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March 18, 1968 

MEMO FOR COLONEL WORTHMAN 

SUBJECT: TAGBOARD Program Concept 

The attached paper -- on subject matter -- was delivered through 

Mrs. White to you on March 14. 

On Friday AM, March 15, I was asked by General Berg to attend 

a meeting in his office at 1000 to discuss the paper. 

I quickly scanned the paper and attended. Those present: 

General Berg 

Colonel Hartley 

Mr. Mazza 

Lt Colonel Yost 

Key points: 

1. The paper was agreed to in principle. 

2. Colonel Hartley indicated that although he had written the 

Security Section on page 16 as it appeared -- he did not favor a black 

(BYE) and a white (205-1) approach. He spent about ten minutes explaining "why not" -- at the conclusion of which General Berg related 

Dr. Flax's view that it be turned over completely to the Air Force. 

Mr. Mazza favors "complete black BYEMAN" control. Colonel 

Hartley does also. General Berg suggested that Dr. Flax may want 

a "hold" for a bit longer but felt sure he would decide to turn it completely white and transfer it to the Air Force for JRC operation. 

General Berg indicated that he and Col Hartley would discuss with 

Dr. Flax on way to WC Sunday evening, March 17. 

Status of paper: held pending resolution of security item. 

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Purpose 

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WO.RKING PAPER 

TAGBOARD PRO.GRAH CO.NCEPT 

The purpose of this plan is to describe in general terms the TAGBO.ARD 

~ystem and its operation, to outline the steps necessary to achieve an 

operational status, and to establish a concept whereby its sole employment 

will be against reconnaissance objectives of National significance. This 

capability will supplement satellite operations by providing relatively 

large scale photography over specific objectives, and complement conventional 

aircraft by providing an unmanned alternative which destroys itself in the 

event of abort over enemy territory. 

General 

The management responsibility and control will remain in NRo' channels 

as implemented by the Director, Program D. When declared operationally 

ready, t.he operational control of this system will be vested within the 

JCS(JRC) . 

Description 

a. D-21 (Drone) 

(1) The D-21 is a midwing monoplane of metal (primarily titanium) 

and plastic construction powered by one RJ-43 Marquardt ramjet. The interior 

arrangement may be considered as four sections in a fore to aft relationship. 

The first section is the engine air inlet with fixed spike and by-pass 

installation to control air flow and boundary layer removal. The second 

section is the equipment bay which houses the payload, recovery parachute, 

and high cost electronic gear. The third section consists of three interconnected fuel tanks with a 590.0. pound capacity. The fourth section is 

devoted to the installation of the engine, tail pipe and nozzle. The 

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external configuration of the aircraft is based on a modified delta wing 

platform. The fore body incorporates chines which reduce radar return 

and act as a canard-like surface. The engine which provides 1800 pounds 

thrust at operating altitudes is in the afterbody; the circular air inlet 

with its spike in the extreme forward nose resulting in a smooth, streamlined appearance. Physical dimensions are: span - 19.08 ft, length -

42.83, height - 7.08 ft, zero fuel weight - 5300 lbs, start of cruise 

weight 11,500 lbs. Performance is 3000 m1 at a constant M 3.3; initial 

altitude 80,000 ft and after a cruise climb the profile will reach 95,000 ft. 

(2) A solid propellant rocket booster providing an average of 

31,000 lbs of thrust for 90-100 seconds is fitted to the bottom of the 

D-21. The vehicle is dropped from the B-52 at 40,000 ft and M = .83 in the 

same ma~~er used for the X-15. The booster then ignites and accelerates 

the D-21 to M ~ 3.2 - 3.4 at an altitude of 80,000 - 85,000 ft. There 

the motor burns out and the booster case and pylon (attaching the booster 

to the D-21) are jettisoned. The rocket motor is 422 inches long including 

nozzle, 30 inches in diameter and weighs approximately 12,900 lbs. It is 

supported at the bottom centerline of the D-21 at three points. Two of 

these take vertical loads and the third supports against thrust and roll 

loads. The attachments are made with explosive bolts for simple reliable 

release; a thruster will apply a load to the casing at ejection at the 

approximate center of percussion of the casing in order to rotate it nose 

down and insure good separation. After jettison of the booster the D-21 

accelerates or decelerates to its design M 3.3 and proceeds on a climbing 

profile. 

