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TAG BOARD PROGRAM CONCEPT 

Ii Purpose 

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, Control System 

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The purpose of this plan is to describe in general terms the TAGBOARD 

system and its operation, to outline the steps necessary to ~chieve an 

operat~onal status, and to establish a concept whereby its sole employment' 

will be against reconnaissance objectives of National significance., This" I 

,-: 'capability will supplement satellite operations by providing relatively i 

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J.arge scale photography over specific objectives, and complement conven- ' 

tional 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, the operational control of this system will be vested within the " 

, JCS,(JRC). 

'Description 

, .. a. D-2l (Drone) 

(1) The D-2l 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 relationaship. The first section is tile engine aJr inlet weith fixed 

spike and by-pass installation to control air flow and ,boundary :,;'1yer 

removaL The second section is the equipment bay which houses the payload, recovery parachut9, and ~igh cost electronic gear. The third section' 

consists of three inter-connected fuel tanks with a 5900 pound capacity. 

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The fourth section is devoted to the installation of the engine, tail 

pipe' and nozzle. The 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 opeyating altitudes is in the 

afterbodr; the circular air inlet with its spike in the extreme for¥ard 

nose resulting in a smooth, streamlined appearance. Physical dimensions 

are: span - 19.75 feet; length - 42.83 feet; height - 7.08 feet; zero 

fuel weight - 5300 poundsjstart'of cruise weight - 11,200 pounds. 

Performanc'e is 3000 NM at a constant M 3.25; 'initial altitude, 80,000 ' 

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feet and after a. cruise climb the profile will reach 95,000 feet. 

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

30,000 pounds of thrust for 90-100 seconds .is fitted to the bottom of 

, the D-2l. The vehicle 'is dropped from the B-52 at 40,000 feet and M = , 

.83 in the same manner used for the X-15. The booster then ignites and 

accelerates the D-2l to M = 3.2 - 3.4 ,at an altitude of 80,000 - 85,000 

feet. There the motor burns out and the booster case anq pylon (attaching 

the booster to the D-2l) are jettisoned. The rocket motor is 422 inc~es 

long including nozzle, 30 inches in diameter and weighs approximately 

12,500 pounds. It is supported at t~e bottom centerline of the D-2l 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 o~der to rotate it nose down and insure good separation. After jettisono{ the booster the D-2l' accelerates or 

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decelerates to its design 

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M 3 .. 25 and proceeds on a climbing profile •. 

(3) A Honeywell MH390-D Inertial Navigation System (INS), 

installed on the equipffi@nt oat h~toh, provid@s steerin~ signals to the 

autopilot and command signals to the sensor. Thirty-two commands (turns 

or D-2l functions at specified geographic"'positions) can be effected. 

D-21 position error may be updated to the accuracy of the B-52 imrnediately 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 o~ 

.. error buildup will be 1.5 NM/hour. Other I~S functions are to turn 

booster ignition on, arm the destruct mechanism, . turn ·the corwuand receiver. 

and telemetry (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. I 

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

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

swi tches, c.ommand system, hydraulic system, fuel system, APU, and battery . 

.. are monitored continuously at the LCO station. During mated flight the· . I 

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 fue+ pumps 

on •. A complete D-2l check except for engine operation is achieved. Any 

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no-go s~tuation which cannot be corrected in flight constitutes a fail 

safe abort conditions. 

. (5). A telemetry (TM) system 'is installed in the D-2lB to provide 

sufficient data to the B-52 to determine whether or not the D-2l is perf9rming satisf~ctorily. 

