bases.
During 2012, the 95th Air Base Wing, the former base support unit at Edwards was inactivated and consolidated into the 412th Test Wing as part of the Air Force Flight Test Center transitioning into the Air Force Test Center. The five-Center consolidation not only better integrates the workforce but saves taxpayers approximately $109 million annually.
Role and operations
The base has helped develop virtually every aircraft purchased by the Air Force since World War II. Almost every United States military aircraft since the 1950s has been at least partially tested at Edwards, and it has been the site of many aviation breakthroughs.
Air Force Test Center
412th Test Wing
The 412th Test Wing plans, conducts, analyzes, and reports on all flight and ground testing of aircraft, weapons, software and components as well as modeling and simulation for the U.S. Air Force. The Wing also oversees the base's day-to-day operations and provides support for the military, federal civilian, and contract personnel assigned to Edwards AFB. Planes assigned to the 412th carry the tail code ED.
U.S. Air Force Test Pilot School: Part of the 412th Test Wing, USAF TPS is where the Air Force's top pilots, navigators and engineers learn how to conduct flight tests and generate the data needed to carry out test missions. The comprehensive curriculum of Test Pilot School is fundamental to the success of flight tests and evaluations.
412th Operations Group: The 412th OG flies an average of 90 aircraft with upwards of 30 aircraft designs. It performs an annual average of more than 7,400 missions, including more than 1,900 test missions. Its squadrons include:
411th Flight Test Squadron: (F-22)
416th Flight Test Squadron: (F-16)
419th Flight Test Squadron: (B-52H, B-1, B-2)
445th Flight Test Squadron: (Initial Flight Test Operations, T-38)
461st Flight Test Squadron: (F-35 Joint Strike Fighter)
412th Flight Test Squadron: (C-135C Speckled Trout)
418th Flight Test Squadron: (C-130 and special operations variants; CV-22; KC-135 and special variants; C-17A)
452d Flight Test Squadron: (RQ-4)
412th Test Management Division
412th Test Management Group
412th Electronic Warfare Group
412th Engineering Division
The Engineering Division and the Electronic Warfare Group provide the central components in conducting the Test and Evaluation mission of the 412 TW. They provide the tools, talent and equipment for the core disciplines of aircraft structures, propulsion, avionics and electronic warfare evaluation of the latest weapon system technologies. They also host the core facilities that enable flight test and ground test—the Range Division, Benefield Anechoic Facility, Integrated Flight Avionics Systems Test Facility and the Air Force Electronic Warfare Evaluation Simulator. The Project and Resource Management Divisions provide the foundation for the successful program management of test missions.
412th Civil Engineer Division
412th Maintenance Group
412th Medical Group
412th Mission Support Group
Associate units
There are a vast array of organizations at Edwards that do not fall under the 412th Test Wing. They are known as Associate Units. These units do everything from providing an on-base grocery store to testing state-of-the-art rockets.
31st Test and Evaluation Squadron (Tail Code: OT)
The 31st Test and Evaluation Squadron provides Air Combat Command personnel to support combined test and evaluation on Air Force weapons systems. Established in 1917, it is one of the oldest units of the United States Air Force. The "Desert Pirates" are part of the 753d Test and Evaluation Group, Nellis AFB, Nevada and the 53d Wing, Eglin AFB, Florida. It also provides the Air Force Operational Test and Evaluation Center, Kirtland AFB, New Mexico, and Air Force Materiel Command, Wright-Patterson AFB, Ohio, with test team members who have an operational perspective to perform test and evaluation on Combat Air Force systems.
The 31st is staffed with a mixture of operations, maintenance and engineering experts who plan and conduct tests, evaluate effectiveness and suitability, and influence system design. The squadron's personnel are integrated into the B-1, B-2, B-52, Global Hawk, MQ-9 and F-35 Joint Strike Fighter programs. Their results and conclusions support Department of Defense acquisition, deployment and employment decisions.
Air Force Operational Test and Evaluation Center, Detachment 1
An Air Force Materiel Command named unit assigned to Kirtland AFB, New Mexico, AFOTEC Detachment 1 is responsible for accomplishing Block 2 and 3 Initial Operational Test and Evaluation of the F-35 Lightning II for the US Air Force, United States Navy, United States Marine Corps, United Kingdom Ministry of Defense, and the Royal Netherlands Air Force.
