Search Results: All Fields similar to 'Dryden or Langley' and When equal to '1990'

Kelly Latimer is a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif. Latimer joined NASA in March 2007 and will fly the T38, T-34, G-III, C-17 and the "Ikhana" Predator B. Latimer is Dryden's first female research test pilot. Prior to joining NASA, Latimer was on active duty with the U.S. Air Force. She has accumulated more than 5,000 hours of military and civilian flight experience in 30 aircraft. Latimer's first association with NASA was while attending graduate school at George Washington University, Washington, D.C. Her studies included work with the Joint Institute for the Advancement of Flight Sciences at NASA's Langley Research Center, Hampton, Va. She flew an Air Force C-17 during a 2005 NASA study to reduce aircraft noise. A team of California Polytechnic State University students and Northrop Grumman personnel were stationed on Rogers Dry Lake located at Edwards Air Force Base, Calif., to record the noise footprint of the aircraft as it made various landing approaches to Edwards' runway. Latimer completed undergraduate pilot training at Reese Air Force Base, Texas, in 1990. She remained at Reese as a T-38 instructor pilot until 1993. She was assigned as a C-141 aircraft commander at McCord Air Force Base, Tacoma, Wash., until 1996. Latimer graduated from the U.S. Air Force Test Pilot School at Edwards in Class 96B. She served as a C-17 and C-141 experimental test pilot at Edwards until 2000. She then became the chief of the Performance Branch and a T-38 instructor pilot at The Air Force Test Pilot School. She returned to McCord in 2002, where she was a C-17 aircraft commander and the operations officer for the 62nd Operations Support Squadron. In 2004, Latimer became the commander of Edwards' 418th Flight Test Squadron and director of the Global Reach Combined Test Force. Following that assignment, she deployed to Iraq as an advisor to the Iraqi Air Force. Her last active duty tour was as an instructor at the Air Force Test Pilot School. She retired from active duty in 2007 with the rank of lieutenant colonel. She received her commission from the U.S. Air Force Academy in 1987 with a Bachelor of Science in astronautical engineering. Latimer earned a Master of Science in astronautics from George Washington University.

Photo Description	Kelly Latimer is a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif. Latimer joined NASA in March 2007 and will fly the T38, T-34, G-III, C-17 and the "Ikhana" Predator B. Latimer is Dryden's first female research test pilot. Prior to joining NASA, Latimer was on active duty with the U.S. Air Force. She has accumulated more than 5,000 hours of military and civilian flight experience in 30 aircraft. Latimer's first association with NASA was while attending graduate school at George Washington University, Washington, D.C. Her studies included work with the Joint Institute for the Advancement of Flight Sciences at NASA's Langley Research Center, Hampton, Va. She flew an Air Force C-17 during a 2005 NASA study to reduce aircraft noise. A team of California Polytechnic State University students and Northrop Grumman personnel were stationed on Rogers Dry Lake located at Edwards Air Force Base, Calif., to record the noise footprint of the aircraft as it made various landing approaches to Edwards' runway. Latimer completed undergraduate pilot training at Reese Air Force Base, Texas, in 1990. She remained at Reese as a T-38 instructor pilot until 1993. She was assigned as a C-141 aircraft commander at McCord Air Force Base, Tacoma, Wash., until 1996. Latimer graduated from the U.S. Air Force Test Pilot School at Edwards in Class 96B. She served as a C-17 and C-141 experimental test pilot at Edwards until 2000. She then became the chief of the Performance Branch and a T-38 instructor pilot at The Air Force Test Pilot School. She returned to McCord in 2002, where she was a C-17 aircraft commander and the operations officer for the 62nd Operations Support Squadron. In 2004, Latimer became the commander of Edwards' 418th Flight Test Squadron and director of the Global Reach Combined Test Force. Following that assignment, she deployed to Iraq as an advisor to the Iraqi Air Force. Her last active duty tour was as an instructor at the Air Force Test Pilot School. She retired from active duty in 2007 with the rank of lieutenant colonel. She received her commission from the U.S. Air Force Academy in 1987 with a Bachelor of Science in astronautical engineering. Latimer earned a Master of Science in astronautics from George Washington University.
Photo Date	March 9, 2007

LDEF (Postflight), AO201 : I …

Title	LDEF (Postflight), AO201 : Interplanetary Dust Experiment, Tray H11
Description	LDEF (Postflight), AO201 : Interplanetary Dust Experiment, Tray H11 The post landing photograph was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center and provides a view of the H11 integrated tray. When comparing this photograph with the prelaunch photograph, the most noticeable change is the brown stain, attributed to outgassing and contamination, on the tray structure and most aluminum surfaces of experiments within the tray. The MAP experiment die-cast aluminum frames, fasteners, thermal isolation plate and polished aluminum stop plate seem to be moderately coated with the brown stain. The stain seems to be more concentrated in vicinities near adhesive bond joints. The detector bond joints and foil materials appear to be in-tact and have maintained their integrity in all four (4) stacks. A light brown stain and a dark smudge mark near the center are visible on the thermal isolator plate.
Date	01.22.1990

Dryden Aircraft Fleet on ram …

Photo Date	September 28, 1990

Western Aeronautical Test Ra …

Photo Date	Feb 1990

Western Aeronautical Test Ra …

Photo Date	Dec 1990

LDEF (Postflight), AO038 : I …

Title	LDEF (Postflight), AO038 : Interstellar Gas Experiment, Tray H06
Description	LDEF (Postflight), AO038 : Interstellar Gas Experiment, Tray H06 The post landing photograph was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. A very light contamination stain is present on the experiment tray flanges and on the most of the visible LDEF structure. The exception being a much darker stain on the structure adjacent to thermal covers that provide venting for the LDEF interior. The paint dot adjacent to the thermal cover vent area is heavily coated with the brown contamination stain while the paint dot adjacent to the center end cover plate has a very light coating. The color of the white thermal control paint on the IGE has changed and now varies from offwhite to a dark brown. The darker brown areas on the experiment baseplate, around the grid voltage cable connectors, appear to have come from contaminants flowing from inside the LDEF. A dark stain area can be seen on the tray's lower sidewall and in the upper left corner of the tray. A lighter stain coats portions of the experiment baseplate and the outside of the canister housing. A beryllium copper collector foil is clearly visible within the canister housings as are the baffles and reflected light from the fine wire mesh grid near the top of the canister housing. Due to an experi- ment system malfunction, the canister collector foils that are visible were exposed for the total mission.
Date	01.22.1990

LDEF (Postflight), AO038 : I …

Title	LDEF (Postflight), AO038 : Interstellar Gas Experiment, Tray H09
Description	LDEF (Postflight), AO038 : Interstellar Gas Experiment, Tray H09 The post landing Interstellar Gas Experiment photograph was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. A very light contamination stain is present on the experiment tray flanges and on the most of the visible LDEF structure. The exception being the darker stain on the structure adjacent to thermal covers that provide venting for the LDEF interior. Both paint dots appear to be heavily coated with the brown contamination stain. The color of the white thermal control paint on the IGE has changed and now varies from off-white to a dark brown. The darker brown areas on the experiment baseplate, around the grid voltage cable connectors, appear to have come from contaminants flowing from inside the LDEF. A dark stain area can be seen on the lower half of the tray's left sidewall and in the lower left corner of the tray. A lighter stain coats portions of the experiment baseplate and the outside of the canister housing. A beryllium copper collector foil is clearly visible in the upper left canister housing as are the baffles and reflected light from the fine wire mesh grid near the top of the canister housing. Due to an experiment system malfunction, the canister collector foils that are visible were exposed for the total mission.
Date	01.22.1990

LDEF (Postflight), AO133 : E …

Title	LDEF (Postflight), AO133 : Effect of Space Environment on Space-Based Radar Phased-Array Antenna, Tr
Description	LDEF (Postflight), AO133 : Effect of Space Environment on Space-Based Radar Phased-Array Antenna, Tray H07 The post landing photograph was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. The Space-Based Radar (SBR) Phased-Array Antenna occupies a six (6) inch deep LDEF end corner tray located on the space end of the LDEF. A light tan discoloration can be seen on the left and lower flanges of the experiment tray and a darker stain has discolored the originally white paint dots on the experiment tray clamp blocks. Dark brown stains on the LDEF structure are vis- ible in areas adjacent to the edge of thermal end panels that were designed to facilitate venting of the LDEF interior. The SBR Phased-Array Antenna experiment, consisting of an active part in the left half of the tray and a passive part located in the right half of the experiment tray, appears to be intact with no apparent physical damage. The black thermal coating on the passive part of the experiment appears unchanged while the black thermal coating on the active part of the experiment appears dark gray. The passive experiment Kapton specimen surfaces appear to have changed from specular to diffuse after exposure to the space environment.
Date	01.22.1990

LDEF (Postflight), M0001 : H …

Title	LDEF (Postflight), M0001 : Heavy Ions in Space, Tray H03
Description	LDEF (Postflight), M0001 : Heavy Ions in Space, Tray H03 The post landing photograph of the Heavy Ions in Space Experiment was taken from the Orbiter's cargo bay access hatch during post landing opera tions to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. The photograph shows extensive damage to the multi-layer thermal insulation blanket. The tape joints appear to have failed along two (2) sides of each experiment module and allowed the multi layer thermal insulation blanket to curled back over its self. The golden colored surfaces that have been exposed are the top sheet of the experiment's Lexan detector stacks that are held securely in place by the Z shaped aluminum structure. A light tan stain can be seen on the LDEF end structure along the upper edge of the experiment tray flange. Lighter stains that appear to be finger prints are also visible on the trays top flange. The paint on the top layer of the thermal blankets, origi nally white, now appears brown or light tan. The fragments of aluminum in the lower two quad rants appear to be the results of delamination of the vapor deposited aluminum from the thin aluminized Mylar thermal film.
Date	01.22.1990

LDEF (Postflight), M0001 : H …

Title	LDEF (Postflight), M0001 : Heavy Ions in Space, Tray H12
Description	LDEF (Postflight), M0001 : Heavy Ions in Space, Tray H12 EL-1994-00072 LDEF (Postflight), M0001 : Heavy Ions in Space, Tray H12 The post landing photograph of the Heavy Ions in Space Experiment was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. The photograph shows the extensive damage to the experiment's multi-layer thermal blankets that occurred during the LDEF mission. It appears that siliverized TEFLON® tape backed with an acrylic transfer tape that was used to attach the thermal blankets to the structure failed in tension. When the bond joint released along two (2) sides, the tension was relieved and the remaining tape continued to hold the blanket to the structure through out the rest mission. The outside blanket surfaces that were originally painted white are now coated with a glossy dark brown stain. The golden colored material in the three (3) full modules are the top sheets of lexan detector stacks held in place by the aluminum Z shaped structure. The deep rich redish-brown colored sections visible in one half (1/2) of the upper left module is also the top layer of detector sheets underneath support straps. In the two lower quadrants, the aluminum coatings that were vapor deposited on thin Mylar sheets of thermal blanket material appear to be starting to delaminate from the Mylar. A light coating of brown stain can be seen on the trays right flange. The stain appears heavier in the vicinity of nutplates used to attach the protective tray cover.Smudge marks that appear to be fingerprints can be seen along the edge of the thermal panel to the right of the experiment tray.
Date	01.22.1990

