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Gulfstream G-III
A half-dozen test flights in …
6/24/08
Description A half-dozen test flights in early 2007 evaluated the aerodynamic effect of the UAVSAR pod on the performance of NASA's Gulfstream-III research testbed. February 26, 2007 NASA Photo / Tom Tschida ED07-0027-56
Date 6/24/08
Autonomous Formation Flight …
EC01-0267-2 Two NASA F/A-18 …
4/23/09
Description EC01-0267-2 Two NASA F/A-18 aircraft are participating in the Autonomous Formation Flight mission over California's Mojave Desert. The two-seat Systems Research Aircraft (tail number 845) leads the formation for the drag-reduction study that mimics the flight pattern of migrating birds. The aircraft are approximately 55 feet apart from tail of the lead to nose of the trailing F/A-18 tail number 847. &#8250, Read Project DescriptionSeptember 20, 2001 NASA Photo / Lori Losey
Date 4/23/09
Gulfstream G-III
An eight-foot-long pod desig …
6/24/08
Description An eight-foot-long pod designed to carry a synthetic aperture radar hangs from the underbelly of NASA's Gulfstream-III research testbed. February 26, 2007 NASA Photo / Tom Tschida ED07-0027-54
Date 6/24/08
Gulfstream G-III
The synthetic aperture radar …
6/24/08
Description The synthetic aperture radar pod developed by JPL is slung beneath NASA's Gulfstream-III research testbed during flight tests. February 26, 2007 NASA Photo / Tom Tschida ED07-0027-45
Date 6/24/08
Gulfstream G-III
NASA's Gulfstream-III resear …
6/24/08
Description NASA's Gulfstream-III research testbed lifts off the Edwards AFB runway on an envelope-expansion flight test with the UAV synthetic aperture radar pod. February 26, 2007 NASA Photo / Tom Tschida ED07-0027-39
Date 6/24/08
Gulfstream G-III
A forest of tufts are mounte …
6/24/08
Description A forest of tufts are mounted on the underbelly and pylon of NASA's Gulfstream-III research aircraft to help engineers determine airflow around the UAVSAR pod. February 26, 2007 NASA Photo / Tony Landis ED07-0027-01
Date 6/24/08
X-48B
The unique X-48B Blended Win …
7/3/08
Description The unique X-48B Blended Wing Body subscale demonstrator banks over desert scrub at Edwards AFB during the aircraft's fifth test flight Aug. 14, 2007. August 14, 2007 NASA / Carla Thomas ED07-0192-09
Date 7/3/08
X-48B
Boeing Phantom Works has par …
7/3/08
Description Boeing Phantom Works has partnered with NASA and the Air Force Research Laboratory to study the structural, aerodynamic and operational advantages of the 'Blended Wing Body' advanced aircraft concept, a cross between a conventional plane and a flying wing design. The Air Force has designated the prototype the X-48B based on its interest in the design's potential as a multi-role, long-range, high-capacity military transport aircraft. October 24, 2006 NASA / Tony Landis ED06-0198-06
Date 7/3/08
X-48B
Boeing's X-48B Blended Wing …
7/3/08
Description Boeing's X-48B Blended Wing Body technology demonstrator shows off its unique lines at sunset on Rogers Dry Lake adjacent to NASA DFRC. October 24, 2006 Boeing / Robert Ferguson ED06-0201-2
Date 7/3/08
X-48B
X-48B blended wing body airc …
7/3/08
Description X-48B blended wing body aircraft during first flight on July 20, 2007. July 20, 2007 NASA / Carla Thomas ED07-0192-06
Date 7/3/08
X-48B
The unique manta-ray shaped …
7/3/08
Description The unique manta-ray shaped planform of the Blended Wing Body X-48B is evidenced as the subscale demonstrator soars over Edwards AFB on its first test flight. July 20, 2007 NASA / Carla Thomas ED07-0164-04
Date 7/3/08
X-48B
Boeing's sub-scale X-48B Ble …
7/3/08
Description Boeing's sub-scale X-48B Blended Wing Body aircraft flies over the edge of Rogers Dry Lake at Edwards Air Force Base during its fifth flight on Aug. 14, 2007. August 14, 2007 NASA / Carla Thomas ED07-0192-06
Date 7/3/08