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TM is turned off automatically ten minutes after 

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launch which allows approximately the first 300 lli~ of flight to be 

'monitored. Some of the data transmitted to the B-52 is: altitude; 

'Mach number; heading; time and navi~ation data; APU speed; burner' 

'pres~ure; booster separation; and, inlet condition. 'Evaluation of these 

" data provides for a "command destruct" prerogative in the most critical 

part or rree,r~ight. The transmitter is an off-the-ahelf oomponent 

installed in the gyro well; a notch antenna is built into the trailing 

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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 aga~n'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 pounds provides the only D-21 reconn~ssance 

capabili ty" Resolution is 105 lines/MM AWA.,,'9. on so 206 (iow 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 feet 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 Qf photographic coverage 16N~ by 3900NM (approximate), and the 

." five position mode 28NM by 3020NM (approrlmate). In-flight data will. be 

recorded on the film and will consist of latitude, longitude, tiwe, 

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oblique position,. and exposure number. Ten cameras have been delivered 

with eleven more on order. , , 

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

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

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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 altitude/command'during terminal phase. The payload'cannot be 

destroyed a~ter the hatch is ejected. 

(8) A command receiver (430 MC) is the means whereby back-up 

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

. on"fuel shut-o~f, package eject, destruct, destruct disable and destruct 

arm is effected by either the launch or the recovery aircraft. Back-up ;", . .... 

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command is normally initiated immediately after INS programmed command. .-.c, 

(9) A Sara beacon (243 MC) and X~Band transponder are install~d 

on the equipment hatch to assist in re.covery operations. The beacon 

provides directional information limited. 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 eq~ipment hatch, to be ejected, Will include the camera, magazine, 

camera electronics, INS and computer, stapili ty a-qgmentation' system, . 

beacon~ transponder, and comman4 receiver. Package weight ~ll approximate 1000 pounds. Ejection of the package from the drone will occur at 

'- a predetermined altitude of 60,000 feet. 

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

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

mission; the main differences being the, change of the EGM 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 ~ddition of a Stellarinertial navigation system. The two LCO'positions provide complotely 

independent launch c.ontrol functions for each of the D-21B aircraft. " 

This includes monitoring of D-21 status dur~ng mated flight, pre'-launch 

check-out of go-no-go systems, and post launch monitoring of system 

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sta:tus by means of a telemetering (TM) function. A radio command system 

operating on a frequency of 430 MC is install~d at the LCO stations as. 

a back-up means of commanding D-2l functions normally initiated by INS 

or other Sensor signals, and for commanding destruct. The system consists of two transmitters providing a total of ten channels, two 10 watt 

pOWer 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. Comma.nds which can be transmitted from the'LCO qtation are: 

ramjet ignition and booster ignition inhibit, booster eject, fuel on, . 

. destruct ar~destruct disable, package eject, fuel off, beaco~ and TM on 

and de~i'truct. The pylon installation allows full use of the flap system 

for t~ff/landings. The pylons are atta,ched th~9ugh a bolt pattern 

which exists on the B-52 wing; no beef-up is required. 

System Operation 

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

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

made to refuel the D-21 from the B-52. 

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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 feet, M ~ .83. 

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

",the ver,tica1 tail does not pass through the B-52 wing. Dov:nward accel-

,eration is rapid to preclude lateral displacement into the B-52's engines 

or fuselage. The boost phase begins 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 command radio. Burn 

out nominally occurs at 80,000 feet and M = 3.3; however, actual conditions 

, at burn, out are dependent upon variations in booster thrust and , , \ 

" impulse,. 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 automatica11y from the D-21 by means of explosive bolts, again with back-up 

command available from the B-52 radio. Prior to booster burn out, at 

approximately M 2.5, the ramjet engine is lighted automatically. The D-21 

then accelerates to M 3.25 and a cruise climb at constant Mach is maintained 

for sortie duration. Final altitude will be approximately 95,000 feet. 

Sixty seconds after launch the destruct mechanism is armed by the INS 

with backup through B-52 command radio. 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 radio from 

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

LCO's from separation through the firstie;'-minutes (approximately) of 

flight by means of'TM. 