(3) A Honey\-Jell MH-390 (D) Inertial Navigation System, installed 

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on the equipment bay hatch, provides steering signals to the autopilot 

and command signals to the sensor. Thirty-two commands (turns, or D-21 

functions at specified geographic positions) can be effected. D-21 

position error may be updated to the accuracy of the B-52 i~~diately 

prior to launch. Maximum error at launch, using the stellar tracker in 

the B-52, will be 1.7 NM. During free flight the maximum rate of error 

buildup will be 1.5 NM/hour. Other INS functions are to turn booster 

ignition on, arm the destruct mechanism, turn the command receiver and TM 

on/off, turn payload on, select mode and shutter speed, turn the beacon 

and X-Band transponder on, and to terminate flight by cutting engine fuel. 

(4) An in-flight check-out system is installed and controlled 

by the Launch Control Officer(s). The D-21 INS platform, altitude switches, 

command system, hydraulic system, fuel system, APU, and battery are monitored continuously at the LCO station. DUring mated flight the LCO 

controls the D-21 hydraulic and electrical systems, and updates the INS. 

Prior to launch, the LCO tests the flight control system, the INS, payload, 

electrical system, command receiver, and turns the fuel pumps on. A 

complete D-21 check except for engine operation is achieved. Any no-go 

situation which cannot be corrected in flight constitutes a fail safe 

abort condition. 

(5) A telemetry system is installed in the D-21B to provide 

sufficient data to the B-52 to determine whether or not the D-21 is performing satisfactorily. TM is turned off automatically ten minutes after 

launch which allows approximately the first 300 NM of flight to be monitored. 

Some of the data transIIL1.tted to the B-52 is: altitude, Mach number, 

heading, time and navigation datE, APU speed, burner pressure, booster 

separation, and inlet condition. Evaluation of these data provides for a 

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!lcommand destruct!l prerogative in the most critical part of free flight. 

The transmitter is an off-the-shelf component installed in the gyro 

well; a notch antenna is built into the trailing edge of the vertical 

stabilizer. The B-52 has two antenna blades mounted on top the fuselage 

to give omni-directional coverage in the horizontal plane. This eliminates 

the need for the B-52 to maintain constant heading during the ten-minute 

monitoring period. The TM signal is turned on again to assist in the 

recovery phase; however, since this equipment is not mounted on the jettisonable hatch, its transmissions are lost at the moment of payload ejection. 

(6) A Hycon HR 335 camera (24 inch FL, F 5.6 lens, 9x9 format) 

weighing approximately 290 lbs provides the only D-21 reconnaissance 

capability. Resolution is 105 lines/MMAWAR on SO 206 (low contrast target) 

and 115 lines on SO 3400. IMC is achieved by tracking the scan mirror; 

a Perkin Elmer V/H sensor is provided. Magazine capacity is 4,500 ft of 

9t inch wide thin base film providing 5600 exposures. The camera operates 

through five modes: vertical, and 190 and 360 either side of flight track. 

The three position mode will provide a continuous swath of photographic 

coverage 16NM by 3900 NM (approxim~te), and the five position mode 28 1~ 

by 3020 NM (approximate). In flight data "Iill be recorded on the film and 

will consist of latitude, longitude, time, oblique position, and exposure 

number. Ten cameras have been delivered with eleven more on order. 

(7) There are two pyrotechnic devices installed; one ejects the 

equipment hatch at termination of flight, and the second is used to destroy 

the aircraft. The destruct system is armed by time or command radio after 

launch and is actuated by altitude during free flight, or by al ti tude/ comnland 

during terminal phase. The payload cannot be destroyed after the hatch is 

ejected. 

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(8) A co~qnd receiver (430 MC) is the means whereby back-up 

control of the beacon, ramjet and booster ignition, booster eject, fuel 

on, fuel shut-off, package eject, destruct, destruct disable and destruct 

arm is effected by either the lalllch or the recovery aircraft. Back-up 

command is normally initiated immediately after INS programmed command. 

(9) A Sarah beacon (243 MC) and X-Band transponder are inst&led 

on the equipment hatch to assist in recovery operations. The beacon 

provides directional information linited to line of sight; the transponder provides range and bearing to the extent of JC 130 APN-59 navigation radar capability as modified, approximately 500 NM. 