Global Hawk
The bulbous nose of one of N …
1/8/09
Description The bulbous nose of one of NASA's two Global Hawk unmanned high-altitude aircraft houses communications and sensor payloads on Earth science missions. December 11, 2008 NASA Photo / Tony Landis ED08-0309-23
Date 1/8/09
X-48B
The chocolate-colored expans …
7/3/08
Description The chocolate-colored expanse of Rogers Dry Lake frames the sleek lines of the Boeing / NASA X-48B subscale demonstrator during a test flight at Edwards AFB. August 14, 2007 NASA / Carla Thomas ED07-0192-08
Date 7/3/08
ED08-0309-24
This Global Hawk unmanned ai …
1/8/09
Description This Global Hawk unmanned aircraft is one of two that are used by NASA for Earth science missions and by Northrop Grumman for follow-on developmental testing. December 11, 2008 NASA Photo / Tony Landis ED08-0309-24
Date 1/8/09
STS-126
Endeavour is slowly hoisted …
1/13/09
Description Endeavour is slowly hoisted aloft in the Mate-Demate gantry before being mounted atop its modified 747 carrier aircraft for a ferry flight back to Florida. &#8250, Read STS-126 Status Report December 8, 2008 NASA Photo / Tony Landis ED08-0306-90
Date 1/13/09
X-48B
The X-48B Blended Wing Body …
7/3/08
Description The X-48B Blended Wing Body research aircraft banks smartly in this Block 2 flight phase image. April 4, 2008 NASA / Carla Thomas ED07-0192-03
Date 7/3/08
X-48B
Making a nice landing, the X …
7/3/08
Description Making a nice landing, the X-48B Blended Wing Body research aircraft team ends another successful Block 2 flight. April 4, 2008 NASA / Carla Thomas ED07-0192-03
Date 7/3/08
Orion Crew Module
Surrounded by work platforms …
7/15/08
Description Surrounded by work platforms, the full-scale Orion AFT crew module (center) is undergoing preparations for the first flight test of Orion's launch abort system. May 20, 2008 NASA / Tony Landis ED08-0090-318
Date 7/15/08
Orion Crew Module
Sporting a fresh paint job, …
7/15/08
Description Sporting a fresh paint job, NASA's first Orion full-scale abort flight test crew module awaits avionics and other equipment installation. April 1, 2008 NASA / Tony Landis ED08-0085-105
Date 7/15/08
ER-2
One of NASA's two ER-2 Earth …
6/30/08
Description One of NASA's two ER-2 Earth resources aircraft shows off its lines during a flyover at the Edwards Air Force Base open house Oct. 28-29, 2006. October 28, 2006 NASA Photo by Jim Ross ED06-0202-62
Date 6/30/08
ER-2
The large air intakes for it …
6/30/08
Description The large air intakes for its powerful engine are obvious as NASA's high-flying ER-2 #806 Earth resources aircraft taxies out for another science mission. July 13, 2006 NASA Photo / Jim Ross ED06-0117-20
Date 6/30/08
ER-2
Lockheed ER-2 #809 high alti …
6/30/08
Description Lockheed ER-2 #809 high altitude research aircraft in flight August 1, 2001 NASA Photo / Lori Losey EC01-0232-2
Date 6/30/08
ER-2
Lockheed ER-2 #809 high alti …
6/30/08
Description Lockheed ER-2 #809 high altitude research aircraft in flight. August 1, 2001 NASA Photo / Lori Losey EC01-0232-6
Date 6/30/08
ER-2
NASA'S ER-2 #806 lifts off f …
7/1/08
Description NASA'S ER-2 #806 lifts off from Edwards Air Force Base on a CALIPSO and CloudSat validation instrument checkout flight. July 13, 2006 NASA Photo / Jim Ross ED06-0117-24
Date 7/1/08
ER-2
ER-2 #809 receives preflight …
7/1/08
Description ER-2 #809 receives preflight fueling outside Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE). January 24, 2000 NASA Photo / Jim Ross EC00-0037-3
Date 7/1/08
Bohn-Meyer Math and Science …
Read Feature Bob Meyer, prog …
2/12/09
Description Read Feature Bob Meyer, program manager of NASA's Stratospheric Observatory for Infrared Astronomy, explained highlights of NASA's SOFIA program to middle school students attending the 2009 Bohn-Meyer Math and Science Odyssey. February 6, 2009 NASA Photo / Tom Tschida ED09-0032-08