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fu~y condition not meeting estab1ished'minima can 

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be followed by command destruct. wnen out of range of the B-52, the INS 

turns the D-2.l receiver off to preclude inadvertent or intentional dis-

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ruptive commands. However, the D-2.1 will destroy itself. in the event 

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

',combination provides control of the flight throughout the profile. Thirtytwo commands are possible. They can be consumed in turning the,drone, 

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

beacon arid TM on, destruct d~sable, fuel off, etc. Wherever possible, 

discrete functions such as beacon on, TM on, and destruct disable, should . be planned for those ,places in the profile where a turn has to be rrade. 

Sinpe all commands must occur at a specified la.t/long, the discretes can 

be accommodated 'at a desired change in track without consuming an additional 

command 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 ~~. With 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 lllo!ie 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 S-Band beaco~, TM and X-Band transponder is next activated, by either INS or command radio from the recovery 

aircra~t, to provide a means for tracking by the JC-130 as necessary to 

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

disable,roust be commanded by the JC-130. After fuel off, the drone is 

prograrnined into a constant pressure descent to 

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60,000 feet wher~ payload 

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ejection Hill occur automatically with back-up coinmand again pro~'lided 

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 feet. The JC-130 will be provided 

'.' flight track, launch time, time and place for acquisition aids to be 

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, turned on, timo nnd place for fuel off, and progral11lled recovery'area. 

They, will be in the ,recovery area in advance and will monit~r drone 

progress by meanp of its beacon, TM and transponder.' The transpo'nder 

will prov~de a relatively accurate means of insuring that back-up commands 

from the JC-130 IS oC9ur, at the proper point in the profile •. After re- ' 

cov.ery of the payload, using standard technique '. the JC-130 I SHill 

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. 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 r 

the effect on B~52 performance, stability,and handling characteristics .f 

and structural integrity when' carrying one/two D-21 ' s. 

b. The data to be accumulated arid number of flights' prior to separation is to be determined by t~e contractor. Sey.eral drones have been 

especially instrumented and are available for the test phase. Instrumentation includes photo recording panels and FM/FM telemetry systems 

for recording/transmis~ion of those data needed to establish performance 

and verify profile capability. Specifically, booster operation, navigation 

. tblera~ces, range capability, adherence to. programmed flight, engine . 

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performance, sensor performance, and recovery operations will be 

demonstrated and/or established. Each free flight will be prograMued 

for accomplisr~ent of the maximum test objectives and unless other 

, programs interfere, each will be a full range effort. At least one 

_ separation will be preceded by an l8-hou.T mated flight to establish INS. 

rate error and the effects of cold soak. The R&D ~flights will be scheduled 

for the PMR; 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 will be programmed for 

areas where relatively uninhabited islands ,can be overflown. With the 

addition of resolution targets on these islands, an accurate reading of 

'camera r~solution 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 shi~s fu~d range aircraft. 

Compatibility of equipments to function has been establi€hed. For range 

'safety purposes during test flight only, a "C" band beacon has been added 

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

and tr1;tcking. 

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

and operational phases. The AFSC 6594th Test Group has been augmented' 

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

'for the D-2l package. Radio equipments for commanding D-2l functions and 

receipt of acquisition aids are compatible. 

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

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tested and is available. (Sufficient systems are purchased through, 

the ADP and, delivered to the 6594th Test Group to satisfy the training 

::, needs.) 

f. One camera has been tested in the dynamic analyzer at \<lPAFB 

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\ .. "" : and others in actual flight under conditions simulating closely their 

'anticipated environment. Final testing will be conducted when the D-2l 

flies full range over the PMR. 

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. 

h., Flight test respons~bilities 

!l) 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 information concerning tactics or 

system usage may be appropriate. 

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

(3) ADP is responsible for development of the D-21 vehic~es, 

sub-contracting for all subsystems except the sensor, modifying the B-52, 

, and conducting. the tept flight program. ADP is charged with the requirement for timely identification of DoD assets\,not now available to them 

but which will be needed in fulfilling their responsibilities. 

(4) '---I ______ -----Jlwill provide materiel support to include 

continued review of spares and AGE requirements. 