(10) The raw reconnaissance data will be air recovered by JC-130. 

The equipment hatch, to be ejected, will include the camera, magazine, 

camera electronics, INS and computer, stability augmentation system, 

beacon, transponder, and command receiver. Package weight will approximate 

880 lbs. Ejection of the package from the drone will occur at a predetermined altitude of 60,000 ft. 

(11) There are 15 D-21's produced with 19 additional on order. 

b. The B-52 is a standard "HI! model modified for the carrier/launch 

mission; the main differences being the change of the ECM and gunner 

positions to Launch Control Officer (LCO) positions, a pylon under each 

wing for physically mating the vehicles, an umbilical interface for 

electrical and bleed air connections, and the addition of a Stellarinertial navigation system. The two LCO positions provide completely 

independent launch control flLDctions for each of the D-21B aircraft. This 

includes monitoring of D-21 status during mated flight, pre-launch checkout of go-no-go systems, and post launch monitoring of system status by 

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means of a telemetering (TM) function. A radio command system operating 

on a frequency of 430 MC is installed at the LCO stations as a back-up 

means of commanding D-21 functions normally initiated by INS or other 

sensor signals, and for co~manding destruct. The system consists of two 

transmi tters providing a total of ten channels, two 10 watt pm·ler 

amplifiers, and a top and bottom blade antenna selectable by a coax switch 

to insure reliable contact with the D-21 during both mated and free flight. 

Commands which can be transmitted from the LCO station are: ramjet and 

booster ignition, booster eject, fuel on, destruct arm, destruct disable, 

package eject, fuell off, beacon and TM on and destruct. The pylon installation allows full use of the flap system for take-off/landings. The pylons 

are attached through a bolt pattern which exists on the B-52 wing; no 

beef-up is required. 

System Operation 

After take-off the mated system vIill be air refueled, if necessary, to 

make good a desired penetration point and route. No provisions are made 

to refuel the D-21 froDl the B-52. During cruise the launch control officer 

will monitor D-21 go-no-go status by means of the in-flight check out 

system. Just prior to separation the D-21 INS is updated and all final 

checks concluded. Separation occurs at 40,000 ft, M = .83. The launch 

is similar to the X-15 and Hound Dog but less critical since the vertical 

tail does not pass through the B-52 ,ring. Dovmward acceleration is rapid 

to preclude lateral displacement into the B-52's engines or fuselage. The 

boost phase beings 5 seconds after launch when the D-21 is well away from 

the B-52. Booster ignition is initiated by the INS and time delays in the 

D-21 with back-up by the B-52 cOITillBnd radio (channel 8). Burn out nominally 

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occurs at 80,000 ft and M 3.3; hovrever, actual conditions at burn out 

are dependent upon variations in booster thrust and impluse, launch 

conditions, atmospherics, and other factors. These variations are 

handled during transition to cruise by the automatic flight control system. 

After burn out the booster is separated automatically from the D-21 by 

means of explosive bolts, again with back-up command available from the 

B-52 radio (charillel 6). Prior to booster burn out, approximately 2.8 M, 

the ramjet engine is lighted automatically. The D-21 then accelerates to 

M 3.3 and a cruise climb at constant Mach is maintained for sortie 

duration. Final altitude will be approximately 95,000 ft. Sixty seconds 

after launch the destruct mechanism is armed by the INS with backup through 

B-52 command (channel 4). From that point until the "destruct disable" 

function is actuated or the D-21 radio receiver turned off, or the D-21 

is out of range, the D-21 may be destroyed by command (channel 11) from 

the B-52. Flight characteristics of the D-21 will be monitored by the 

LeO's from separation through the first ten minutes (approxim'ltely) of 

flight by means of TM. Any condition not meeting established minima can 

be follovred by command destruct. When out of range of the B-52, the INS 

turns the D-21 receiver off to preclude inadvertent or intentional disrupti ve commands. Ho1tJever, the D-21 will destroy itself in the event of 

abort by passing through a pre-established altitude. The INS/computer 

combination provides all control of the flight throughout the profile. 