Date 2/12/09
Ikhana
With smoke from the Lake Arr …
7/9/08
Description With smoke from the Lake Arrowhead, CA area fires streaming in the background, NASA's Ikhana unmanned aircraft heads out on a wildfire imaging mission. October 24, 2007 NASA Photo / Jim Ross ED07-0243-36
Date 7/9/08
Bohn-Meyer Math and Science …
Read Feature Eric Hensley, a …
2/12/09
Description Read Feature Eric Hensley, an eighth-grade student at Rosamond's Tropico Middle School, explains the design of the model glider he designed and built at the Bohn-Meyer Math and Science Odyssey. February 6, 2009 NASA Photo / Tom Tschida ED09-0032-19
Date 2/12/09
Bohn-Meyer Math and Science …
Read Feature Bill Rogers, ph …
2/12/09
Description Read Feature Bill Rogers, physics lab technician at Antelope Valley College, demonstrates static electricity to a group of middle school students with a Van de Graaff electrostatic generator at the Bohn-Meyer Math and Science Odyssey. February 6, 2009 NASA Photo / Tom Tschida ED09-0032-24
Date 2/12/09
Bohn-Meyer Math and Science …
Read Feature A group of midd …
2/12/09
Description Read Feature A group of middle school students launch their plastic bag hot air balloon after filling it with hot air from a hair dryer during the 2009 Bohn-Meyer Math and Science Odyssey at Antelope Valley College. February 6, 2009 NASA Photo / Tom Tschida ED09-0032-30
Date 2/12/09
Bohn-Meyer Math and Science …
Read Feature Paul Jones, sen …
2/12/09
Description Read Feature Paul Jones, senior research chemist at the Air Force Research Laboratory at Edwards Air Force Base and Krista Esse, a student at Lancaster's Amargosa Creek Middle School, get some hands-on experiment experience during the «É_Cowabunga Chemistry«É_ workshop at the 2009 Bohn-Meyer Math and Science Odyssey. February 6, 2009 NASA Photo / Tom Tschida ED09-0032-34
Date 2/12/09
Ikhana
Although the new fiber optic …
7/9/08
Description Although the new fiber optic sensors on the Ikhana are not visible, the sealant used to cover them can be seen in this view from above the left wing. December 17, 2007 NASA Photo / Tony Landis ED07-0287-08
Date 7/9/08
Ikhana
Larry Hudson and James Smith …
7/9/08
Description Larry Hudson and James Smith work on a ground validation test with new fiber optic sensors that led to validation flights on the Ikhana aircraft. January 17, 2008 NASA Photo / Tony Landis ED08-0016-20
Date 7/9/08
Ikhana
Ikhana fiber optic wing shap …
7/9/08
Description Ikhana fiber optic wing shape sensor team: clockwise from left, Anthony "Nino" Piazza, Allen Parker, William Ko and Lance Richards. May 1, 2008 NASA Photo / Tom Tschida ED08-0109-08
Date 7/9/08
History This Week: 09/16/199 …
B-52B (52-0008) makes its 1, …
9/15/08
Description B-52B (52-0008) makes its 1,000 flight. Originally used as a test aircraft, it was modified as an X-15 mothership. It subsequently carried a variety of experiments, including the heavy weight lifting bodies and the X-43A. It was retired on December 17, 2004, after nearly 50 years of flight operations. NASA Photo EC04-0197-4
Date 9/15/08
F-15B #836 Research Testbed
One of NASA's two F-15 resea …
9/23/08
Description One of NASA's two F-15 research aircraft gets refueled in mid-air over Lake Isabella from a USAF KC-135 tanker while NASA's other F-15 flies chase alongside. July 22, 2005 Nasa Photo /Tony Landis EC05-0148-30
Date 9/23/08
F-15B #836 Research Testbed
NASA's F-15B carrying therma …
9/23/08
Description NASA's F-15B carrying thermal insulation foam on its flight test fixture is shadowed by a NASA F-18B chase aircraft during a LIFT experiment research flight. February 16, 2005 Nasa Photo / Jim Ross EC05-0030-10
Date 9/23/08
F-15B #836 Research Testbed
A post-flight inspection of …
9/23/08