Air Force Operational Test and Evaluation Center, Detachment 5
AFOTEC Detachment 5** is responsible for conducting the operational test and evaluation of USAF aircraft and avionics systems. Certification by Detachment 5 is required for new aircraft prior to AFMC full-rate production and combat fielding decisions. Detachment 5 personnel are integrated into the Flight Test Center's combined test squadrons and provide a critical operating perspective during developmental flight testing to help prepare systems for their final operational test and evaluation.
Air Force Plant 42 production flight test installation
A remote facility of Edwards AFB, located at Palmdale, California, Plant 42 is a government-owned, contractor-operated facility with proximity to both the concentration of aerospace industry in Los Angeles, and the high-speed corridors and resources of the 412th Test Wing at Edwards. Plant 42 is one of four Air Force plants located throughout the United States and is uniquely situated to fully support the Air Force's newest and most advanced aerospace systems. It provides industrial facilities for production, modification, depot maintenance and flight testing of aerospace systems. It is staffed by a mixture of civilian defense contractors, as well as USAF personnel.
NASA Armstrong Flight Research Center
Contained inside Edwards Air Force Base is NASA's Armstrong Flight Research Center (AFRC) where modern aircraft research is still active (e.g. the Boeing X-45). The AFRC is home to many of the world's most advanced aircraft. Notable recent research projects include the Controlled Impact Demonstration and the Linear Aerospike SR-71 Experiment. It is chartered to research and test advanced aeronautics, space and related technologies for atmospheric flight operations, and to transfer those technologies to industry and other government agencies. Armstrong supports NASA's Earth science research with a fleet of specialized manned and unmanned environmental science aircraft. Armstrong is also involved in NASA's space science mission by managing and flying the Stratospheric Observatory for Infrared Astronomy. The center is named for Neil A. Armstrong, an American astronaut and the first person to walk on the Moon. Armstrong's history dates back to late 1946, when 13 engineers arrived at what is now Edwards from the NACA Langley Memorial Aeronautical Laboratory in Virginia to support the last supersonic research flights by the X-1 rocket plane in a joint NACA, Army Air Forces and Bell Aircraft program.
Air Force Rocket Research Laboratory
The Air Force Research Laboratory (AFRL), Propulsion Directorate maintains a rocket engine test facility on and around Leuhman Ridge, just east of Rogers Dry Lake. This facility traces its roots to early Army Air Corps activities. The Edwards Research Site is part of the AFRL Propulsion Directorate, which is headquartered at the Wright Research Site, Wright-Patterson Air Force Base, Ohio.
Other units and further details
Edwards is also home to several other units from DOD, Air Force, Army, Navy, FAA, USPS and many companies that support the primary mission or the personnel stationed there.
The Main Base is also the home of the Benefield Anechoic Facility (BAF), an electromagnetic and radio frequency testing building. It is also home to the Air Force Flight Test Museum, which has over 15 aircraft on display.
The site has one paved runway, 06/24, and is accessed from the lakebed or via a single controlled road.
Based units
Following are flying and notable non-flying units based at Edwards Air Force Base.
Units marked GSU are Geographically Separate Units, which although based at Edwards, are subordinate to a parent unit based at another location.