LDEF (Postflight), S0001 : S …

Title	LDEF (Postflight), S0001 : Space Debris Impact Experiment, Tray H05
Description	LDEF (Postflight), S0001 : Space Debris Impact Experiment, Tray H05 The Space Debris Impact Experiment consists of a three sixteenth (3/16) inch thick chromic anodized aluminum panel mounted in a three (3) inch deep LDEF experiment tray. The side of the plate exposed to the LDEF interior is painted with Chemglaze Z-306 flat black paint over a Chemglaze 9924 wash primer. The panels are attached to the aluminum tray structure with non-magnetic stainless steel fasteners. The panel coatings, a thin layer of chromic anodize facing out and the Chemglaze Z-306 black paint facing the LDEF inte rior, contribute significantly to thermal control of the LDEF spacecraft. The post landing photograph was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. The color of the paint dots on the experiment tray clamp blocks, originally white, show a tan stain that gets darker near the venting area of the end thermal panels. The stain also covers the top and left experiment tray flanges and to a lesser degree, the lower and right tray flanges. The discolorations on the tray sidewalls appear to be fingerprints enhanced by the brown stain. Light colored discolorations are located near the left side of the debris panel. The vertical lines and the pinkish tint of the debris panel are chromic anodize coat ing by-products and not attributed to contamination and/or exposure to the space environment. Darker discolorations on the debris panel, similar to water marks, are apparent in the photo graph.
Date	01.22.1990

LDEF (Postflight), S1001 : L …

Title	LDEF (Postflight), S1001 : Low-Temperature Heat Pipe Experiment Package (HEPP) for LDEF, Tray H01
Description	LDEF (Postflight), S1001 : Low-Temperature Heat Pipe Experiment Package (HEPP) for LDEF, Tray H01 The post landing photograph of the Low Tempera ture Heat Pipe Package (HEPP) experiment was taken from the Orbiter's cargo bay access hatch during post landing operations to prepare the Orbiter for the ferry flight from the Dryden Flight Research Center to the Kennedy Space Center. The white paint dots on the center clamp blocks of the experiment trays right flange and upperer flange appear to be discolored. The discoloration diminishes as as the distance from the vent area of the thermal shields increases. The right and upper tray flanges also appear to be discolored. Finger prints are visible on the thermal panels in the vicinity of the panel mounting fasteners. The Low Temperature Heat Pipe Package (HEPP) experiment occupies two 12 inch deep LDEF experiment trays connected with an inter-tray wiring harness. The HEPP Power tray, an end cor ner tray, occupies a location on the space end of the LDEF in tray location H01 and the HEPP Experiment tray, a peripheral tray, is located in the LDEF tray location F12. The power tray (H01) consist of four solar array panels, one nickel-cadmium (NiCd) battery, a Power System Electronics (PSE) unit, protective thermal blankets that line the tray interior and a thirty seven pound baseplate mounted on thermal isolators to provide a thermally stable mounting for the bat tery and the PSE.. Thirteen strips of thin film thermal control materials, part of an experiment by NASA GSFC that consist of sixty-five samples located at three different LDEF tray locations (H01, F09 and F12), were attached to the experiment tray flanges with Kapton tape. The experi ment was assembled and mounted in the experiment tray with non-magnetic stainless steel fasten ers. The experiment hardware appears to be intact with no apparent changes other than stains along outer edges of the solar arrays. Light brown stains are visible along the upper edges of the solar array mounting plates with faint traces of a lighter colored stain around the outer edge of the base plate. The atomic oxygen experiment thin film strips appear to be in place with only minor dam age. The samples in the upper left corner of the tray appear to be degraded. The Kapton tape appears to be loose in several locations, the sample in the trays lower left corner and the center sample on the right tray flange. In other areas the tape appears to be firmly adhered to the tray flanges.
Date	01.22.1990

F-15 Propulsion Controlled Aircraft (PCA) simulation cockpit

F-15 PCA (Propulsion Control …

Photo Description	F-15 Propulsion Controlled Aircraft (PCA) simulation cockpit
Project Description	Propulsion Controlled Aircraft (PCA)
Photo Date	July 31, 1990

SR-71 Landing with Drag Chut …

Title	SR-71 Landing with Drag Chute
Full Description	One of two initial U.S. Air Force SR-71A reconnaissance aircraft that was retired from operational service and loaned to NASA for high-speed research programs arrives at NASA's Dryden Flight Research Center, Edwards, California. The aircraft deployed its drag chute even before its nose gear touches the runway at the end of a 1990 research flight. Dryden flew three YF-12 aircraft, prototypes of the triple-sonic SR-71s, in an earlier supersonic research program between 1969 and 1979.
Date	01/01/1990
NASA Center	Dryden Flight Research Center

F-15 HiDEC in flight over Mo …

Photo Date	November 7, 1990

Dryden Test Pilots 1990 - Sm …

Photo Date	1990

Endeavour is Delivered to the Kennedy Space Center

Endeavour is Delivered to th …

Title	Endeavour is Delivered to the Kennedy Space Center
Full Description	NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, taxies to the runway to begin the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, May 16 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.
Date	01/01/1961
NASA Center	Dryden Flight Research Center

Kenneth J. Szalai

Photo Date	January 8, 1997

Samuel Pierpont Langley and Charles M. Manly

Samuel Pierpont Langley and …

Title	Samuel Pierpont Langley and Charles M. Manly
Full Description	Samuel Pierpont Langley (1834-1906) with chief mechanic and pilot, Charles M. Manly.
Date	04/11/1990
NASA Center	Langley Research Center

B-52B Shuttle Drag Chute Tes …

NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California.

Pegasus Mated to B-52 Mother …

Photo Description	NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	July 1991

NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects.

Dryden B-52 Launch Aircraft …

Photo Description	NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects.
Project Description	NASA B-52, Tail Number 008, was an air launch "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955. At its retirement on December 17, 2004, it was the oldest B-52 still on flying status and had been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), the X-38, and X-43. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 had undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000, feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	November 1996

The sun begins to break through the clouds over NASA's two 747 Shuttle Carrier Aircraft on the NASA Dryden ramp after a rain shower in February 2001.

Photo Description	The sun begins to break through the clouds over NASA's two 747 Shuttle Carrier Aircraft on the NASA Dryden ramp after a rain shower in February 2001.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	February 13, 2001

Photo Description	The NASA logo on a hangar is framed by the noses of NASA's two modified 747 Shuttle Carrier Aircraft on the ramp at NASA Dryden in this 1995 photo.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	November 8, 1995

One of NASA?s Boeing 747 Shuttle Carrier Aircraft flies over the Dryden Flight Research Center main building at Edwards Air Force Base, Edwards, California, in May 1999.

Photo Description	One of NASA?s Boeing 747 Shuttle Carrier Aircraft flies over the Dryden Flight Research Center main building at Edwards Air Force Base, Edwards, California, in May 1999.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: o Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached o Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability o Removal of all interior furnishings and equipment aft of the forward No. 1 doors o Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The, flight crew escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	May 1999

NASA's two modified Boeing 747 Shuttle Carrier Aircraft #911 (left) and #905 (right) were nose-to-nose on the ramp at NASA Dryden in this 1995 photo.

Photo Description	NASA's two modified Boeing 747 Shuttle Carrier Aircraft #911 (left) and #905 (right) were nose-to-nose on the ramp at NASA Dryden in this 1995 photo.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	November 8, 1995

Langley First Wind Tunnel

Title	Langley First Wind Tunnel
Full Description	The honeycombed, screened center of this open-circuit air intake for Langley's first wind tunnel insured a steady, nonturbulent flow of air. Two mechanics pose near the entrance end of the actual tunnel, where air was pulled into the test section through a honeycomb arrangement to smoothen the flow.
Date	04/11/1990
NASA Center	Langley Research Center

Personnel and equipment converge on the orbiter Atlantis to begin servicing the spacecraft following its landing 4 March 1990, at NASA's then Ames-Dryden Flight Research Facility, Edwards, California. Mission elapsed time for the Department of Defense mission was 4 days, 10 hours, 19 minutes and 15 seconds. Actual landing time was 10:08 a.m. Post-landing servicing by the recovery convoy is carried out after each Space Shuttle landing and includes safety checks for flammable and toxic gases escaping from systems aboard the orbiters, hooking up engine fuel purge and equipment coolant lines, and inspecting the brakes before the vehicle is towed from the runway to the shuttle facility at Dryden where it is prepared for the ferry flight back to the Kennedy Space Center in Florida. Up to 24 vehicles and scores of personnel make up the landing recovery convoys at Dryden.

STS-36 on Edwards Runway wit …

Photo Description	Personnel and equipment converge on the orbiter Atlantis to begin servicing the spacecraft following its landing 4 March 1990, at NASA's then Ames-Dryden Flight Research Facility, Edwards, California. Mission elapsed time for the Department of Defense mission was 4 days, 10 hours, 19 minutes and 15 seconds. Actual landing time was 10:08 a.m. Post-landing servicing by the recovery convoy is carried out after each Space Shuttle landing and includes safety checks for flammable and toxic gases escaping from systems aboard the orbiters, hooking up engine fuel purge and equipment coolant lines, and inspecting the brakes before the vehicle is towed from the runway to the shuttle facility at Dryden where it is prepared for the ferry flight back to the Kennedy Space Center in Florida. Up to 24 vehicles and scores of personnel make up the landing recovery convoys at Dryden.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	1990

Variable Density Tunnel

Title	Variable Density Tunnel
Full Description	The Variable Density Tunnel arrives by rail on February 3, 1922 from the Newport News Shipbuilding and Dry Dock Company. The Tunnel was installed at Langley.
Date	04/16/1990
NASA Center	Langley Research Center

An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily.

B-52 Testing Developmental S …

Photo Description	An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily.
Project Description	NASA B-52, Tail Number 008, was an air launch "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955. At its retirement on December 17, 2004, it was the oldest B-52 still on flying status and had been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), the X-38, and X-43. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 had undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000, feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	August 2, 1990

The first rays of the morning sun light up the side of NASA?s Boeing 747 Shuttle Carrier Aircraft (SCA) as it departs for the Kennedy Space Center, Florida, with the orbiter from STS-35 attached to its back.

STS-35 Leaves Dryden on 747 …

Photo Description	The first rays of the morning sun light up the side of NASA?s Boeing 747 Shuttle Carrier Aircraft (SCA) as it departs for the Kennedy Space Center, Florida, with the orbiter from STS-35 attached to its back.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	December 1990

A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily.

B-52 Testing Developmental S …

Photo Description	A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily.
Project Description	NASA B-52, Tail Number 008, was an air launch "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955. At its retirement on December 17, 2004, it was the oldest B-52 still on flying status and had been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), the X-38, and X-43. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 had undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000, feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	August 2, 1990

NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, taxies to the runway to begin the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.

Shuttle Endeavour Mated to 7 …

Photo Description	NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, taxies to the runway to begin the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	1991

NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, begins the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.

Shuttle Endeavour Mated to 7 …

Photo Description	NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, begins the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	1991

A close-up, front view of the Space Shuttle Atlantis in the Mate-Demate Device (MDD) as technicians work to prepare the orbiter for its ferry flight from NASA's Ames-Dryden Flight Research Facility (later, the Dryden Flight Research Center) to the Kennedy Space Center, Florida. The 100-foot-high, steel-truss, cantilevered facility is capable of precision positioning more than 220,000 pounds and is used to raise the orbiters onto jacks for ferry-flight servicing, and then hoist them higher to mate them atop the NASA 747 Shuttle Carrier Aircraft (SCA). The MDD, which features three separate hoist units, each capable of lifting 100,000 pounds, was designed by Connell Associates, Inc., Coral Gables, Florida, and built be the George A. Fuller Co., Chicago, Illinois, at a cost of $1.7 million.