Thirty-two commands are possible. They can be consumed in turning the drone, 

changing mode of camera operation or exercising other options; i.e., beacon 

and TM on, destruct disable, fuel off, etc. Hherever possible, discrete 

functions such as beacon on, TM on, and destruct disable, should be planned 

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for those places in the profile where a turn has to be made. Since all 

comr~nds must occur at a specified lat/long, the discretes can be 

accommodated at a desired change in track without consuming an additional 

co~~and option. The navigational CEP is expected to be no greater than 

4.7 NM at termination of flight with a 95 percent assurance that it will 

be no greater than 9 NM. ltJi th lateral coverage extending to 14 NM either 

side of flight track, no difficulty is envisioned in providing stereo 

photography of specific objectives. (The film supply is adequate for 

3000+NM in the five position mode, therefore, no on-off operation of the 

camera or change of mode is necessary once it is turned on.) At a predetermined point, the INS turns the command receiver on in preparation 

for flight termination. The drone's beacon, TH and S-Band transponder is 

next activated, by either INS or co~~nd (channel 5) from the recovery 

aircraft, to provide a mems for tracking by the JC-130 as necessary to 

reach the planned recovery area. Prior to this event, however, destruct 

disable must be commanded (channel 9) by the JC-130. After fuel off, the 

drone is programmed into a constant pressure descent to 60,000 ft where 

payload ejection will occur automatically with back-up command (channel 

7) again provided by the recovery aircraft. Ten seconds later the destruct 

circuit is re-established and the drone is then destroyed as it passes 

through the altitude destruct zone, 52,500 ft. The JC-130 will be provided flight track, alunch time, time and place for acquisition aids to 

be turned on, time and place for fuel off, and programmed recovery area. 

They will be in the recovery area in advance and will monitor drone 

progress by mqIfs of its beacon, TH and transponder. The transponder will 

provide a relatively accurate means of insuring that back-up commands from 

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the JC-130's occur at the proper point in the profile. After recovery 

of the payload using standard technique, the JC-130 's will return to 

their deployment base. The film will then be returned to the CONUS or 

as directed for processing and interpretation. 

Flight Testing 

a. Flight testing will conclude during 1968. One drone (not one of 

the 15 referred to earlier) has been used extensively in static tests. 

Mated flights have demonstrated the ability of the B-52 to carry the D-21 

to drop speed, evaluated the effect of sub-sonic speeds on drone systems, 

and established the effect on B-52 performance, stability, and handling 

characteristics and structural integrity when carrying one/two D-2l's. 

b. The data to be accumulated and number of flights prior to separation 

is to be determined by the contractor. Several drones have been especially 

instrumented and are available for the test phase. Instrumentation includes 

photo recording panels and FM/FM telemetry systems for recording/transliission of those data needed to establish performance and verify profile 

capability. Specifically, booster operation, navigation tolerances, range 

capability, adherence to prograw~ed flight, engine performance, sensor 

performance, and recovery operations ,nll be demonstrated and/or established. 

Each free flight ,Jill be programmed for accomplishment of the maximum test 

objectives and unless other programs interfere, each will be a full range 

effort. At least one separation ,nll be preceded by a l5-hour mated 

flight to establish INS rate error and the effects of cold soak. The R&D 

flights will be scheduled for the PHR; separation to occur just off the 

California coast or Hawaii with recovery in a predesignated area. Camera 

operation probably will be demonstrated over the Pacific Ocean. Tests 

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will be programmed for areas where relatively uninhabited islands can 

be overflmm. With the addition of resolution targets on these islands, 

an accurate reading of camera resolution will be possible. 

c. Use of the PMR has been negotiated. Down range monitoring and 

control functions such as radar tracking, space time positioning, telemetry acquisition and recording, and range safety from launch through 

destruction is available through the use of ships and range aircraft. 

Compatibility of equipments to function has been established. For range 

safety purposes during test flight only, a !lCII band beacon has been 

added to the equipment hatch to provide an additional means of radar 

acquisition and tracking. 

d. JC-130 air recovery aircraft will be required for both the test 

and operational phases. The 6594th Recovery Group has been augmented for 

this mission. Recovery equipment has been tested and is adequate for 

the D-21 package. Radio equipments for commanding D-21 functions and 

receipt of acquisition aids are compatible. 

e. A new parachute system for air recovery of the payload has been 

tested and is available. (These items are purchases through the ADP and 

delivered to the 6594th Recovery Group to satisfy their training needs.) 

f. One camera has been tested in the dynamic analyzer at WPAFB and 

others in actual flight under conditions simulating closely their anticipated environment. Final testing will be conducted when the D-21 flies 

full range over the P~ffi. 

g. SAC and ADP have developed a MD-21B software program for operational 

sorties to be run on the 7090 computer and transmitted via the 1004 data 

link. 