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Hycon is responsible for development of the sensor and 

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participating in the flight test program. 

", . ,(6) Area 51 will support the TAGBOARD by providing use of fixed 

facilities during test and initial operational phases. 

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

, involving the special modiflcation. Suc~maintenance and all D-21/sensor , . 

maintenance will be contractor performed. 

(8) The military maintenance effort will be directed towards 

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

Progra,m Director where range conflicts may exist.. However, the final 

decision to fly a given sortie will be at the discretion of the senior'AF 

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. 

a. Policy 

Once TAGBOARD is considered operational and is qO certified by 

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

of Staff through the operational comma~der. The Strategic Air Command 

will prepare mission prcifil~s based on requirements as containe.d in the 

current COMlRE~ target list as approved by USIB. On a monthly basis, 

mission or program approval will be obtained from the 303 Committee for 

: the ,forthcoming month. This will be accomplished by the Joint Chiefs 

of Staff concurrent' with the normal monthly reconnaissance schedule 

submitted by the DNRO and the JCS/JRC. When directed by the Joint Chiefs 

of Staff, SAC will execute the approved mission or missions. 

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All launches wi,ll occur from Beale AFB/Area 51 and the B-52 will 

no~mally return to Beale AFB/Area 51. Recovery Gi the payload will vary· 

~epending on the area of the mission. In all caSes payload rec~very will 

be outside radar range of the European/Asian·communist countries. 

.b. Film Processing and Exploitation 

TAGBOARD film'willbe processe~ and exploited on,a mission by 

mission basis as a~reed to by the DNRO and the DIA. Film ret~ned to CONUS 

will normally be exploited by the National Photographic Interpretation 

Center (C) ~NPIC). 

When directed" film processing and initial exploitation: outside 

CONU$ will be accomplished at an appropriate OveTseas Processing andI~terpretationCenter (OPIC) certified by DNRO and agreed to by the DNRO and the 

DIA. Duplicate film cOFf, Immediate Photo Interpretation Report (IPIR) 

and follow-on report distribution will be determined by the COMIREX. 

c. Organization 

The tactical organization will be a small SAC element assigned to 

, Beale APB, California, with duty at Area 51 un~il flight test and initial 

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

and a minimum number of command, operations, and maintenance personnel 

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

~ phase', all D-2l maintenance (airplane general, elec-tronic, engine, navigation, communications, sensor) will be performed by a contractor team 

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, numbering approximately seventy personnel. The head of this team ".Iill 

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

of the operating detachment. Trainfng for' the "blue suitll capability 

, for the D-21B and associated 'B-52 modifications was started on 15 January 

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1968. Maintenance of the TAGBOARD system will be eventually assumed 

by SAC; however, specialized contractor support is recognized as·a 

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,oontinuing requirement. B-52 supply cupport will be normal; D-21 

supplies will be provided through black contracts on an annual basis. 

. , Base shops, services and other. fad Ii ties will be used to accomplish 

efforts beyond the capabilities of the TAG BOARD unit. Crews and 

operational personnel will have access to and usage of an operational 

'planning room, personal equipment section, medical facilities: COTIL.'1lunications, ~eather, 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; pecu,liar items will be pro.-

vided by this headquarters. 

d. Capability 

The tactical organization will achieve a capability to launch 

two operational sorties per month. Flight crew checkout and proficiency 

. training in B-52 aircraft will be as prescribed by SAC directives. The 

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!lying hour program for this unit will be established by SAq; crew to 

aircraft ratio will be It : 1. There will be no .requirement for mobiiity 

or deployment planning or exercising of this unit. , 

e. 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 dev:eloped by SAC 

covering the, established objectives. A weather watch will be instituted 

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

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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 a~r'recovery. Similarly, an air refueling detachment 

will deploy if' required. The Strategic Air Command (SACRECONCEN), as 

the operational commander, will closely monitor the weather in all 

approved operational areas. When the weather, as forecast by SAC 

Weather Central, 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 commands' 

will be directed by the JCS to execute and support the mission. On 

receipt of mission approval, if air refueling is required, the'KC-135 

tanker(s) will proceed to the designated refueling area for rendezvous 

and fuel transfer with the mated system. After refueling, the mission 

proceeds to the launch point where final check of the D-21 1 s is concluded 

and one drone selected for launch. After la.unch, if necessary, the B-52 

again refuels from the tanker aircraft 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 paylo~d and drone destruction occurs. 