STS-36 Shuttle in Mate-Demat …

Photo Description	A close-up, front view of the Space Shuttle Atlantis in the Mate-Demate Device (MDD) as technicians work to prepare the orbiter for its ferry flight from NASA's Ames-Dryden Flight Research Facility (later, the Dryden Flight Research Center) to the Kennedy Space Center, Florida. The 100-foot-high, steel-truss, cantilevered facility is capable of precision positioning more than 220,000 pounds and is used to raise the orbiters onto jacks for ferry-flight servicing, and then hoist them higher to mate them atop the NASA 747 Shuttle Carrier Aircraft (SCA). The MDD, which features three separate hoist units, each capable of lifting 100,000 pounds, was designed by Connell Associates, Inc., Coral Gables, Florida, and built be the George A. Fuller Co., Chicago, Illinois, at a cost of $1.7 million.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	March 1990

The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an "adapter" to allow the X-38 research vehicle to be carried aloft and launched from the B-52.

Close-up of Wing Fit Check o …

Photo Description	The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an "adapter" to allow the X-38 research vehicle to be carried aloft and launched from the B-52.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	1997

Crowds thronged around NASA's modified 747 Shuttle Carrier Aircraft and an Air Force B-1B Lancer at the Edwards Air Force Base open house Oct. 28-29, 2006.

Photo Description	Crowds thronged around NASA's modified 747 Shuttle Carrier Aircraft and an Air Force B-1B Lancer at the Edwards Air Force Base open house Oct. 28-29, 2006.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	October 28, 2006

A brief tour through NASA's modified Boeing 747 Shuttle Carrier Aircraft was a popular attraction at the Edwards Air Force Base open house Oct. 28-29, 2006.

Photo Description	A brief tour through NASA's modified Boeing 747 Shuttle Carrier Aircraft was a popular attraction at the Edwards Air Force Base open house Oct. 28-29, 2006.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	October 28, 2006

One of NASA's two modified Boeing 747 Shuttle Carrier Aircraft is silhouetted against the morning sky at sunrise on the ramp at Edwards Air Force Base.

Photo Description	One of NASA's two modified Boeing 747 Shuttle Carrier Aircraft is silhouetted against the morning sky at sunrise on the ramp at Edwards Air Force Base.
Project Description	NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: - Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached - Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability - Removal of all interior furnishings and equipment aft of the forward No. 1 doors - Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew, escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Photo Date	October 28, 2006

Curtiss Racer

Title	Curtiss Racer
Full Description	James H. Doolittle, the NACA's last chairman, visited Langley in February 1928 in his Curtiss Racer, the plane in which he won the 1925 Schneider Trophy Race.
Date	04/11/1990
NASA Center	Langley Research Center

Turning Vanes

Title	Turning Vanes
Full Description	Turning vanes in the 16 Foot Tunnel at Langley.
Date	4/24/1990
NASA Center	Langley Research Center

Richard A. Searfoss

Photo Date	July 31, 2001

NASA's venerable workhorse, the B-52 mothership, rolls out on the Edwards AFB runway after a test flight in 1996. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects.

Dryden B-52 Launch Aircraft …

Photo Description	NASA's venerable workhorse, the B-52 mothership, rolls out on the Edwards AFB runway after a test flight in 1996. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects.
Project Description	NASA B-52, Tail Number 008, was an air launch "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955. At its retirement on December 17, 2004, it was the oldest B-52 still on flying status and had been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), the X-38, and X-43. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 had undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000, feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	November 1996

Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station.

X-38 - First Flight

Photo Description	Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	August 1997

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight.

X-38 on B-52 Wing Pylon - Vi …

Photo Description	A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	November 19, 1997

NASA HL-20 Lifting Body

Title	NASA HL-20 Lifting Body
Full Description	The HL-20 was built at Langley in October 1990 and is a full-scale non-flying mockup. This mockup was used for engineering studies of maintainability of the vehicle, as testing crew positions, pilot visibility and other human factors considerations. The HL-20 was a direct derivative of the HL-10 vehicle tested in the 1960s and bears a very close resemblance to engineering drawings produced at that time. Although evaluated as a possible "space taxi," the HL-20, sometimes called the "Personnel Launch System," was never built.
Date	10/22/1991
NASA Center	Langley Research Center

The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center.

X-38 Ship #2 in Free Flight …

Photo Description	The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	July 1999

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments.

X-38 Ship #2 Mated to B-52 M …

Photo Description	This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	July 9, 1999

X-24A Powered Flight Drop fr …

Title	X-24A Powered Flight Drop from B-52
Full Description	The X-24A lifting-body research aircraft begins its rocket-powered flight after being launched from the wing of NASA's B-52 mothership during a 1970 research flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970's and 1980's the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, to study spin-stall, high-angle-of attack, and maneuvering characteristics. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds.
Date	01/01/1970
NASA Center	Dryden Flight Research Center

X-31 in flight - Double Reve …

X-31 landing

X-31 in flight - Post Stall …

X-31 in flight - Herbst Turn

X-31 in flight - Mongoose Ma …

X-31 in flight over the Moja …

X-31 in flight - Post Stall …

Dryden Test Pilots 1990 - Sm …

Title	Dryden Test Pilots 1990 - Smolka, Fullerton, Schneider, Dana, Ishmael, Smith, and McMurtry
Description	It was a windy afternoon on Rogers Dry Lake as the research pilots of the National Aeronautics and Space Administration's Ames-Dryden Flight Research Facility gathered for a photo shoot. It was a special day too, the 30th anniversary of the first F-104 flight by research pilot Bill Dana. To celebrate, a fly over of Building 4800, in formation, was made with Bill in a Lockheed F-104 (826), Gordon Fullerton in a Northrop T-38, and Jim Smolka in a McDonnell Douglas F/A-18 (841) on March 23, 1990. The F-18 (841), standing on the NASA ramp is a backdrop for the photo of (Left to Right) James W. (Smoke) Smolka, C. Gordon Fullerton, Edward T. (Ed) Schneider, William H. (Bill) Dana, Stephen D. (Steve) Ishmael, Rogers E. Smith, and Thomas C. (Tom) McMurtry. Smolka joined NASA Ames-Dryden Flight Research Facility in September 1985. He has been the project pilot on the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) research and F-15 Aeronautical Research Aircraft programs. He has also flown as a pilot on the NASA B-52 launch aircraft, as a co-project pilot on the F-16XL Supersonic Laminar Flow Control aircraft and the F-18 High Angle-of-Attack Research Vehicle (HARV) aircraft. Other aircraft he has flown in research programs are the F-16, F-111, F-104 and the T-38 as support. Fullerton, joined NASA's Ames-Dryden Flight Research Facility in November 1986. He was project pilot on the NASA/Convair 990 aircraft to test space shuttle landing gear components, project pilot on the F-18 Systems Research Aircraft, and project pilot on the B-52 launch aircraft, where he was involved in six air launches of the commercially developed Pegasus space launch vehicle. Other assignments include a variety of flight research and support activities in multi-engine and high performance aircraft such as, F-15, F-111, F-14, X-29, MD-11 and DC-8. Schneider arrived at the NASA Ames-Dryden Flight Research Facility on July 5, 1982, as a Navy Liaison Officer, becoming a NASA research pilot one year later. He has been project pilot for the F-18 High Angle-of-Attack program (HARV), project pilot for the F-15 aeronautical research aircraft, the NASA B-52 launch aircraft, and the SR-71 "Blackbird" aircraft. His past research work at Dryden has included participation in the F-8 Digital Fly-By-Wire, the FAA/NASA 720 Controlled Impact Demonstration, the F-14 Automatic Rudder Interconnect and Laminar Flow programs, and the F-104 Aeronautical Research and Microgravity programs. Dana joined the NASA's High-Speed Flight Station on October 1, 1958. As a research pilot, he was involved in some of the most significant aeronautical programs carried out at the Center. In the late 1960s and in the 1970s Dana was a project pilot on the lifting body program, flying the wingless M2-F1, HL-10, M2-F3, and the X-24B vehicles. He was a project pilot on the hypersonic X-15 research aircraft and flew the rocket-powered vehicle 16 times, reaching a speed of 3,897 mph and an altitude of 310,000, feet. Bill was the pilot on the final (199th) flight of the 10-year program. Other research and support programs Dana participated in were the F-15 Highly Integrated Digital Electronic Control (HIDEC), the F-18 High Angle-of-Attack Research Vehicle (HARV), YF-12, F-104, F-16, PA-30, and T-38. In 1993 Dana became Chief Engineer at NASA's Ames-Dryden Flight Research Facility (soon to be renamed the Dryden Flight Research Center). Ishmael was a research pilot at NASA's Dryden Flight Research Center from January 1977 until the spring of 1995, when he became manager of Dryden's Reusable Launch Vehicle (RLV) programs. In 1996 he became NASA's X-33 Deputy Manager for Flight Test and Operation. As a research pilot he served as the chief project pilot on two major aeronautical research programs, the SR-71 High Speed Research program and the F-16XL Laminar Flow Technology program. He took part in the X-29 Forward-Swept-Wing program, and gave support to other pilots' research flights in a T-38 and F-104 aircraft. Smith became a research pilot at NASA's Ames-Dryden Flight Research Facility in August 1982. In the spring of 1995 he became Chief of the Flight Crew Branch where currently there are 8 other NASA pilots and 2 flight engineers. Smith has also been a co-project pilot on two major aeronautical programs at Dryden. They are the integrated thrust vectoring F-15 ACTIVE and the SR-71 "Blackbird" Research programs. Other research programs that he has been associated with are the F-104 Zero "G" tests, F-18 HARV, X-29 Forward-Swept-Wing, with support flights being flown in a T-38 and F-104. McMurtry has been a pilot at NASA's Dryden since joining the Flight Research Center in November 1967. In 1981, Tom became Chief Pilot a position he held until February 1986, when he was appointed Chief of the Research Aircraft Operations Division. McMurtry has been project pilot for the AD-1 Oblique Wing program, the F-15 Digital Electronic Engine Control (DEEC) project and the F-8 Supercritical Wing program. He was co- project pilot on the F-15 ACTIVE program, F-8 Digital Fly-By-Wire program and on several remotely piloted research vehicle programs such as the FAA/NASA 720 Controlled Impact Demonstration and the sub-scale F-15 spin research project. He has also been a co-project pilot on the NASA 747 Shuttle Carrier Aircraft.
Date	01.01.1990

Dryden Aircraft Fleet on ram …

Title	Dryden Aircraft Fleet on ramp and center - 1990
Description	Dryden Aircraft Fleet on ramp and center - 1990
Date	01.01.1990

16 Foot Transonic Tunnel Reh …

Title	16 Foot Transonic Tunnel Rehabilitation
Full Description	Transonic tunnel fan blades, with light reflections. Grady McCoy is shown standing next to the fan blades.
Date	03/31/1990
NASA Center	Langley Research Center

Collier Trophy Presentation …

Title	Collier Trophy Presentation 1929
Full Description	President Herbert Hoover presents the Collier Trophy to Joseph Ames, chairman of the NACA in 1929. Three years later, as part of his plan to increase efficiency in government, Hoover would sign an executive order to abolish the NACA.
Date	04/10/1990
NASA Center	Langley Research Center

Evolution of the Airfoil

Title	Evolution of the Airfoil
Full Description	The historical evolution of airfoil sections, 1908-1944. The last two shapes are low-drag sections designed to have laminar flow over 60 to 70 percent of chord on both the upper and lower surface.
Date	04/11/1990
NASA Center	Langley Research Center

The Space Shuttle Discovery rides atop "905," NASA's 747 Shuttle Carrier Aircraft, on its delivery flight from California to the Kennedy Space Center, Florida, where it was prepared for its first orbital mission for 30 August to 5 September 1984. The NASA 747, obtained in 1974, has special support struts atop the fuselage and internal strengthening to accommodate the additional weight of the orbiters. Small vertical fins have also been added to the tips of the horizontal stabilizers for additional stability due to air turbulence on the control surfaces caused by the orbiters. A second modified 747, no. 911, went in to service in November 1990 and is also used to ferry orbiters to destinations where ground transportation is not practical.