Description A post-flight inspection of the panels on the F-15B's flight test fixture shows five divots of TPS foam were successfully ejected during the LIFT experiment. February 16, 2005 Nasa Photo / Jim Ross EC05-0030-04
Date 9/23/08
Orion Launch Complex
Read News Release 09-08 The …
3/4/09
Description Read News Release 09-08 The gantry for stacking the Orion Launch Abort System for upcoming Abort Flight Tests at White Sands Missile Range is shown during construction. February 23, 2009 NASA Photo
Date 3/4/09
F-15B #836 Research Testbed
All six divots of thermal in …
9/23/08
Description All six divots of thermal insulation foam have been ejected from the flight test fixture on NASA's F-15B testbed as it returns from a LIFT experiment flight. February 14, 2005 Nasa Photo / Carla Thomas EC05-0028-18
Date 9/23/08
Orion Launch Complex
Read News Release 09-08 Laun …
3/4/09
Description Read News Release 09-08 Launch Complex 32 at White Sands Missile Range in New Mexico that will be the site of the Orion Abort Flight Tests is shown in this overall view. February 25, 2009 NASA photo
Date 3/4/09
Orion Launch Complex
Read News Release 09-08 A Ja …
3/4/09
Description Read News Release 09-08 A Jacobs Technologies steel worker guides an access stair into place during construction of the gantry for the Orion Abort Flight Tests at Launch Complex 32 at White Sands Missile Range, N.M. February 23, 2009 NASA Photo
Date 3/4/09
Orion Launch Complex
Read News Release 09-08 Jaco …
3/4/09
Description Read News Release 09-08 Jacobs Technologies steel workers guide an access stair into place during construction of the gantry for the Orion Abort Flight Tests at Launch Complex 32 at White Sands Missile Range, N.M. February 23, 2009 NASA Photo
Date 3/4/09
HiMAT
ECN-14284 HiMAT Subscale Res …
4/20/09
Description ECN-14284 HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View HiMAT Project Description December 30, 1980 NASA photo
Date 4/20/09
History This Week: 10/01/195 …
NACA (National Advisory Comm …
10/8/08
Description NACA (National Advisory Committee for Aeronautics) became NASA (National Aeronautics and Space Administration). On that day William H. Dana reported to work as an engineer at the High-Speed Flight Station as the first NASA employee at the Center. He transferred to the pilot's office less than a year later and would go on to fly lifting bodies and the X-15, to name a few of the projects for which he was a pilot. NASA Photo E-5327
Date 10/8/08
History This Week: 10/08/196 …
William "Gus" Briegleb, of S …
10/8/08
Description William "Gus" Briegleb, of Sailplane Corporation of America, signs a contract to build the M2-F1 plywood fuselage. This became the first full-scale lifting body, part of an extensive program to explore atmospheric entry in something other than a capsule. NASA Photo E94-42509-10
Date 10/8/08
History This Week: 10/14/194 …
A Bell XS-1 (tail no. 6062), …
10/8/08
Description A Bell XS-1 (tail no. 6062), piloted by USAF Capt. Chuck Yeager, exceeded the speed of sound in history's first supersonic flight. The NACA instrumented the aircraft and planned the flight, and would soon reach supersonic speeds in the second X-1 under its control. NASA Photo E60-6204
Date 10/8/08
History This Week: 10/24/196 …
William H. Dana makes the 19 …
10/20/08
Description William H. Dana makes the 199th, and last, X-15 flight. He reached a speed of Mach 5.38 and an altitude of 255,000 feet. The center's attempt to make a 200th flight was defeated by weather: it snowed. NASA Photo E60-6204
Date 10/20/08
The Antelope Valley Inn in L …
The Antelope Valley Inn in L …
10/9/08
Description The Antelope Valley Inn in Lancaster, CA, celebrates the Space Shuttle Columbia's first landing at nearby Edwards AFB on April 14, 1981. Columbia was built in the Lancaster area. April 1981 NASA / Photo ECN-15435
Date 10/9/08
Guppy
EC05-0091-28 JSC technicians …
4/20/09