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h. Flight test responsibilities 

(1) Director, Program D, is responsible for all aspects of the 

TAGBOARD Program. He will provide guidance as necessary to the activities 

involved and insure that support for development/test/operations is made 

available as required. He will make inputs from time to time in those 

areaS of the flight test program where inforID~tion concerning tactics or 

system usage may be appropriate. 

(2) Contracting and security are to be performed by the CIA. 

0) ADP is responsible for development of the D-21 vehicles, subcontracting for all subsystems except the sensor, modifying the B-52, and 

conducting the test flight program. ADP is charged ~nth the requirement 

for timely identification of DoD assets not now available to them but 

which will be needed in fulfilling their responsibilities. 

(11-) I I will provide materiel support. 

(5) Hycon is responsible for development of the Sensor and participating in the flight test program. 

(6) Area 51 ~ll support the TAGBOARD by providing use of fixed 

facilities duripg test and initial operational phases. 

(7) B-52 maintenance will be blue suit except for those phases 

involving the special modification. Such maintenance and all D-21/sensor 

maintenance will be contractor performed. 

(8) The military maintenance effort ~ll be directed towards 

meeting flight schedules established by the ADP or as modified by the 

Program Director where range conflicts ~qy exist. However, the final 

decision to fly a given sortie ~Jil1 be at the discretion of the senior AF 

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member and will depend upon assurance from both contract and blue suit 

maintenance that the total system is ready for flight. 

(9) SAC will provide B-52 aircraft, flight and maintenance 

personnel, and materiel support as necessary. 

Qperational Concept 

Policy: 

Once TAGBOARD is considered operational and is so certified by the 

DNRO, control of all missions will be exercised by the Joint Chiefs of 

Staff through the operational commander. The Strategic Air Command will 

prepare mission profiles based on requirements as contained in the current 

COMIREX target list as approved by USIB. On a monthly basis, mission or 

. program approval will be obtained from ~he 303 Committee for the forthcoming month. Thi:s will be accomplished by the Joint Chiefs of Staff 

concurrent with the normal monthly reconnaissance schedule submitted by 

the DJI."'RO. When directed by the Joint Chiefs of Staff, SAC will exec:ute 

the approved mission or missions. 

All launches will occur from Beale AFB and the B-52 will normally 

return to Beale. Recovery of the payload will vary depending on the area 

of the mission. In all cases payload recovery will be outside radar 

range of the European/Asian communist countries. 

Film Processing and Expl~itation: 

TAGBOARD film will be processed and exploited on a mission by mission 

basis as directed by DNRO. Film returned to CONUS ,..rill be processed by 

Eastman Kodak and exploited by the National Photographic Interpretation 

Center % (NPIC) • 

When directed by the DNRO, film processing and exploitation outside 

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CONUS will be accomplished at the Overseas Processing and Interpretation 

Center (OPIC) specifically designated. Duplicate film copy, Immediate 

Photo Interpretation Report (IPIR) and follow-on report distribution will 

be determined by the USIB. 

Organization: 

The flying organization will be a small SAC element assigned to Beale 

AFB, California, with duty at Area 51 until flight test and initial 

preparation phases are completed. The unit will consist of three crewS 

and aminimum number of com.rnand, operations, and maintenance personnel 

responsive directly (operationally) to SAC. During the initial operating 

phase, all D-21 maintenance (airplane general, electronic, engine, navigation, communications, sensor) will be performed by a contractor team 

numbering approxir~tely seventy personnel. The head of this team will 

function as the chief of special maintenance for the Deputy of Materiel 

of the operating detachment. Training for the "blue suit" capability for 

the D-21B and associated B-52 modifications was started on 15 January 1968. 

Maintenance of the TAGBOP1W system will be eventually assumed by SAC; 

however, specialized contr~ctor support is recognized as a continuing 

requirement. B-52 supply support will be normal; D-21 supplies will be 

provided through black contracts on an annual basis. Base shops, services 

and other facilities will be used to accomplish. efforts beyond the capabilities of the TAGBOARD unit. Crews and operational personnel will 

have acceSS to and usage of an operational planning room, personal e~lipment section, medical facilities, communications, weather, and such 

other facilities as may be required. Spares and AGE for the B-52, except 

for those peculiar to the mated system, will be made available from SAC 

resourceS; peculiar items will be provided by this headquarters. 