Shuttle Discovery Mated to 7 …

Photo Description	The Space Shuttle Discovery rides atop "905," NASA's 747 Shuttle Carrier Aircraft, on its delivery flight from California to the Kennedy Space Center, Florida, where it was prepared for its first orbital mission for 30 August to 5 September 1984. The NASA 747, obtained in 1974, has special support struts atop the fuselage and internal strengthening to accommodate the additional weight of the orbiters. Small vertical fins have also been added to the tips of the horizontal stabilizers for additional stability due to air turbulence on the control surfaces caused by the orbiters. A second modified 747, no. 911, went in to service in November 1990 and is also used to ferry orbiters to destinations where ground transportation is not practical.
Project Description	470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Space Shuttles are the main element of America?s Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle?s altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International?s Space Transportation Systems Division, Downey, California. Rockwell?s Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of
Photo Date	1983

This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV).

Spin Research Vehicle (SRV) …

Photo Description	This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV).
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	1981

In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station.

X-38 - First Flight

Photo Description	In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	August 1997

Martin A. Knutson seated at …

Title	Martin A. Knutson seated at desk
Description	In May, 1984, Martin A. Knutson was appointed Director of Flight Operations for NASA's Ames Research Center at Moffett Field, California, and also was assigned the additional position as Site Manager of the Ames-Dryden Flight Research Facility at Edwards, California, a position he held until 1990. Knutson attended the University of Minnesota majoring in electrical engineering. He began his aviation career as an aviation cadet in the U.S. Air Force in 1950. Following service in the Korea conflict and participation in developmental test and operation missions in F-84s, he joined the CIA's Air Division flying U-2s. He retired from the Air Force in 1970, having logged over 6,500 hours of flight time. In 1971 Marty Joined NASA at the Ames Research Center as manager of the Airborne Instrumentation Research Project. In 1975 he was named Chief of the Airborne Missions and Applications Division, and served in that position until assuming the position at Dryden. In his six-year tour at Dryden he maintained the facility at 100 percent operational readiness for the most intense period of Shuttle landings ever at the site. He implemented a total modernization of research aircraft support at Dryden by replacing the aging F-104s with a modern F-18 fleet. Marty provided leadership during this period to the successful implementation of a variety of flight research/test programs such as the X-29 forward-swept wing, the planned crash of a B-720 loaded with an experimental FAA fire resistant fuel additive, the F-15 Digital Electronic Engine Control project that integrated propulsion and flight controls for greater efficiency, the Pegasus Air-Launched Rocket Vehicle, the CV-990 Shuttle Landing Gear Test Vehicle, and the F-18 High Angle-of-Attack Research Vehicle. Near the end of his Dryden assignment, the USAF decided to terminate its SR-71 reconnaissance capability and destroy the airframes and associated assets. Almost alone in his belief that these unique aircraft would be needed again for the Nation's defense, Marty fought and won an uphill battle to transfer three SR-71s to Dryden. His awards include the Meritorious Service Medal and the Distinguished Flying Cross, both from the Air Force. He has also received the Intelligence Star twice, NASA's Outstanding Leadership Award and the Presidential Rank of Meritorious Executive. He is an Associate Fellow of the Society of Experimental Test Pilots and a charter member of the federal government's Senior Executive Service.
Date	11.01.1990

Milton (Milt) O. Thompson

Photo Date	1960

One of three X-15 rocket-powered research aircraft being carried aloft under the wing of its B-52 mothership. The X-15 was air launched from the B-52 so the rocket plane would have enough fuel to reach its high speed and altitude test points. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. The X-15s made a total of 199 flights over a period of nearly 10 years and set world's unofficial speed and altitude records of 4,520 miles per hour (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs and also the Space Shuttle program.

X-15 Mated to B-52 Captive F …

Photo Description	One of three X-15 rocket-powered research aircraft being carried aloft under the wing of its B-52 mothership. The X-15 was air launched from the B-52 so the rocket plane would have enough fuel to reach its high speed and altitude test points. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. The X-15s made a total of 199 flights over a period of nearly 10 years and set world's unofficial speed and altitude records of 4,520 miles per hour (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs and also the Space Shuttle program.
Project Description	NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator?s station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft?s normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a, wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	1959

X-31 in flight, Herbst maneu …

This photo shows the M2-F3 Lifting Body being launched from NASA?s B-52 mothership at the NASA Flight Research Center (FRC--now the Dryden Flight Research Center), Edwards, California. A fleet of lifting bodies flown at the FRC from 1963 to 1975 demonstrated the ability of pilots to maneuver and safely land a wingless vehicle designed to fly back to Earth from space and be landed like an aircraft at a pre-determined site. Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs. NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin -- centered between the tip fins -- to improve control characteristics. First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on Nov. 25, 1970. Over the next 26 missions, the M2-F3 reached a top speed of 1,064 mph (Mach 1.6). Highest altitude reached by vehicle was 71,500 feet on Dec. 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls. NASA donated the M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner from 1965 to 1969.

M2-F3 In-flight Launch from …

Photo Description	This photo shows the M2-F3 Lifting Body being launched from NASA?s B-52 mothership at the NASA Flight Research Center (FRC--now the Dryden Flight Research Center), Edwards, California. A fleet of lifting bodies flown at the FRC from 1963 to 1975 demonstrated the ability of pilots to maneuver and safely land a wingless vehicle designed to fly back to Earth from space and be landed like an aircraft at a pre-determined site. Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs. NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin -- centered between the tip fins -- to improve control characteristics. First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on Nov. 25, 1970. Over the next 26 missions, the M2-F3 reached a top speed of 1,064 mph (Mach 1.6). Highest altitude reached by vehicle was 71,500 feet on Dec. 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls. NASA donated the M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner from 1965 to 1969.
Project Description	NASA B-52, Tail Number 008, was an air launch carrier aircraft, "mothership," as well as a research aircraft platform that had been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, was used on some of the most significant research projects in aerospace history. The aircraft was retired on December 17, 2004 in a ceremony at the Dryden Flight Research Center, after nearly 50 years of flight test and research. It was both the oldest B-52 still on flight status, and had the lowest flight time of any B-52. Some of the significant projects supported by B-52 008 included the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 underwent several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 was powered by eight Pratt & Whitney J57-19 turbojet engines, each of which, produced 12,000 pounds of thrust. The aircraft's normal launch speed was Mach 0.8 (about 530 miles per hour) and its normal drop altitude was 40,000 to 45,000 feet. It was 156 feet long and had a wing span of 185 feet. The heaviest load it carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant. Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
Photo Date	August 10, 1971

High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program.

X-15 Mated to B-52 Captive F …

Photo Description	High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program.
Project Description	NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator?s station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft?s normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a, wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft was Roy Bryant.
Photo Date	1960

Kenneth J. Szalai

Title	Kenneth J. Szalai
Description	(AIAA) and Society of Automotive Engineers (SAE). Szalai, a Fellow of the AIAA, also served on the National Academy of Science's "Aeronautics-2000" study. Among the awards Szalai has received are NASA's Exceptional Service Medal, the NASA Outstanding Leadership Medal, and the Presidential Meritorious and Distinguished Rank awards. Szalai was born June 1, 1942, in Milwaukee, Wisc., where he graduated from West Division High School., Kenneth J. Szalai was Director of the NASA Hugh L. Dryden Flight Research Center, Edwards, Calif., from January 1994 through July 1998. He retired from NASA at the end of July to join IBP Aerospace Group, Inc., as the company's new president and chief operating officer. As NASA's primary installation for flight research for more than half a century, Dryden is chartered to conceive and conduct experimental flight research for integrated flight and propulsion controls, advanced optical sensors and controls, viscous drag reduction, advanced configurations, high-altitude, long-endurance aircraft, remotely piloted vehicle technology, hypersonic vehicle experiments, high-speed research for civil transportation, atmospheric tests of advanced rocket and airbreathing propulsion concepts, instrumentation systems, and flight loads predictions. In carrying out this mission, Dryden operates some of the most advanced research aircraft in the nation. When Dryden was administratively a part of the NASA Ames Research Center, Moffett Field, Calif., Szalai was director and also held the position of Ames Deputy Director for Dryden from December 1990 until assuming his current position From 1982 until December 1990, Szalai directed the Dryden Research Engineering Division. He served as Associate Director of the Ames Research Center in 1989. Prior to 1982 he was chief of the Research Engineering Division's Dynamics and Control Branch, and chief of the Flight Control Section. Szalai began his NASA career at Dryden in 1964 following graduation from the University of Wisconsin, where he attended both the Milwaukee and Madison campuses. His bachelor of science degree is in electrical engineering. He also received a master of science degree in mechanical engineering from the University of Southern California in 1970. Szalai was principal investigator on the F-8 Digital Fly-By-Wire program, which successfully flew the first aircraft equipped with a digital electronic flight control system without any mechanical reversion capability. Szalai also held research and systems engineering positions on several research aircraft programs investigating flying qualities, integrated flight controls, and fault tolerant-flight critical systems. He was also flight test engineer and principal investigator on the NASA Airborne Simulator before assuming management positions within the Research Engineering Division. Szalai has worked in various technical and management positions on such programs as the F-111 IPCS, AFTI/F-16, HiMAT, F-15 DEEC, F-15 HIDEC, X-29, X-31, F-16XL Laminar Flow, Space Shuttle Orbiter, Pathfinder Solar Powered Aircraft, SR-71 Sonic Boom, F-15 and MD-11 Propulsion Controlled Aircraft, X-33, and X-38. Szalai has authored over 25 papers and reports and has been a lecturer for the NATO Advisory Group for Aeronautical Research and Development (AGARD). He has served on various technical committees and subcommittees for the American Institute of Aeronautics and Astronautics
Date	01.08.1997

Taxi Arrival of Second SR-71 …

Title	Taxi Arrival of Second SR-71 to Dryden
Description	One of two initial U.S. Air Force SR-71A reconnaissance aircraft that was retired from operational service and loaned to NASA for high-speed research programs taxis in to the ramp on its arrival at NASA's Ames-Dryden Flight Research Facility (later Dryden Flight Research Center), Edwards, California in March 1990. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by, Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.
Date	01.01.1990

747 Shuttle Carrier Aircraft …

Kenneth J. Szalai

Title	Kenneth J. Szalai
Description	Kenneth J. Szalai is Director of the NASA Hugh L. Dryden Flight Research Center, Edwards, California. He was named Center director in January 1994 assuming the position on March 1, 1994. Before that, he served as Ames-Dryden Deputy Center Director and Director of the Dryden Flight Research Facility from December 3, 1990, to March 1, 1994. Ken began his NASA career at Dryden in 1964 following graduation from the University of Wisconsin with a bachelor of science degree in electrical engineering. He also received a master of science degree in mechanical engineering from the University of Southern California in 1970. Szalai was principal investigator on the F-8 Digital Fly-By-Wire program, which successfully flew the first aircraft equipped with a digital electronic flight control system without any mechanical reversion capability. He has worked in various technical and management positions on such programs as the F-111 IPCS, AFTI/F-16, HiMAT, F-15 DEEC, F-15 HIDEC, X-29, X-31, F-16XL Laminar Flow, Space Shuttle Orbiter, Pathfinder Solar Powered Aircraft, SR-71 Sonic Boom, F-15 and MD-11 Propulsion Controlled Aircraft, X-33, and X-38. Szalai has authored over 25 papers and reports and has been a lecturer for the NATO Advisory Group for Aeronautical Research and Development (AGARD). He has served on various technical committees and subcommittees for the American Institute of Aeronautics and Astronautics (AIAA) and Society of Automotive Engineers (SAE). Szalai, a Fellow of the AIAA, also served on the National Academy of Science's "Aeronautics-2000" study. Among the awards Szalai has received are NASA's Exceptional Service Medal, the NASA Outstanding Leadership Medal, and the Presidential Meritorious and Distinguished Rank Awards.
Date	01.01.1991