United States Air Force
Air Force Materiel Command (AFMC)
Air Force Test Center
Headquarters Air Force Test Center
412th Test Wing (host wing)
412th Comptroller Squadron
412th Operations Group
411th Flight Test Squadron – F-22A Raptor
412th Operations Support Squadron
416th Flight Test Squadron – F-16C/D Fighting Falcon, T-38C Talon
418th Flight Test Squadron – C-17A Globemaster III, C-130 Hercules, CV-22 Osprey, KC-46 Pegasus, KC-135R Stratotanker
419th Flight Test Squadron – B-1B Lancer, B-2A Spirit, B-52H Stratofortress, C-12C Huron
452d Flight Test Squadron – RQ-4B Global Hawk
461st Flight Test Squadron – F-35A Lightning II
412th Civil Engineer Group
Asset Management Branch
Environmental Management Branch
Explosive Ordnance Disposal Branch
Fire Protection Branch
Operations Branch
Programs Branch
Readiness Emergency Management Branch
Resources Branch
412th Electronic Warfare Group
771st Test Squadron
772nd Test Squadron
Business Division
Electronic Warfare Range Division
Project Development Division
Site Support Division
412th Maintenance Group
412th Aircraft Instrumentation Test Squadron
412th Aircraft Maintenance Squadron
412th Logistics Test Squadron
412th Maintenance Squadron
912th Aircraft Maintenance Squadron
Maintenance Training Division
Plans, Programs, and Operations Division
Quality Assurance Division
Weapons Standardization Division
412th Medical Group
412th Operational Medical Readiness Squadron
412th Healthcare Operations Squadron
412th Mission Support Group
412th Communications Squadron
412th Force Support Squadron
412th Security Forces Squadron
Logistics Readiness Squadron
412th Test Engineering Group
412th Range Squadron
773rd Test Squadron
775th Test Squadron
812th Test Squadron
Test Instrumentation Division
412th Test Management Division
Project Management
Resource, Planning & Analysis
Special Projects Branch
U.S. Air Force Test Pilot School – NF-16D Fighting Falcon
Air Force Research Laboratory
Propulsion Directorate
Air Force Rocket Research Laboratory
Air Combat Command (ACC)
US Air Force Warfare Center
53rd Wing
53rd Test and Evaluation Group
31st Test and Evaluation Squadron (GSU) – B-1B Lancer, B-2A Spirit, B-52H Stratofortress, F-22A Raptor, F-35A Lightning II, RQ-4B Global Hawk
Direct Reporting Units (DRU)
Air Force Operational Test and Evaluation Center
Detachment 1 (GSU)
Detachment 5 (GSU)
United States Navy
Operational Test and Evaluation Force
Aviation Warfare
VX-9
VX-9 Detachment Edwards (GSU) – F-35C Lightning II
NASA
Armstrong Flight Research Center – Beech 200 Super King Air, C-20A (UAVSAR), F-15B/D Eagle, F/A-18 Hornet, Gulfstream III, RQ-4 Global Hawk, T-34C Talon, X-57 Maxwell
National Geospatial-Intelligence Agency
Geodetic Surveys Division
Edwards Geodetic Surveys Branch
Royal Air Force
No. 17 Squadron – F-35B Lightning II
Royal Netherlands Air Force
323 Squadron – F-35A Lightning II
Infrastructure and facilities
The base is next to Rogers Dry Lake, an endorheic desert salt pan which has a hard dry lake surface that provides a natural extension to Edwards' runways. This large landing area, combined with excellent year-round weather, makes the base good for flight testing. The lake is a National Historic Landmark. The base hosts half of the Edwards Sanborn solar&storage facility, with up to 464 megawatt solar power and up to 3,287 megawatt-hours of battery storage. The base receives $75m during 35 years from the plant.
As a military airbase, civilian access is severely restricted. There are three lighted, paved runways:
05R/23L is , and an extra of lakebed runway is available at its northerly end. It is equipped with arresting systems approximately from each end.
05L/23R is and was constructed to temporarily replace 04R/22L while it was being renovated in 2008.
07/25 is (this runway is technically part of the South Base) and an extra of lakebed runway is available at its easterly end.
There are 13 other official runways on the Rogers lakebed:
17/35 is . Imagery from the 1990s show an extension another to the north, including a visual cue and centerline markings that extend about down the currently declared portion of the runway. In 2022 Google Maps imagery, the southern Runway 35 indicator is still outlined and clearly visible. The only other remains are a faint outline along the length, and the very eroded northern Runway 17 indicator.
05L/23R is
05R/23L is and is next to 05L/23R at the 23L (easterly) end.
06/24 is . Not to be confused with the south base 06/24 paved runway (which also extends onto the lakebed), or the north base 06/24 paved runway.
07/25 is
09/27 is
12/30 is . It is actually marked as two adjacent -wide runways (L and R). Runway 30 rolls out onto the compass rose, so its corresponding, unmarked, runway 12 is never used.
15/33 is
18/36 is . It is actually marked as three adjacent -wide runways (L, C, and R).