Operations are concluded by the JC-1JO detachment when the film is returned 

for processing and exploitation. 

f. Communications 

TAGBOARD teletype and da.ta'requirements will,be supported within' 

the existing NRO BYEVuu~ communications network. Data capability between 

" SAC, Beale AFB, and/or Area 51 is adequate for flight plan information. 

,Teletype support will be provided by the NRO/coromurJications network which 

'will also provide multiple addressing capability within the BYU1AN system. 

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uQ~Lml System 

Additional circuits, equipment, or addressee indicators are not 

programm$d ,~t this time due to 'current capability of the BYEMAN communi-, 

cations network. Until the unit moves to Beale AFB,flight plans will 

relayed by SAC to permit tilll8'ly reaction by recovery unit. 

,g. Personnel 

. Military personnel resources 'Will be provided by SAC. The USAF 

Military Personnel Center will provide f.or 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, 

'als'o preclude the premature loss of specially trained personnel to USAF 

and SAC personnel levies. 

h.Ope'rational Support 

AFXOP (AFXOPR) is the agency responsible for operational plans 

and capabilities, Air Force operational support and crew training. 

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1. Operational Validation/Verification Test "- I 

Following the completion of the ~ phase, the operational vali,... r 

dation phase will commence. Participating organizations :will develop CPX f 

and operational test plans which will be executed to determine the opera-

\tional readiness capabiLity of the TAGBOARD system as well as staff and 

'operating organizations. The results of the validation tests 'Will be submittedto Director, Program D, for review and evaluation. The DNRO will , \ 

be the firial authority for declaring 'J;'AGBOA~ o'perationally ready. 

j. TAGBOARD System Project Office (SPO) 

A modified SPO function will remain at Burbank under the control 

of Director, Program D. Approximately two ,personnel will be assigned to 

interface between the contractor and SAC. 

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k. Security 

Project TAGBOARD testing and initial flight phases will be con~ 

ducted at Area 51. 1,fuile at Area 51 Project TAGBOARD security will be 

handled as a compartmented program within Project OXCART and will require 

OXCART security access approval as a prerequisite to TAGBOARD access. 

When the Project is delcarad operational a.:ndmoved to Bes.,le AFB, 

Project TAGBOARD will be separated from Project OXCART and will be operated as a separate security compartment within the BYEMAN Security 

'Control 'System., This willass'\ll'e that all aspects' of the Project remain 

IIb~ack" during both testing and operational phases. Overall management. 

of Project TAGBOARD security is the responsibility of Director, Program 

D, as agent af the DNRO. Specific responsibilities for the security of 

Project TAGBOARD, vested in thE) several participating organizations, are 

defined ,as follows: 

Director, Program D will: 

(1) Under delegation from DNRO, exercise overall security manage-

\' \ ,ment responsibility for Project TAGBOARD, to be operated i:n accordance 

", with security policy guidance provided by the Offices of the DCI. 

(2) In coordination with JRC, 'CIA and SAFSP, prepare Gt Project 

TAGBOARD Security Guide to be approved by DNRO. 

(3) Define appropriate channels of comm~9ations for matters 

related to the security 'of Project TAGBOARD, to include primary responsibility for all security arrangements and coordination actions incidental, 

to launch vehicle modification, reconnaissance system test, logistical, 

and cOmmlli~ications support and operational coordination. 

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(4) Direct implementation of Project TAGBOARD security policies 

, , and procedures throughout the Department of· Defense. 