F-104 #826, T-38 #821, and F …

Title	F-104 #826, T-38 #821, and F-18 #841 in formation flight to commemorate pilot Bill Dana 30 year anni
Description	Three types of aircraft used as chase aircraft in support of research flights at NASA's Dryden Flight Research Center, Edwards, California, fly in formation over nearby mountains. They are, (bottom) the Lockheed F-104G, (upper left) the Northrop T-38A, and the McDonnell Douglas F/A-18A. Chase aircraft are flown by NASA pilots who accompany primary research aircraft in flight as safety observers, provide photographic coverage, and assist by radio and visually - when applicable - with various maneuvers and test points to be flown by the research pilot. Chase pilots are in constant communications with the research aircraft and the Dryden mission control room and serve as a backup "set of eyes and ears" to help the research pilot coordinate and conduct the research flights.
Date	01.01.1990

Western Aeronautical Test Ra …

Title	Western Aeronautical Test Range (WATR) mission control Gold room
Description	Mission control Gold room is seen here, located at the Dryden Flight Research Center of the Western Aeronautical Test Range (WATR). All aspects of a research mission are monitored from one of two of these control rooms at Dryden. The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests, corridors are provided for low, medium, and high-altitude supersonic flight, and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada.
Date	02.01.1990

Western Aeronautical Test Ra …

Title	Western Aeronautical Test Range (WATR) mission control room monitors
Description	This photo shows monitors in a Dryden Flight Research Center mission control room of the Western Aeronautical Test Range (WATR). All aspects of a research mission are monitored from one of two of these control rooms at Dryden. The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests, corridors are provided for low, medium, and high-altitude supersonic flight, and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada.
Date	12.01.1990

SR-71 Landing with Drag Chut …

Title	SR-71 Landing with Drag Chute
Description	1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967., One of two initial U.S. Air Force SR-71A reconnaissance aircraft that was retired from operational service and loaned to NASA for high-speed research programs arrives at NASA's Dryden Flight Research Center, Edwards, California, deploys its drag chute even before its nose gear touches the runway at the end of a 1990 research flight. Dryden flew three YF-12 aircraft, prototypes of the triple-sonic SR-71s, in an earlier supersonic research program between 1969 and 1979. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the
Date	01.01.1990

SR-71 on Ramp

Title	SR-71 on Ramp
Description	NASA's SR-71A, used for high-speed, high-altitude aeronautical research, is seen here on the ramp outside its main building hangar at the Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California. NASA operated two of these unique aircraft, an SR-71A and an SR-71B pilot trainer during the decade of the 1990s. The SR-71 was designed and built by the Lockheed Skunk Works, now Lockheed Martin. Studies have shown that less than 20 percent of the total thrust used to fly at Mach 3 is produced by the basic engine itself. The balance of the total thrust is produced by the unique design of the engine inlet and "moveable spike" system at the front of the engine nacelles, and by the ejector nozzles at the exhaust. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71, designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.
Date	01.01.1990

SR-71 Taking Off

Title	SR-71 Taking Off
Description	One of three U.S. Air Force SR-71 reconnaissance aircraft originally retired from operational service and loaned to NASA for a high-speed research program retracts its landing gear after taking off from NASA's Ames-Dryden Flight Research Facility (later Dryden Flight Research Center), Edwards, California, on a 1990 research flight. One of the SR-71As was later returned to the Air Force for active duty in 1995. Data from the SR-71 high-speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the "peak" overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance, aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another "A" model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.
Date	01.01.1990

F-104 in flight

Title	F-104 in flight
Description	F-104G (N826NA) in flight over the Mojave Desert in January 1988. This aircraft was the last of eleven F-104s delivered to the Dryden Flight Research Center over a period of four decades. The initial group of four (a YF-104A, two F-104As and a two-seat F-104B) arrived between August 1956 and December 1959. One of the F-104As was returned to the Air Force in 1961, and the other was lost in a non-fatal accident in 1962. To support X-15 activities, three special F-104Ns went to NASA in 1963. One crashed in the XB-70 midair collision, and it was replaced by an F-104A/G. (This was an F-104A modified to a G configuration.) As the initial F-104 fleet aged, a pair of two-seat TF-104Gs and a single-seat F-104G joined the Dryden inventory in June 1975. F-104G N826NA, shown in the photo, was one of these. Between 1975 and 1990, the older F-104s were retired - the YF-104A in November 1975, the F-104A/G in June 1977, the F-104B in June 1983, and the two F-104Ns in January 1987 and October 1990. As the F-104s phased out, the replacement F-18s started arriving at Dryden in 1984. F-104s N826NA made its 1,415th and last flight on February 3, 1994. The last two TF-104s ended service in September 1995, ending a 39 year involvement with the aircraft by the NACA and NASA.
Date	01.01.1988

Two YF-23 in flight (US AF p …

Title	Two YF-23 in flight (US AF photo)
Description	The two YF-23 prototype aircraft fly over the Mojave Desert prior to arrival at NASA's Dryden Flight Center, Edwards, California. The YF-23 prototype is one of two aircraft designed and built by the contractor team of Northrop and McDonnell Douglas as part of the demonstration and evaluation phase of the U.S. Air Force's Advanced Tactical Fighter (ATF) selection program. Both YF-23 prototypes were transferred from Norththrop to Dryden. There were no engines in the two aircraft, and NASA had no plans to fly the YF-23's in any research program. NASA had planned to use one of the two aircraft to extensively study strain gage loads calibration techniques, while the other would remain in storage at Dryden. However, both aircraft remained in storage until the summer of 1996 when the aircraft were transferred to museums. The YF-23A Prototype Air Vehicle 2 (PAV-2), serial # 87-0801, is on display at theWestern Museum of Flight [ http://www.wmof.com/yf23a.htm ]in Hawthorne, California, on long term loan from NASA. YF-23A PAV-1 (87-0800) is currently at the Air Force Flight Test Center Museum at Edwards Air Force Base, California. Both YF-23 prototypes were designed and built by the contractor team of Northrop and McDonnell Douglas as part of the demonstration and evaluation phase of the U.S. Air Force's Advanced Tactical Fighter selection program, which concluded in 1990. The YF-23 was unofficially known as the "Black Widow II," a reference to the WWII-era Northrop P-61 Black Widow night fighter.
Date	01.01.1994

The Langley Aerodrome

Title	The Langley Aerodrome
Description	L90-4341: "The Langley Aerodrome, brainchild of a group led by Samuel Langley. Shortly after this photo was taken, the December 8, 1903, manned tests of the Aerodrome ended abruptly in failure, as it fell into the Potomac River". Photograph published in Winds of Change, 75th Anniversary NASA publication, page 6.
Date	04.11.1990

Langley

Title	Langley
Description	Samuel Pierpont Langley (1834 - 1906) and Charles M. Manly (left) chief mechanic and pilot on board the houseboat which served to launch Langley's Aerodrome aircraft over the Potomac River in 1903.
Date	03.27.1990

X-29 Ship #2 in Flight at an …

Title	X-29 Ship #2 in Flight at an Angle that Highlights the Forward Swept Wings
Description	The No. 2 X-29 technology demonstrator aircraft is seen here during a 1990 test flight. At this angle, the aircraft's unique forward-swept wing design is clearly visible. The X-29 was flown by NASA's Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California, in a joint NASA-Defense Advanced Research Projects Agency-Air Force program to investigate the unique design's high-angle-of-attack characteristics and its military utility. Tufts -- small strips of cloth attached to the surface of the aircraft to visually study the flow of air over the aircraft -- can be seen on the aft fuselage, wing, and tail surfaces of the X-29 in this photo. Angle of attack, or high alpha, refers to the angle of an aircraft's body and wings relative to its actual flight path. This aircraft was flown at Dryden from May 1989 until August 1992. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack, flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	01.01.1990

One of NASA's Two Modified B …

Title	One of NASA's Two Modified Boeing 747 Shuttle Carrier (SCA) Aircraft in Flight over NASA Dryden Flig
Description	One of NASA's Boeing 747 Shuttle Carrier Aircraft flies over the Dryden Flight Research Center main building at Edwards Air Force Base, Edwards, California, in May 1999. NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: o Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached o Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability o Removal of all interior furnishings and equipment aft of the forward No. 1 doors o Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed, during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
Date	05.01.1999

Close-up of Wing Fit Check o …

Title	Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
Description	Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an "adapter" to allow the X-38 to be attached to and launched from the B-52's wing. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was, subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1997

Close-up of Wing Fit Check o …

Title	Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
Description	Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an "adapter" to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator to help develop an emergency Crew Return Vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage,, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1997

Close-up of Wing Fit Check o …

Title	Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
Description	Andy Blua and Jeff Doughty of Dryden's Experimental Fabrication Shop, along with B-52 Crew Chief Dan Bains and assistant Mark Thompson, all eye the new X-38 pylon during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California. The fit-check was the first time the 1,200-pound steel pylon, which was fabricated at Dryden, was mated to the B-52. The pylon served as an "adapter" that allowed the X-38 to be attached to the B-52's wing. Earlier flight research vehicles had used the X-15 pylon for attachment to and launch from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing,, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1997

Dryden B-52 Launch Aircraft …

Title	Dryden B-52 Launch Aircraft in Flight over Dryden
Description	NASA's venerable B-52 mothership flies over the main building at the Dryden Flight Research Center, Edwards, California. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and has also been both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor, changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	11.01.1996

Dryden B-52 Launch Aircraft …

Title	Dryden B-52 Launch Aircraft on Dryden Ramp
Description	NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally, by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	11.01.1996

F-15 HiDEC in flight over Mo …

Title	F-15 HiDEC in flight over Mojave desert
Description	NASA's F-15 HIDEC (Highly Integrated Digital Electronic Control) research aircraft cruises over California's Mojave Desert at sunset on a flight out of the Dryden Flight Research Center, Edwards, California. The aircraft was used to carry out research on engine and flight control systems and most recently demonstrated the use of computer-assisted engine controls as a means of landing an aircraft safely with only engine power if its normal control surfaces such as elevators, rudders or ailerons are disabled. The aircraft also tested and evaluated a computerized self-repair flight control system for the Air Force that detects damaged or failed flight control surfaces, and then reconfigures undamaged flight surfaces so the mission can continue or the aircraft is landed safely. Nearly all research being carried out in the HIDEC program is applicable to future civilian and military aircraft.
Date	01.01.1990

Two F-104s in flight

Title	Two F-104s in flight
Description	Two F-104Ns in flight over the desert in 1970. NASA accepted three specially built F-104s in late 1963 for use as pilot proficiency aircraft, low lift over drag trainers, and chase planes. These received the designation "F-104N." The lead aircraft in the photo, N811NA, was delivered on August 19, 1963. The trailing aircraft, N812NA, appeared at the Flight Research Center (now the Dryden Flight Research Center) on September 30, 1963. The third F-104N (number N813NA) arrived on October 22, 1963, but was lost on June 8, 1966 in the collision with the XB-70 #2. Research pilot Joe Walker died in the accident. The surviving F-104Ns served for more then two decades. N811NA flew for the last time in October 1990, after a total of 4,370 flights. N812NA was retired in January 1987, after 4,442 flights. N813NA had made 409 flight at the time it was lost.
Date	01.01.1970