Description EC05-0091-28 JSC technicians David Wyckoff and Tom Gordon carefully maneuver their equipment into place as they prepare to remove the Super Guppy's left main landing gear. April 21, 2005NASA Photo / Tony Landis
Date 4/20/09
Guppy
EC05-0091-29Assistant crew c …
4/20/09
Description EC05-0091-29Assistant crew chief David Wyckoff applies some elbow grease to loosen a link pin during a landing gear changeout on NASA Johnson Space Center's Super Guppy.April 21, 2005NASA Photo / Tony Landis
Date 4/20/09
Guppy
EC05-0091-47Assistant crew c …
4/20/09
Description EC05-0091-47Assistant crew chief David Wyckoff checks out operation of the Super Guppy's new landing gear from the flight deck after changeout is complete.April 28, 2005NASA Photo / Tomy Landis
Date 4/20/09
Shuttle Columbia Touches Dow …
The Space Shuttle Columbia t …
10/9/08
Description The Space Shuttle Columbia touches down on lakebed runway 23 at Edwards Air Force Base, Calif., to conclude the first orbital shuttle mission. April 14, 1981 NASA / Photo ED06-0045-1
Date 10/9/08
NASA Reinstalls Main Mirror …
October 8,2008 SOFIA's prima …
10/17/08
Description October 8,2008 SOFIA's primary mirror assembly is lifted above wing level prior to its reinstallation in the telescope cavity of NASA's 747 airborne observatory Oct. 8, 2008. NASA Photo / Carla Thomas ED08-0262-42
Date 10/17/08
History This Week: 11/14/200 …
A modified F-18 underwent a …
11/17/08
Description A modified F-18 underwent a checkout and envelope-expansion flight for the Active Aeroelastic Wing program. In a return to the Wright brothers control system, the AAW used aerodynamically induced wing twist for roll control at transonic and supersonic speeds. NASA Photo EC04-0361-02
Date 11/17/08
History This Week: 11/20/195 …
Scott Crossfield, at the con …
11/17/08
Description Scott Crossfield, at the controls of the rocket-powered D-558-2 Skyrocket, was the first pilot to fly twice the speed of sound. Among the preparations for the flight, the team cold soaked the water/alcohol mixture, enabling them to add another 15 gallons of fuel for a slightly longer burn. NASA Photo E-1109
Date 11/17/08
History This Week: 11/26/196 …
Pete Knight makes the first …
11/30/08
Description Pete Knight makes the first of ten attempts to fly the 200th X-15 mission. The attempt was cancelled before take off due to technical problems. The other attempts were called off due to bad weather and technical problems. The program never flew the 200th flight. NASA Photo EC65-885
Date 11/30/08
STS-125
ED09-0127-01 Space Shuttle A …
5/24/09
Description ED09-0127-01 Space Shuttle Atlantis touches down on Runway 22 at Edwards Air Force Base May 24 to conclude its almost 5.3-million-mile STS-125 mission to upgrade the Hubble Space Telescope. May 24, 2009 NASA Photo / Carla Thomas
Date 5/24/09
STS-125
ED09-0127-91 NASA 911, a Boe …
6/1/09
Description ED09-0127-91 NASA 911, a Boeing 747 modified to carry the space shuttles, lifts off Runway 22 at Edwards Air Force Base carrying the shuttle Atlantis on its back on the first leg of Atlantis' ferry flight back to the Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Tom Tschida<br >
Date 6/1/09
STS-125
ED09-0127-90 Paced by a NASA …
6/4/09
Description ED09-0127-90 Paced by a NASA F-18, one of NASA's modified Boeing 747 space shuttle carriers, lifts off Runway 22L at Edwards Air Force Base with the shuttle Atlantis on its back on the first leg of Atlantis' ferry flight back to the Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Tom Tschida
Date 6/4/09
DAOF Fabrication Shop
Layout table at DAOF Fabrica …
11/26/08
Description Layout table at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-05
Date 11/26/08
STS-125
ED09-0127-92 NASA 911, one o …
6/4/09
