LASRE was NASA's Linear Aerospike SR-71 Experiment which took place at the Dryden Flight Research Center at Edwards Air Force Base, California, until November 1998. The experiment sought to provide flight data to help Lockheed Martin validate and tune the computational predictive tools used to determine the aerodynamic performance of the X-33 lifting body and linear aerospike engine combination and to lay groundwork for a future reusable launch vehicle.
LASRE was a small, half-span model of the X-33's lifting body with eight thrust cells of an aerospike engine, rotated 90 degrees and mounted on the back of an SR-71 Blackbird aircraft, to operate like a kind of "flying wind tunnel." The experiment focused on determining how a reusable launch vehicle's engine plume would affect the aerodynamics of its lifting body shape at specific altitudes and speeds reaching about 750 miles per hour (335 meters per second or 1207 km/h). Design refinements looked to minimize the interaction of the aerodynamic flow with the engine plume, which could create drag.
The aircraft completed seven research flights. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus on the back of the aircraft. The first of those two flights occurred October 31, 1997. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and 50 minutes, reaching Mach 1.2 and an altitude of 33,000 feet (10,000 m) before landing at Edwards at 10:21 a.m. PST, validating the SR-71/pod configuration.
Five later flights focused on the experiment; two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to check engine operation characteristics. The first of these flights occurred March 4, 1998. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching Mach 1.58 before landing at Edwards at 12:13 p.m. PST.
During three more flights in the spring and summer of 1998, liquid oxygen was cycled through the engine. In addition, two engine hot firings were conducted on the ground. Researchers decided not to do a final hot-fire flight test because of the liquid oxygen leaks in the test apparatus. The ground firings and the airborne cryogenic gas flow tests provided enough information to predict the hot gas effects of an aerospike engine firing during flight.