Max Munk at Langley, 1926

Title	Max Munk at Langley, 1926
Description	Max M. Munk in his office at Langley, 1926
Date	03.27.1990

Curtis Racer

Title	Curtis Racer
Description	James H. Doolittle, the NACA's last chairman, visited Langley in February 1928 in his Curtiss Racer, the plane in which he won the 1925 Schneider Trophy Race. Photograph published in Engineer in Charge: A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen (page 403).
Date	04.11.1990

STS-31 on Runway 22 at Edwar …

Title	STS-31 on Runway 22 at Edwards with Recovery Personnel
Description	International's Space Transportation Systems Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., Personnel and equipment converge on the orbiter Discovery to begin servicing the spacecraft following its landing April 29, 1990, at NASA's then Ames-Dryden Flight Research Facility, Edwards, California. Post-landing servicing by the recovery convoy is carried out after each Space Shuttle landing and includes safety checks for flammable and toxic gases escaping from systems aboard the orbiters, hooking up engine fuel purge and equipment coolant lines, and inspecting the brakes before the vehicle is towed from the runway to the shuttle facility at Dryden where it is prepared for the ferry flight back to the Kennedy Space Center in Florida. Up to 24 vehicles and scores of personnel make up the landing recovery convoys at Dryden. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell
Date	04.01.1990

STS-36 on Edwards Runway wit …

Title	STS-36 on Edwards Runway with Recovery Personnel
Description	Personnel and equipment converge on the orbiter Atlantis to begin servicing the spacecraft following its landing 4 March 1990, at NASA's then Ames-Dryden Flight Research Facility, Edwards, California. Mission elapsed time for the Department of Defense mission was 4 days, 10 hours, 19 minutes and 15 seconds. Actual landing time was 10:08 a.m. Post-landing servicing by the recovery convoy is carried out after each Space Shuttle landing and includes safety checks for flammable and toxic gases escaping from systems aboard the orbiters, hooking up engine fuel purge and equipment coolant lines, and inspecting the brakes before the vehicle is towed from the runway to the shuttle facility at Dryden where it is prepared for the ferry flight back to the Kennedy Space Center in Florida. Up to 24 vehicles and scores of personnel make up the landing recovery convoys at Dryden. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used, to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International's Space Transportation Systems Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site.
Date	01.01.1990

X-29 on Lakebed

Title	X-29 on Lakebed
Description	This front-view photo of the X-29 technology demonstrator aircraft shows the X-29 lit by early morning light on Rogers Dry Lake, adjacent to NASA's Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation, models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	11.01.1990

X-29 on Lakebed

Title	X-29 on Lakebed
Description	This front-view photo of the X-29 technology demonstrator aircraft shows the X-29 lit by early morning light on Rogers Dry Lake, adjacent to NASA's Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation, models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	11.01.1990

X-29 on Lakebed

Title	X-29 on Lakebed
Description	This front view of the X-29 research aircraft shows the plane lit by a full moon at the edge of day on Rogers Dry Lake, adjacent to NASA's Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California. The X-29, featuring one of the most unusual aircraft designs in aviation history, was flown as a technology demonstrator. The concepts and technologies explored were the use of advanced composites in aircraft construction, variable-camber wing surfaces, the unique forward-swept wing and its thin supercritical airfoil, strake flaps, and a computerized fly-by-wire flight control system that overcame the aircraft's instability. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws, and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	01.01.1990

X-29 Ships #1 and #2 on Lake …

Title	X-29 Ships #1 and #2 on Lakebed
Description	NASA's two X-29 research aircraft are seen here sitting nose-to-nose against the backdrop of a full-moon sky on Rogers Dry Lake, adjacent to NASA's Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation, models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	01.01.1990

X-29 Ships #1 and #2 on Lake …

Title	X-29 Ships #1 and #2 on Lakebed
Description	This look-down view of NASA's two X-29 research aircraft shows the aircraft lit by the golden rays of early morning on Rogers Dry Lake, adjacent to NASA's Ames-Dryden Flight Research Facility (later Dryden Flight Research Center), Edwards, California. Aircraft No. 1 flew from 1984 to 1988 and investigated general handling qualities, performance, and systems integration. The second aircraft flew from 1989 until 1992 in a program to investigate high angle-of-attack characteristics. Angle of attack (AOA) refers the angle of an aircraft's body and wings relative to its actual flight path. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction, variable-camber wing surfaces, a unique forward- swept wing and its thin supercritical airfoil, strakes, close-coupled canards, and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on "vortex control" phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an, otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.
Date	01.01.1990

Close-up of Wing Fit Check o …

Title	Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
Description	The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an "adapter" to allow the X-38 research vehicle to be carried aloft and launched from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52, carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1997

Pegasus Mated to B-52 Mother …

Title	Pegasus Mated to B-52 Mothership - Front View
Description	NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds, of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	07.01.1991

STS-35 Leaves Dryden on 747 …

Title	STS-35 Leaves Dryden on 747 Shuttle Carrier Aircraft (SCA) Bound for Kennedy Space Center
Description	The first rays of the morning sun light up the side of NASA's Boeing 747 Shuttle Carrier Aircraft (SCA) as it departs for the Kennedy Space Center, Florida, with the orbiter from STS-35 attached to its back. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International's Space Transportation Systems Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload, of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site.
Date	12.01.1990

F-104

Title	F-104
Description	A NASA F-104 in flight over the desert during 1990. The aircraft has an experiment fixture under the fuselage, and a rack under each wing. The right wing rack (on the viewer's left) has an experiment attached.
Date	01.01.1990

Historic Langley Research Ce …

Title	Historic Langley Research Center
Description	The honeycombed screened center of this open-circuit air intake for Langley's first wind tunnel insured a steady, nonturbulent flow of air. Photograph published in Winds of Change (page 27). Also published in Engineer in Charge (page 70): "Two LMAL mechanics pose near the entrance end of the actual tunnel, where air was pulled into the test section through a honeycomb arrangement to smoothen the flow".
Date	04.11.1990

The Variable Density Tunnel

Title	The Variable Density Tunnel
Description	The Variable Density Tunnel arrives by rail in 1922 from the Newport News Shipbuilding and Dry Dock Company. Photograph published in Winds of Change, 75th Anniversary NASA publication (page 72). Also published in Engineer in Charge: A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen (page 77). The tank for the Variable-Density Tunnel arrived at Langley by railway from its Manufacturer, the Newport News Shipbuilding and Dry Dock Company, Newport News. Va., on February 3, 1922.
Date	04.11.1990

Shuttle Endeavour Mated to 7 …

Title	Shuttle Endeavour Mated to 747 SCA Takeoff for Delivery to Kennedy Space Center, Florida
Description	Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site., NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, begins the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International's Space Transportation Systems
Date	01.01.1991

Shuttle Endeavour Mated to 7 …

Title	Shuttle Endeavour Mated to 747 SCA Taxi to Runway for Delivery to Kennedy Space Center, Florida
Description	NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, taxies to the runway to begin the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are assembled in orbit. The Space Shuttles were built by Rockwell International's Space, Transportation Systems Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site.
Date	01.01.1991

STS-36 Shuttle in Mate-Demat …

Title	STS-36 Shuttle in Mate-Demate Device (MDD) Close-up
Description	A close-up, front view of the Space Shuttle Atlantis in the Mate-Demate Device (MDD) as technicians work to prepare the orbiter for its ferry flight from NASA's Ames-Dryden Flight Research Facility (later, the Dryden Flight Research Center) to the Kennedy Space Center, Florida. The 100-foot-high, steel-truss, cantilevered facility is capable of precision positioning more than 220,000 pounds and is used to raise the orbiters onto jacks for ferry-flight servicing, and then hoist them higher to mate them atop the NASA 747 Shuttle Carrier Aircraft (SCA). The MDD, which features three separate hoist units, each capable of lifting 100,000 pounds, was designed by Connell Associates, Inc., Coral Gables, Florida, and built be the George A. Fuller Co., Chicago, Illinois, at a cost of $1.7 million. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other scientific fields. The Space Shuttles can also launch spacecraft into orbits higher than the Shuttle's altitude limit through the use of Inertial Upper Stage (IUS) propulsion units. After release from the Space Shuttle payload bay, the IUS is ignited to carry the spacecraft into deep space. The Space Shuttles are also being used to carry elements of the International Space Station into space where they are, assembled in orbit. The Space Shuttles were built by Rockwell International's Space Transportation Systems Division, Downey, California. Rockwell's Rocketdyne Division (now part of Boeing) builds the three main engines, and Thiokol, Brigham City, Utah, makes the solid rocket booster motors. Martin Marietta Corporation (now Lockheed Martin), New Orleans, Louisiana, makes the external tanks. Each orbiter (Space Shuttle) is 121 feet long, has a wingspan of 78 feet, and a height of 57 feet. The Space Shuttle is approximately the size of a DC-9 commercial airliner and can carry a payload of 65,000 pounds into orbit. The payload bay is 60 feet long and 15 feet in diameter. Each main engine is capable of producing a sea level thrust of 375,000 pounds and a vacuum (orbital) thrust of 470,000 pounds. The engines burn a mixture of liquid oxygen and liquid hydrogen. In orbit, the Space Shuttles circle the earth at a speed of 17,500 miles per hour with each orbit taking about 90 minutes. A Space Shuttle crew sees a sunrise or sunset every 45 minutes. When Space Shuttle flights began in April 1981, Dryden Flight Research Center, Edwards, California, was the primary landing site for the Shuttles. Now Kennedy Space Center, Florida, is the primary landing site with Dryden remaining as the principal alternate landing site.
Date	03.01.1990

Airfoils

Title	Airfoils
Description	The historical evolution of airfoil sections, 1908-1944. Photograph published in Engineer in Charge: A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen (page 115).
Date	04.11.1990

NASA HL-20 PLS Lifting Body …

Title	NASA HL-20 PLS Lifting Body (Mockup)
Description	NASA HL-20 PLS Lifting Body (Mockup): The HL-20 came into use at Langley in October 1990 and is a full-scale non-flying mockup. This mockup was used for engineering studies of maintainability of the vehicle, as testing crew positions, pilot visibility and other human factors considerations.
Date	10.22.1991

Collier Trophy Presentation …

Title	Collier Trophy Presentation 1929
Description	This photograph is a copy of President Herbert Hoover presenting the Collier Trophy to Joseph Ames, chairman of the NACA in 1929. Three years later, as part of his plan to increase efficiency in government, Hoover would sign an executive order to abolish the NACA. Photograph published in Engineer in Charge: A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen (page 130).
Date	04.11.1990

F-106 Flow Visualization

Title	F-106 Flow Visualization
Description	Convair F-106B Delta Dart: As the last piloted Convair F-106 anywhere, NASA 816 saw service at Langley researching storm hazards, experimenting with an Off-Surface flow visualization system and testing a vortex flap. The Delta Dart was not turned over for target drone duty as were the vast majority of F-106s, but retired to the Virginia Air & Space Center in Hampton, Virginia.
Date	02.22.1990

HL-20 Model

Title	HL-20 Model
Description	Robert Vess, a lecturer in mechanical and aerospace engineering at North Carolina State Univeristy, Raleigh, N.C., installs the window flange trim on a full-size engineering model of the HL-20 lifting body for the NASA Langley Research Center. The model, which is approximately 29 feet long, was built by NCSU and North Carolina Agricultural and Technical Univeristy, Greensboro, N.C., for studying crew seating arrangements, habitability, equipment layout, crew ingress and egress, and maintance and handling operations. The studies will take place at Langley and at the NASA Johnson Space Center, Houston, Texas.
Date	08.22.1990