Description ED09-0127-92 NASA 911, one of NASA's two modified Boeing 747 space shuttle carriers, lifts off Runway 22L at Edwards Air Force Base with the shuttle Atlantis on its back on the first leg of Atlantis' ferry flight back to the Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Tom Tschida
Date 6/4/09
DAOF Fabrication Shop
Welding station at DAOF Fabr …
11/26/08
Description Welding station at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-06
Date 11/26/08
STS-125
ED09-0127-93 NASA 911, a Boe …
6/4/09
Description ED09-0127-93 NASA 911, a Boeing 747 modified to carry the space shuttles, soars skyward off Runway 22L at Edwards Air Force Base with the shuttle Atlantis on its back on the first leg of Atlantis' ferry flight back to the Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Tom Tschida
Date 6/4/09
DAOF Fabrication Shop
Machining center at DAOF Fab …
11/26/08
Description Machining center at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-07
Date 11/26/08
STS-125
ED09-0127-94 As media photog …
6/4/09
Description ED09-0127-94 As media photographers record the moment, NASA shuttle carrier aircraft No. 911 lifts the Space Shuttle Atlantis into the morning sky upon departure from Edwards Air Force Base on the first leg of Atlantis' ferry flight back to the Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Tom Tschida
Date 6/4/09
DAOF Fabrication Shop
Hydraulic press brake (on ri …
11/26/08
Description Hydraulic press brake (on right) at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-08
Date 11/26/08
STS-125
ED09-0127-95 NASA space shut …
6/4/09
Description ED09-0127-95 NASA space shuttle carrier aircraft 911 lifts its nose wheel off the pavement during its takeoff roll on Runway 22L at Edwards Air Force Base to ferry the Space Shuttle Atlantis back to NASA's Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Carla Thomas
Date 6/4/09
DAOF Fabrication Shop
Hydraulic shear (6' Bed) at …
11/26/08
Description Hydraulic shear (6' Bed) at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-09
Date 11/26/08
STS-125
ED09-0127-96 Eight days afte …
6/4/09
Description ED09-0127-96 Eight days after its arrival on the same runway, Space Shuttle Atlantis is hauled aloft by NASA Shuttle Carrier Aircraft 911 off Runway 22L at Edwards Air Force Base on the first leg of its ferry flight back to NASA's Kennedy Space Center in Florida. June 1, 2009 NASA Photo / Carla Thomas
Date 6/4/09
DAOF Fabrication Shop
Hydraulic shear (6' Bed) at …
11/26/08
Description Hydraulic shear (6' Bed) at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-10
Date 11/26/08
DAOF Fabrication Shop
Vertical bandsaw (on right) …
11/26/08
Description Vertical bandsaw (on right) at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-11
Date 11/26/08
DAOF Fabrication Shop
Horizontal bandsaw for large …
11/26/08
Description Horizontal bandsaw for large billet and extrusions and sandblaster cabinet at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-12
Date 11/26/08
DAOF Fabrication Shop
Honeycomb panels produced at …
11/26/08
Description Honeycomb panels produced at DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-13
Date 11/26/08
DAOF Fabrication Shop
Rotex punch, radius notcher, …
11/26/08
Description Rotex punch, radius notcher, drill press, and belt sander are pictured from left to right at the DAOF Fabrication Shop. August 29, 2008 NASA Photo / Tom Tschida ED08-0196-14
Date 11/26/08
STS-126
Moments after sunrise, the m …
12/10/08
Description Moments after sunrise, the modified Boeing 747 carrier aircraft carrying the Space Shuttle Endeavour lifts off from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center on Dec. 10, 2008. &#8250, Read STS-126 Status Report December 10, 2008 NASA Photo / Tony Landis ED08-0306-112
Date 12/10/08
STS-117
ED07-0137-28 Technicians att …
7/1/09
Description ED07-0137-28 Technicians attach the tail cone to the Space Shuttle Atlantis in preparation for its return to NASA's Kennedy Space Center in Florida. NASA Photo / Carla Thomas June 28, 2007