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(5) Approve must-know or provide advice and guidance to DNRO 

related to individuals proposed for TAGBOARD access in all cases not 

. specifically reserved to the CIA. 

(6) Provide guidance to the SAC TAGBOARD Detachment Co~~der 

?n matte:rs'relatedto security. 

(7) Provide a qualified project security staff officer to operate 

under the direct supervision of the SAC TAGBOARD Detachment Commander. . . 

This individual, in addition to providing overall security support to the 

Detachment Commander,. will be specifically responsible for the security of 

all interface with. CIA Industrial security and SAFSP, Satellite Control 

Facility (SCF) supporting elements. 

(8) Approve those portions of JRC and/or SAC Operations Orders 

that relate to security and otherwise respond as a mandatory point of 

coordination for JRC and SAC on all matters related to Project TAGBOARD 

security • 

(9) Insure on behalf of CIA/OSA, necessary access to the SAC 

TAGBOARD Detachment and environs by contractors' personne-l. 

(10) Coordinate all actions related to TAGBOARD effecting security 

at Area 51 with CIA/OSA. 

(11) Advise 'DNRO, through the NRO Staff~ of all matters having" 

a significant impact upon Project TAGBOARD security. 

The NRO Staff "rill: 

. (1) Provide staff security guidance to the DNRO. 

(2) Provide assistance to Director, Program D, ~here necessary to 

the implementation of TAGBOARD security policies and procedures. 

'. i (,3). Provide communications security' (COMSEC) support and guidance \ 

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(4) In concert with the intelligence 1!userl1 community, define 

security policy and procedures related to exploitation of the resulting 

ph6togr:aphy. 

(5) As the Executive Secretariat of'the Interdepartmental 

,Contingency Planning Committee (ICPC) insure the preparation and coordination,£or DNRO approval, of operati~nal contingency plans as appropriate 

to 30~ Committee requirements. 

The CIA i-all: 

(1) Through the OSA/CIA~,continue to provide a BYEVlliN industrial 

se9urity program in support of Project TAGBOARD. This will include: 

(a) conducting prerequisite personnel security investigations and 

security-determinations related to all contractors' employees in accordance with BnMAN standards; (b) making 1!must-knQ1,[1I d9cisions related to 

all contractors' employees proposed for access, to be determined by the 

,level of effort necessary under the con~ract; and, (c) overall supervision 

of Project TAGBOARD activities at contractors' facilities. 

(2) Continue to exercise primary security responsibility for all 

activity conducted at or related to Area 51. 

(3) Approve mu.st-knOW for all CIA employees proposed for TAGBOARD 

access. " Insure compliance 'with BYEMAN personnel security standards in 

such cases. 

(4) Through the Compartmented Information Branch (CIB/CIA) maintain as a service of common concern, ~ master list of all individuals 

approved for 'and indoctrinated into'Project TAGBOARD. 

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SAFSP will: 

Define security, procedures and monitor activities related to 

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requirements for support from the SCF to insure that no prejudice results 

to the security of other sensitive programs ,in which the SCF is involved. 

TheJRC and SAC i-d"l}': 

(1) Insure the implementation of Project TAGBOARD security po+icy 

,~nd proceaures' throughout all supporting military commands. 

(2) Insure the preparation of operational security instructions 

, in conformance with Project TAGBOARD security policy and procedures. 

(3) Insure implementation of those contingency plans approved by 

DNRO'upon advice and guidance of the Interdepartmental Contingency Planning 

Committee (ICPC). 

The DIA will: 

(1) Manage that progra,m tela'ted to the prerequisite personnel 

security review and certification of all DoD related personnel proposed 

for Project TAGBOARD access. 

(2) Insure the implementation of appropriate duty and travel 

restrictions to all DoD related personnel who are provided access to the 

Project. 

(3) Provide access to DoD BYEMAN communications and security 

control facilities upon request. 

APPROVED: 

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ALEXANDER H. FLAX 

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