Inteceptor Model in 8 Foot T …

Title	Inteceptor Model in 8 Foot Tunnel
Description	A cooperative effort between NASA Langley, the USAF Wright Laboratories, and Boeing Military Airplane Company was undertaken to evaluate the subsonic, transonic, and supersonic aerodynamics, and stability and control of a Supersonic Fighter / Interceptor Configuration. The wind tunnel investigation was conducted in the Langley 8 ft. TPT to obtain pressures (present photo), force and movements, and off body flaws. The model had highly swept wings with cranked leading edges, nacelles mounted outboard on the wing, a chined-forebody shape for the fuselage, aft-mounted horizontal and vertical tail surfaces.
Date	09.19.1990

B-52 Testing Developmental S …

Title	B-52 Testing Developmental Space Shuttle Drag Chute
Description	An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station., Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1990

B-52 Testing Developmental S …

Title	B-52 Testing Developmental Space Shuttle Drag Chute
Description	A close-up of an experimental drag chute deploying in a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel, operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1990

B-52 Testing Developmental S …

Title	B-52 Testing Developmental Space Shuttle Drag Chute
Description	A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built, originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1990

B-52 Testing Developmental S …

Title	B-52 Testing Developmental Space Shuttle Drag Chute
Description	NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant., NASA's B-52 research aircraft deploys an experimental drag chute just after landing the runway at the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the
Date	01.01.1990

B-52 Testing Developmental S …

Title	B-52 Testing Developmental Space Shuttle Drag Chute
Description	An aerial view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built, originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1990

Pegasus Mated to B-52 Mother …

Title	Pegasus Mated to B-52 Mothership - First Flight
Description	The Pegasus air-launched space booster is carried aloft under the right wing of NASA's B-52 carrier aircraft on its first captive flight from the Dryden Flight Research Center, Edwards, California. The first of two scheduled captive flights was completed on November 9, 1989. Pegasus is used to launch satellites into low-earth orbits cheaply. In 1997, a Pegasus rocket booster was also modified to test a hypersonic experiment (PHYSX). An experimental "glove," installed on a section of its wing, housed hundreds of temperature and pressure sensors that sent hypersonic flight data to ground tracking facilities during the experiment's flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research, vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	11.01.1989

Richard A. Searfoss

Title	Richard A. Searfoss
Description	Richard A. Searfoss became a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif., in July 2001. He brought to Dryden more than 5,000 hours of military flying time and 939 hours in space. Searfoss served in the U.S. Air Force for more than 20 years, retiring with the rank of colonel. Following graduation in 1980 from Undergraduate Pilot Training at Williams Air Force Base, Ariz., Searfoss flew F-111s at RAF Lakenheath, England, and Mountain Home Air Force Base, Idaho. In 1988 he attended the U.S. Naval Test Pilot School, Patuxent River, Md., as a U.S. Air Force exchange officer. He was an instructor pilot at the U.S. Air Force Test Pilot School, Edwards Air Force Base, Calif., when selected for the astronaut program in January 1990. Searfoss became an astronaut in July 1991. A veteran of three space flights, Searfoss has logged 39 days in space. He served as STS-58 pilot on the seven-person life science research mission aboard Space Shuttle Columbia, launching from NASA's Kennedy Space Center, Fla., on Oct. 18, 1993, and landing at Edwards Air Force Base, Calif., on Nov. 1, 1993. The crew performed a number of medical experiments on themselves and 48 rats, expanding knowledge of human and animal physiology. Searfoss flew his second mission as pilot of STS-76 aboard the Space Shuttle Atlantis. During this nine-day mission, which launched March 22, 1996, the crew preformed the third docking of an American spacecraft with the Russian space station Mir. The crew transported to Mir nearly two tons of water, food, supplies, and scientific equipment, as well as U.S. Astronaut Shannon Lucid to begin her six-month stay in space. Completing 145 orbits, STS-76 landed at Edwards Air Force Base, Calif., on March 31, 1996. Searfoss commanded a seven-person crew on the STS-90 Neurolab mission launched on April 17, 1998. The crew served as both experiment subjects and operators for life science experiments focusing on the effects of microgravity on the brain and nervous system. STS-90 was the last and most complex of the 25 Spacelab missions. Completed in 256 orbits, STS-90 landed at Kennedy Space Center, Fla., on May 3, 1998. Searfoss is a 1978 graduate of the U.S. Air Force Academy with a bachelor of science degree in aeronautical engineering. He earned a master of science degree in aeronautics from the California Institute of Technology on a National Science Foundation Fellowship in 1979. He holds FAA Airline Transport Pilot, glider and flight instructor ratings.
Date	07.31.2001

Dryden B-52 Launch Aircraft …

Title	Dryden B-52 Launch Aircraft on Edwards AFB Runway
Description	NASA's venerable workhorse, the B-52 mothership, rolls out on the Edwards AFB runway after a test flight in 1996. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by, the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	11.01.1996

HiMAT Subscale Research Vehi …

Title	HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight
Description	The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA's B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA's Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to, extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1980

X-38 Ship #2 in Free Flight …

Title	X-38 Ship #2 in Free Flight after Release from B-52 Mothership
Description	The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's, station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	07.01.1999

X-38 Ship #2 Mated to B-52 M …

Title	X-38 Ship #2 Mated to B-52 Mothership in Flight
Description	This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by, the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	07.09.1999

Meeting of the Main Committe …

Title	Meeting of the Main Committee of the NACA
Description	The Main Committe of the NACA met in Washington,D.C., twice a year, the annual meeting being held in October and the semiannual meeting in April. Among the matters discussed at this semiannual meeting on 18 April 1929 was the forthcoming construction of a full-scale wind tunnel and a seaplane channel at Langley. Left to Right: John F. Victory, secretary, Dr. William F. Durand, Dr. Orville Wright, Dr. George K. Burgess, Brig. Gen. William E. Gillmore, Maj.Gen. James E. Fechet, Dr. Joseph S. Ames, chairman, Rear Adm. David W. Taylor, USN (Ret.), vice chairman, Capt. Emory S. Land, Rear Adm. William A.Moffett, Dr. Samuel W. Stratton, Dr. George W. Lewis, director of aeronautical research, and Dr. Charles F. Marvin. (One member, Dr. Charles G. Abbot, was absent.)
Date	03.27.1990

M2-F3 In-flight Launch from …

Title	M2-F3 In-flight Launch from B-52
Description	This photo shows the M2-F3 Lifting Body being launched from NASA's B-52 mothership at the NASA Flight Research Center (FRC--now the Dryden Flight Research Center), Edwards, California. A fleet of lifting bodies flown at the FRC from 1963 to l975 demonstrated the ability of pilots to maneuver and safely land a wingless vehicle designed to fly back to Earth from space and be landed like an aircraft at a pre-determined site. Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs. NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin -- centered between the tip fins -- to improve control characteristics. First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on Nov. 25, 1970. Over the next 26 missions, the M2-F3 reached a top speed of l,064 mph (Mach 1.6). Highest altitude reached by vehicle was 7l,500 feet on Dec. 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls. NASA donated The M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner from 1965 to 1969. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall,, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1971

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall side view of Bays B and C on Rows 3 through 7 with the LDEF on the Remote Manipulator System arm. The bright pink tint along the right side of the photograph and to a lesser degree on the photograph in general appears to be a reflected light from the Orbiter's aft flight deck window.
Date	01.12.1990

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall view of the LDEF from the Space end prior to capturing LDEF with the Orbiter's Remote Manipulator System (RMS) arm. Note the extensive damage to the Heavy Ions In Space Experiment thermal covers and the RMS arm poised to grapple the LDEF. The aft flight deck window frame blanks out an area along the left side of the photograph and the background is provided by the Earth and clouds.
Date	01.12.1990

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall side view of Bays A through F on Rows 9 through 1 with the LDEF on the Remote Manipulator System arm. The Orbiter tail structure protudes from the left edge of the photograph. The right side of the photograph is blanked by the frame of the aft flight deck window.
Date	01.12.1990

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall side view of Bays A through E on Rows 3 through 6 with the LDEF on the Remote Manipulator System arm and the Earth in the background. The dark shading in the left side of the photograph appears to be the outline of the Orbiter's aft flight deck window.
Date	01.12.1990

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall side view of Bays A through F on Rows 8 through 12 with the LDEF on the Remote Manipulator System arm. The Orbiter cargo bay is in the left side of the photograph and the Orbiter's aft flight deck window frame is in the right side.
Date	01.12.1990

LDEF (Flight)

Title	LDEF (Flight)
Description	An overall side view of Bays A through C on Rows 4 through 7 with the LDEF on the Remote Manipulator System arm. The bright pink color in the left of the photograph appears to be caused by interior lights reflecting on the aft flight deck window. The aft flight deck window frame is also seen in the left half of the photograph and the Earth's cloud cover is in the background.
Date	01.12.1990

Langley Storage facility which houses remains of Apollo 204 craft

Langley Storage facility whi …

Title	Langley Storage facility which houses remains of Apollo 204 craft
Description	The Apollo 204 command module is seen in storage at Langley Research Center in Virginia. The command module, damaged in the 1967 Apollo fire, its heat shield, booster protective cover and 81 cartons of related hardware and investigative data occupy 3,300 cubic feet of Langley's storage space. Astronauts Virgil I. Grissom, Roger B. Chaffee and Edward H. White II perished in the Apollo 204 spacecraft fire on Jan. 27, 1967 on Launch Complex 34, Cape Canaveral. The hardware has been stored at Langley since 1967. PLEASE NOTE UPDATE: In early May of 1990, NASA announced plans to move the hardware and related data to permanent storage at the site of all the Challenger debris in an abandoned missile silo at Cape Canaveral Air Force Station (CCAFS), Florida. However, at month's end, NASA announced it had decided to keep the capsule at Langley for an indefinite period of time.
Date Taken	1990-04-20

Langley Storage facility whi …

Title	Langley Storage facility which houses remains of Apollo 204 craft
Description	Part of 81 cartons of Apollo 204 hardware and investigation data are seen in storage at Langley Research Center in Virginia. The command module, damaged in the 1967 Apollo fire, its heat shield, booster protective cover and the cartons occupy 3,300 cubic feet of Langley's storage space. Astronauts Virgil I. Grissom, Roger B. Chaffee and Edward H. White II perished in the Apollo 204 spacecraft fire on Jan. 27, 1967 on Launch Complex 34, Cape Canaveral. The hardware has been stored at Langley since 1967. PLEASE NOTE UPDATE: In early May of 1990, NASA announced plans to move the hardware and related data to permanent storage with the Challenger debris in an abandoned missile silo at Cape Canaveral Air Force Station (CCAFS), Florida. However, at month's end, NASA announced it had decided to keep the capsule at Langley for an indefinite period of time.
Date Taken	1990-04-20

NASA Langley's 16 Foot Trans …

Title	NASA Langley's 16 Foot Transonic Wind Tunnel Cone Fairing
Description	A technician prepares to unlatch the door built into one of the guide vanes of the 16-Foot Transonic Wind Tunnel at NASA Langley Research Center, Hampton, Virginia. The tunnel, one of dozens of research facilities at Langley, was built in 1939 and most recently renovated in 1990. Operating transonically or across the speed of sound, the air in the test section travels from about 150 to 1,000 miles per hour. The tunnel is called the "16-Foot" because its test section is approximately 16 feet in diameter. The large cone fairing in the photograph helps to reduce disturbances in air flow around corners. In addition, the guide vanes behind the cone, which form an ellipse, cut across each cylindrical tube at a 45 degree angle. Similar sets of vanes at the three other corners of the wind tunnel turn the air uniformly as it rushes through the 1000-foot race-track-like enclosed tube. If guide vanes were omitted, the air would pile up in dense masses along the outside curves, like water rounding a bend in a fast brook. Wind tunnel tests require a uniform flow of fast, smooth air. The 16-Foot has recently been used to develop new rectangular nozzles for high performance aircraft. The new two-dimensional nozzles will be able to deflect jet exhaust in any direction for increased maneuverability. This "thrust vectoring" may allow future military aircraft to be designed without traditional tail control surfaces or perhaps the entire tail.
Date	03.31.1990