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Capability: 

The flying organization will achieve a capability to launch two 

operational sorties per month. B-52 check out, continuation training 

to include air refueling, and operational readiness will be as prescribed 

by SAC directives. The flying hour program for this unit will be 

established by SAC; crew to aircraft ratio will be It : 1. There will 

be no requirement for mobility or deployment planning or exercising of 

this unit. 

Employment: 

This system will be employed solely against targets of National 

significance. When authority to operate is granted, a requirements list 

provided by USIB will be forwarded by DIA in coordination with JCS/JRC 

to SAC. A computer flight plan (or plans) will be developed by SAC 

covering the established objectives. A weather watch will be instituted 

monitoring conditions for take-off, the refueling area, target conditions, 

and the recovery area. A JC-130 detachment with all flight plan data 

pertinent to the approved objectives will deploy to the area best suited 

to conduct air recovery. Similarly, an air refueling detachment will 

deploy if required. The Strategic Air COmF,and (SACRECONCEN), as the 

operational commander, will closely monitor the weather in all approved 

operational areas. 1,fuen the weather, as forecast by SAC Weather Control, 

is forecast to be satisfactory for the mission, SAC will notify the JCS 

and request authority to launch an approved mission. If approved by the 

JCS, the appropriate unified and specified cOIlL'llands will be directed by 

the JCS to execute and support the mission. On receipt of mission 

approval, the KC-135 refueling aircraft will take off, if necessary, to 

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be in the refueling area prior to ETA of the mated system. After 

refueling, the mission proceeds to the separation point where final 

check of the D-21's is concluded and one drone selected for the sortie. 

After separation, the B-52 again makes contact with taQker aircraft if 

necessary and returns to home base with the spare drone. After its 

sortie, the D-21 is met by JC-130 recovery aircraft where air snatch of 

the payload and drone destruction occurs. Operations are concluded by 

the JC-130 detachment 1:rhen the film is returned for processing and 

exploitation. 

Communications: 

TAGBOARD teletype and data requirements will be supported within 

. the existing NRO BYEHAN communications network. Data capability between 

SAC (1tIARM), Beale AFB (WAlA2UH) , and/or Area 51 (CABLE) is adequate for 

flight plan information. Teletype support will be provided between JRC 

and SAC by NRO/Pentagon relay (GUARD) which will also provide multiple 

addressing capability within the BYElV1AN system. Additional circuits, 

equipment, or addressee indicators are not progra~~ed at this time due 

to current capability of the BYElVlAN communications network. Until the 

unit moves to Beale AFB, flight plans will be transmitted from SAC to 

Area 51 via CIA (ADIC). 

Personnel: 

Military personnel resources will be provided by SAC. The USAF 

Military Personnel Center will provide for a two-year stabilized tour 

for assigned personnel with a planned rotational program to preclude 

excessive losses of trained and cleared personnel at one time. It will 

also preclude the premature loss of specially trained personnel to USA1 

and SAC personnel levies. 

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Security: 

In the event Project TAGBOARD remains at Area 51, the existing compartmentation of TAGBOARD within the Project OXCART security access will 

be maintained. The history, production, contracting, funding and operations will remain black. 

However, if Project TAGBOF~D moves to Beale AFB, security for the 

Project's operations, communications, contracting, procurement, funding 

and history will be compartmented "Ii thin the BYEMAN Security Control 

System as a separate accesS apart from Project OXCART. This change will 

effect a separation between Project OXCART and Project TAGBOARD security. 

All other aspects of Project TAGBOARD at Beale AFB, not in the BYEMAN 

system as described above, will be governed in accordance with Air Force 

Special Access Program requirements (AFR 205-1). Overall TAGBOARD 

security control will remain with the Director, Program D, NRO. Maximum 

practicable secUI'i ty precautions will govern every phase of operations. 

TAGBOARD System Project Office (SPOl: 

The TAGBOARD SPO currently located at Burbank will renk~in undar the 

control of the Director, Program D. He will function as the Program D 

representative on those matters specified by the Director. 

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