The Rosamond lakebed has two runways painted on it:
02/20 is long
11/29 is long
Previous names
Muroc Lake Bombing and Gunnery Range, September 1933
Army Air Base, Muroc Lake, 23 July 1942
Army Air Base, Muroc, 2 September 1942
Muroc Army Airfield, 8 November 1943
Muroc Air Force Base, 12 February 1948 – 5 December 1949
Major commands to which assigned
Ninth Corps Area, United States Army, September 1933 – 16 January 1941
Chief of the Air Corps, September 1933 – 1 March 1935
General Headquarters Air Force (GHQAF), 1 March 1935 – 16 January 1941
Southwest Air District, 16 January 1941 – 11 March 1941
Fourth Air Force, 31 March 1941 – 17 July 1944
AAF Materiel and Services Command, 17 July 1944 – 31 August 1944
AAF Technical Service Command, 31 August 1944 – 6 June 1945
Continental Air Forces, 6 June 1945 – 16 October 1945
Air Technical Service Command, 16 October 1945 – 9 March 1946
Air Materiel Command, 9 March 1946 – 2 April 1951
Air Research and Development Command, 2 April 1951 – 1 April 1961
Air Force Systems Command, 1 April 1961 – 1 July 1992
Air Force Materiel Command, 1 July 1992–present
Major units assigned
41st Bombardment Group, 11 December 1941 – 25 February 1942
47th Bombardment Group, 11 December 1941 – 17 February 1942
30th Bombardment Group, 24 December 1941 – 11 March 1942
323d Base HQ and Air Base Squadron, 1 May 1942 – 1 April 1944
78th Pursuit Group, 30 April – 9 May 1942
81st Fighter Group, 28 June – 9 May 1942
360th Fighter Group, 15 January – 14 April 1943
382d Bombardment Group, 6 December 1943 – 31 March 1944
412th Fighter Group, 29 November 1943 – 1 June 1944
421st AAF Base Unit, 1 April 1944 – 16 October 1945
4144th AAF Base Unit, 16 October 1945 – 28 August 1948
3076th Air Base Group, 20 May 1949 – 25 June 1951
3077th Experimental Group, 20 May 1949 – 25 June 1951
730th AAF Base Unit (Flight Test), 11 March 1944 – 25 June 1951
Re-designated: 4144th AAF Base Unit (Flight Test)
Re-designated: 2759th AF Base Unit (Flight Test)
Re-designated: 2759th Experimental Wing
Replaced by: Air Force Flight Test Center, 25 June 1951
Re-designated: Air Force Test Center, 13 July 2012–Present
3076th Air Base Group, 20 May 1949
Re-designated 6510th Air Base Group, 25 June 1951 – 1 October 1994
95th Air Base Wing, 1 October 1994 – 13 July 2012
6510th Test Wing, 1 March 1978
Consolidated with 412th Test Wing, 2 October 1992–Present
Geography
The largest features of the that make up Edwards AFB are the Rogers Lake and Rosamond Lake dry lakes. These have served as emergency and scheduled landing sites for many aerospace projects including the Bell X-1, Lockheed U-2, Lockheed SR-71 Blackbird, and the Space Shuttle. The lakebeds have black lines painted on them to mark seven official "runways". Also painted on the dry lake beds near Dryden is the world's largest compass rose: radius, in diameter. The Edwards AFB compass rose's magnetic declination to true north is measured by Google Earth's distance/direction measurement tool as inclined to magnetic north with a 15.3 degrees east variance of true north, as opposed to the current variance of 12.4 degrees east (2014). This is consistent with a calculated magnetic variance at this location in the early 1960s. The larger lake bed, Rogers, encompasses of desert. Because of Rogers' history in the space program, it was declared a National Historic Landmark.
The Rosamond dry lake bed encompasses and is also used for emergency landings and other flight research roles. By August, the lake bed is dry and rough from the weather and from high-performance aircraft performing landings. Both lake beds are some of the lowest points in the Antelope Valley and they can collect large amounts of precipitation. Desert winds whip this seasonal water around on the lake beds and the process polishes them, yielding a new, extremely flat surface; the Rosamond lake bed was measured to have an altitude deviation of over a length; that's about altitude deviation over every of length.
The census-designated place encompasses an area of of which is water.
Environmental concerns
There are several protected and threatened species living in Edwards, the most notable being the desert tortoise (Gopherus agassizii). It is illegal to touch, harass or otherwise harm a desert tortoise. Another notable species is Yucca brevifolia: the taller members of this species are called Joshua trees.
Demographics
The United States Census Bureau has designated Edwards Air Force Base as a separate census-designated place (CDP) for statistical purposes, covering the base's residential population. Per the 2020 census, the population was 2,135.