B-52 Flight Mission Symbolog …

Title	B-52 Flight Mission Symbology - Close up
Description	A close-up view of some of the mission markings that tell the story of the NASA B-52 mothership's colorful history. These particular markings denote some of the experiments the bomber conducted to develop parachute recovery systems for the solid rocket boosters used by the Space Shuttle. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA, B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1993

B-52 Flight Mission Symbolog …

Title	B-52 Flight Mission Symbology on Side of Craft
Description	A view of some of the mission markings, painted on the side of NASA's B-52 mothership, that tell the story of its colorful history. Just as combat aircraft would paint a bomb on the side of an aircraft for each bombing mission completed, NASA crew members painted a silhouette on the side of the B-52's fuselage to commemorate each drop of an X-15, lifting body, remotely piloted research vehicle, X-38 crew return vehicle, or other experimental vehicle or parachute system. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to, extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1993

B-52 Launch Aircraft in Flig …

Title	B-52 Launch Aircraft in Flight
Description	B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet., NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the
Date	03.30.2001

B-52 Launch Aircraft in Flig …

Title	B-52 Launch Aircraft in Flight
Description	B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet., NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the
Date	03.30.2001

B-52 Launch Aircraft in Flig …

Title	B-52 Launch Aircraft in Flight
Description	B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet., NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the
Date	03.30.2001

B-52 Testing F-111 Parachute

Title	B-52 Testing F-111 Parachute
Description	The main parachute begins to deploy on the mock-up of an F-111 "Aardvark" bomber cockpit section after being dropped from NASA's B-52 mothership during 1988 flight tests on improved parachute systems for the Air Force bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor, changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1988

B-52 Testing F-111 Parachute

Title	B-52 Testing F-111 Parachute
Description	A mock-up of an F-111 cockpit section drops out of the bomb bay of NASA's B-52 mothership on a test flight of a new parachute system for the F-111 "Aardvark" bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station., Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1988

B-52B Cockpit Instrument Pan …

Title	B-52B Cockpit Instrument Panel
Description	Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant., This photo shows a close-up view of the instrument panel in the cockpit of NASA's B-52 research aircraft. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the HiMAT, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the
Date	11.14.1996

Spin Research Vehicle (SRV) …

Title	Spin Research Vehicle (SRV) in B-52 Captive Flight
Description	This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV). NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was, subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1981

HiMAT Subscale Research Vehi …

Title	HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View
Description	A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA's B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52, is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	01.01.1980

X-38 - First Flight

Title	X-38 - First Flight
Description	Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company,, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	08.01.1997

X-38 Mounted on Pylon of B-5 …

Title	X-38 Mounted on Pylon of B-52 Mothership
Description	A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station., Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	07.01.1997

X-38 on B-52 Wing Pylon - Vi …

Title	X-38 on B-52 Wing Pylon - View from Observation Window
Description	A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines,, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.
Date	11.19.1997

16 Foot Transonic Tunnel Tur …

Title	16 Foot Transonic Tunnel Turning Vanes
Description	A technician prepares to unlatch the door built into the guide vanes of the 16-Foot Transonic Wind Tunnel at NASA Langley Research Center, Hampton, Virginia. The tunnel, one of dozens of research facilities at Langley, was built in 1939 and most recently renovated in 1990. Operating transonically or across the speed of sound, the air in the test section travels from about 150 to 1,000 miles per hour. The tunnel is called the "16-Foot" because its test section is approximately 16 feet in diameter. The guide vanes, which form an ellipse 58-feet high and 82-feet wide, cut across each cylindrical tube at a 45 degree angle. Similar sets of vanes at the three other corners of the wind tunnel turn the air uniformly as it rushes through the 1000-foot race-track-like enclosed tube. If guide vanes were omitted, the air would pile up in dense masses along the outside curves, like water rounding a bend in a fast brook. Turbulent eddies would interfere with the wind tunnel tests, which require a uniform flow of fast, smooth air. The 16-Foot has recently been used to develop new rectangular nozzles. The new two-dimensional nozzles will be able to deflect jet exhaust in any direction. This "thrust vectoring" may allow future military aircraft to either have no tails or very small tails compared to contemporary aircraft.
Date	05.01.1990

Langley Storage facility whi …

Title	Langley Storage facility which houses remains of Apollo 204 craft
Description	A warehouse holding Apollo 204 hardware and investigative data is seen at Langley Research Center in Virginia. The command module, damaged in the 1967 Apollo fire, its heat shield, booster protective cover and 81 cartons of data and other related materials occupy 3,300 cubic feet. Astronauts Virgil I. Grissom, Roger B. Chaffee and Edward H. White II perished in the Apollo 204 spacecraft fire on Jan. 27, 1967 on Launch Complex 34 at Cape Canaveral. The hardware has been stored at Langley since 1967. PLEASE NOTE UPDATE: In early May of 1990, NASA announced plans to move the hardware and related data to permanent storage with the Challenger debris in an abandoned missile silo at Cape Canaveral Air Force Station (CCAFS), Florida. However, at month's end, NASA announced it had decided to keep the capsule at Langley for an indefinite period of time.
Date Taken	1990-04-20

Langley Storage facility whi …

Title	Langley Storage facility which houses remains of Apollo 204 craft
Description	The Apollo 204 command module is seen in storage at Langley Research Center in Virginia. The command module, damaged in the 1967 Apollo fire, its heat shield, booster protective cover and 81 cartons of related hardware and investigative data occupy 3,300 cubic feet of warehouse storage space. Astronauts Virgil I. Grissom, Roger B. Chaffee and Edward H. White II perished in the Apollo 204 spacecraft fire on Jan. 27, 1967 on Launch Complex 34 at Cape Canaveral. The hardware has been stored at Langley since 1967. PLEASE NOTE UPDATE: In early May of 1990, NASA announced plans to move the hardware and related data to permanent storage with the Challenger debris in an abandoned missile silo at Cape Canaveral Air Force Station (CCAFS), Florida. However, at month's end, NASA announced it had decided to keep the capsule at Langley for an indefinite period of time.
Date Taken	1990-04-20

LDEF: Longeron L (Rows 11/12 …

Title	LDEF: Longeron L (Rows 11/12)
Description	LDEF: Longeron L (Rows 11/12)
Date	02.06.1990

LDEF: On RMS Arm With Florid …

Title	LDEF: On RMS Arm With Florida in Background
Description	LDEF: On RMS Arm With Florida in Background
Date	02.06.1990

LDEF: Orbital Flight Orienta …

Title	LDEF: Orbital Flight Orientation
Description	LDEF: Orbital Flight Orientation
Date	02.06.1990

LDEF: Overall View During Re …

Title	LDEF: Overall View During Removal From Cargo Bay
Description	LDEF: Overall View During Removal From Cargo Bay
Date	02.06.1990

LDEF: Overall View of Rows 1 …

Title	LDEF: Overall View of Rows 11 & 12, Left Half- SAEF II
Description	LDEF: Overall View of Rows 11 & 12, Left Half- SAEF II
Date	02.06.1990

LDEF: Overall View of Rows 1 …

Title	LDEF: Overall View of Rows 11 & 12, Right Half-SAEF II
Description	LDEF: Overall View of Rows 11 & 12, Right Half-SAEF II
Date	02.06.1990

LDEF: Overall View of Rows 3 …

Title	LDEF: Overall View of Rows 3 & 4, Left Half- SAEF II
Description	LDEF: Overall View of Rows 3 & 4, Left Half- SAEF II
Date	02.06.1990

LDEF: Overall View of Space …

Title	LDEF: Overall View of Space End in SAEF II
Description	LDEF: Overall View of Space End in SAEF II
Date	02.06.1990

LDEF: Overall View, Bays A t …

Title	LDEF: Overall View, Bays A thru F, Rows 1 thru 5
Description	LDEF: Overall View, Bays A thru F, Rows 1 thru 5
Date	02.06.1990

LDEF: Overall View-Back of T …

Title	LDEF: Overall View-Back of Tray C3
Description	LDEF: Overall View-Back of Tray C3
Date	02.06.1990

LDEF: Postfligh Detail-Front …

Title	LDEF: Postfligh Detail-Front Lower Left 1/6
Description	LDEF: Postfligh Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail- Fro …

Title	LDEF: Postflight Detail- Front Lower Left 1/6
Description	LDEF: Postflight Detail- Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-3rd …

Title	LDEF: Postflight Detail-3rd & 4th Rows Closeup
Description	LDEF: Postflight Detail-3rd & 4th Rows Closeup
Date	02.06.1990

LDEF: Postflight Detail-EPDS …

Title	LDEF: Postflight Detail-EPDS Cover Off-Discolorations
Description	LDEF: Postflight Detail-EPDS Cover Off-Discolorations
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front 10 th Row Closeup
Description	LDEF: Postflight Detail-Front 10 th Row Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front 2 Left Rows Closeup
Description	LDEF: Postflight Detail-Front 2 Left Rows Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front 5th Row Closeup
Description	LDEF: Postflight Detail-Front 5th Row Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front 7th Row Closeup
Description	LDEF: Postflight Detail-Front 7th Row Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front 9 th Row Closeup
Description	LDEF: Postflight Detail-Front 9 th Row Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Areas of Discoloration
Description	LDEF: Postflight Detail-Front Areas of Discoloration
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Box Shadow on Tray Wall
Description	LDEF: Postflight Detail-Front Box Shadow on Tray Wall
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Brown Discoloration
Description	LDEF: Postflight Detail-Front Brown Discoloration
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Center 1/6
Description	LDEF: Postflight Detail-Front Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Dark Discoloration
Description	LDEF: Postflight Detail-Front Dark Discoloration
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Discolorations
Description	LDEF: Postflight Detail-Front Discolorations
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Impact Closeup
Description	LDEF: Postflight Detail-Front Impact Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Left 1/3-Middle 1/3
Description	LDEF: Postflight Detail-Front Left 1/3-Middle 1/3
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Left 1/3-Upper 1/3
Description	LDEF: Postflight Detail-Front Left 1/3-Upper 1/3
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Left of Box
Description	LDEF: Postflight Detail-Front Left of Box
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Box Closeup
Description	LDEF: Postflight Detail-Front Lower Box Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6
Description	LDEF: Postflight Detail-Front Lower Center 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center 1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center Closeup
Description	LDEF: Postflight Detail-Front Lower Center Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center Closeup
Description	LDEF: Postflight Detail-Front Lower Center Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center Closeup
Description	LDEF: Postflight Detail-Front Lower Center Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center Closeup
Description	LDEF: Postflight Detail-Front Lower Center Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Center1/6 Closeup
Description	LDEF: Postflight Detail-Front Lower Center1/6 Closeup
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4
Description	LDEF: Postflight Detail-Front Lower Left 1/4
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/4(Bay A)
Description	LDEF: Postflight Detail-Front Lower Left 1/4(Bay A)
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

LDEF: Postflight Detail-Fron …

Title	LDEF: Postflight Detail-Front Lower Left 1/6
Description	LDEF: Postflight Detail-Front Lower Left 1/6
Date	02.06.1990

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