2020 census
Note: the US Census treats Hispanic/Latino as an ethnic category. This table excludes Latinos from the racial categories and assigns them to a separate category. Hispanics/Latinos can be of any race.
2010 Census
The 2010 United States Census reported that Edwards AFB had a population of 2,063. The population density was . The racial makeup of Edwards AFB was 1,518 (73.6%) White, 165 (8.0%) Black, 16 (0.8%) Native American, 99 (4.8%) Asian, 10 (0.5%) Pacific Islander, 96 (4.7%) from other races, and 159 (7.7%) from two or more races. Hispanic or Latino people of any race were 355 persons (17.2%).
The Census reported that 1,834 people (88.9% of the population) lived in households, 229 (11.1%) lived in non-institutionalized group quarters, and 0 (0%) were institutionalized.
There were 574 households, out of which 387 (67.4%) had children under the age of 18 living in them, 456 (79.4%) were opposite-sex married couples living together, 33 (5.7%) had a female householder with no husband present, 17 (3.0%) had a male householder with no wife present. There were 1 (0.2%) unmarried opposite-sex partnerships, and 0 (0%) same-sex married couples or partnerships. 68 households (11.8%) were made up of individuals, and 4 (0.7%) had someone living alone who was 65 years of age or older. The average household size was 3.20. There were 506 families (88.2% of all households); the average family size was 3.48.
The population was spread out, with 771 people (37.4%) under the age of 18, 392 people (19.0%) aged 18 to 24, 803 people (38.9%) aged 25 to 44, 87 people (4.2%) aged 45 to 64, and 10 people (0.5%) who were 65 years of age or older. The median age was 23.0 years. For every 100 females, there were 106.5 males. For every 100 females age 18 and over, there were 117.1 males.
There were 785 housing units at an average density of , of which 8 (1.4%) were owner-occupied, and 566 (98.6%) were occupied by renters. The homeowner vacancy rate was 0%; the rental vacancy rate was 0.2%. 16 people (0.8% of the population) lived in owner-occupied housing units and 1,818 people (88.1%) lived in rental housing units.
2000 Census
As of the 2000 census, there were 5,909 people, 1,678 households, and 1,515 families residing in the base. The population density was . There were 1,783 housing units at an average density of . The racial makeup of the base was 72.7% White, 10.4% Black, 0.8% Native American, 4.4% Asian, 0.5% Pacific Islander, 5.4% from other races, and 5.7% from two or more races. 11.7% of the population were Hispanic or Latino of any race.
There were 1,678 households, out of which 67.3% had children under the age of 18 living with them, 84.9% were married couples living together, 3.0% had a female householder with no husband present, and 9.7% were non-families. 9.1% of all households were made up of individuals, and none had someone living alone who was 65 years of age or older. The average household size was 3.19 and the average family size was 3.38.
In the base the population was spread out, with 36.1% under the age of 18, 19.9% from 18 to 24, 42.1% from 25 to 44, 1.8% from 45 to 64, and 0.2% who were 65 years of age or older. The median age was 23 years. For every 100 females, there were 121.6 males. For every 100 females age 18 and over, there were 130.4 males.
The median income for a household in the base was $36,915, and the median income for a family was $36,767. Males had a median income of $27,118 versus $23,536 for females. The per capita income for the base was $13,190. About 1.0% of families and 1.3% of the population were below the poverty line, including 1.3% of those under age 18 and none of those age 65 or over.
State and federal representation
In the California State Senate, Edwards AFB is in . In the California State Assembly, it is in .
In the United States House of Representatives, Edwards AFB is in .
See also
Aerospace Walk of Honor – nearby memorial to test pilots who have contributed to aviation and space research & development.
California World War II Army Airfields
List of airports in Kern County, California
List of United States Air Force installations
Murphy's Law – adage or epigram associated with Edwards AFB
References
Bibliography
External links
Aerospace Valley Air Show
Historic American Engineering Record (HAER) documentation, filed under Boron, Kern County, CA:
Installations of the United States Air Force in California
Airports in Kern County, California
Historic American Engineering Record in California
Military facilities in the Mojave Desert
Military Superfund sites
Spaceports in the United States
Superfund sites in California
Research installations of the United States Air Force
Space technology research institutes
Aerospace research institutes
Aviation research institutes
Rosamond, California
Space Shuttle Emergency Landing Sites
1933 establishments in California