Date 7/1/09
STS-126
The modified Boeing 747 carr …
12/10/08
Description The modified Boeing 747 carrier aircraft carrying the Space Shuttle Endeavour soars aloft from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center just after sunrise on Dec. 10, 2008. &#8250, Read STS-126 Status Report December 10, 2008 NASA Photo / Jim Ross ED08-0306-113
Date 12/10/08
STS-126
The Space Shuttle Endeavour …
12/10/08
Description The Space Shuttle Endeavour atop its modified Boeing 747 carrier aircraft lifts off from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center just after sunrise on Dec. 10, 2008. &#8250, Read STS-126 Status Report December 10, 2008 NASA Photo / Tom Tschida ED08-0306-114
Date 12/10/08
STS-126
The Space Shuttle Endeavour …
12/11/08
Description The Space Shuttle Endeavour mounted atop its modified Boeing 747 carrier aircraft flies over California's Mojave Desert on the first leg of its ferry flight back to the Kennedy Space Center on Dec. 10, 2008. &#8250, Read STS-126 Status Report December 10, 2008 NASA Photo / Carla Thomas ED08-0306-128
Date 12/11/08
STS-126
The Space Shuttle Endeavour …
12/11/08
Description The Space Shuttle Endeavour mounted atop its modified Boeing 747 carrier aircraft flies over California's Mojave Desert on its way back to the Kennedy Space Center in Florida on Dec 10, 2008. Read STS-126 Status Report December 10, 2008 NASA Photo / Carla Thomas ED08-0306-131
Date 12/11/08
STS-126
The Space Shuttle Endeavour …
12/11/08
Description The Space Shuttle Endeavour mounted atop its modified Boeing 747 carrier aircraft flies over California's Mojave Desert on its way back to the Kennedy Space Center in Florida on Dec 10, 2008. &#8250, Read STS-126 Status Report December 10, 2008 NASA Photo / Carla Thomas ED08-0306-148
Date 12/11/08
STS-117
ED07-0137-29 Technicians att …
7/1/09
Description ED07-0137-29 Technicians attach the tail cone to the Space Shuttle Atlantis in preparation for its return to NASA's Kennedy Space Center in Florida. NASA Photo / Carla Thomas June 28, 2007
Date 7/1/09
STS-117
ED07-0137-30 NASA's 747 Shut …
7/1/09
Description ED07-0137-30 NASA's 747 Shuttle Carrier Aircraft with the Space Shuttle Atlantis on top lifts off to begin its ferry flight back to the Kennedy Space Center in Florida. NASA Photo / Carla Thomas July 1, 2007
Date 7/1/09
Active Aeroelastic Wing (AAW …
EC02-0065-4 A modified F/A-1 …
4/22/09
Description EC02-0065-4 A modified F/A-18 in a distinctive red, white and blue paint scheme was showcased during formal rollout ceremonies for the Active Aeroelastic Wing flight research program. &#8250, Read Project Description March 27, 2002 NASA Photo / Tony Landis
Date 4/22/09
STS-117
ED07-0137-31 NASA's 747 Shut …
7/1/09
Description ED07-0137-31 NASA's 747 Shuttle Carrier Aircraft with the Space Shuttle Atlantis on top lifts off to begin its ferry flight back to the Kennedy Space Center in Florida. NASA Photo / Tom Tschida July 1, 2007
Date 7/1/09
STS-117
ED07-0137-32 NASA's 747 Shut …
7/1/09
Description ED07-0137-32 NASA's 747 Shuttle Carrier Aircraft with the Space Shuttle Atlantis on top lifts off to begin its ferry flight back to the Kennedy Space Center in Florida. NASA Photo / Carla Thomas July 1, 2007
Date 7/1/09
Active Aeroelastic Wing (AAW …
EC04-0361-16 NASA's flexible …
4/23/09
Description EC04-0361-16 NASA's flexible-wing F/A-18 maneuvers through a test point during the second phase of the NASA/Air Force Active Aeroelastic Wing flight research program. &#8250, Read Project Description December 15, 2004 NASA Photo / Carla Thomas
Date 4/23/09
ED09-0155-27
ED09-0155-27 David Klassman, …
7/20/09
Description ED09-0155-27 David Klassman, right, works with fellow NASA INSPIRE intern Michael Buttigieg on a student-built remote control aircraft. NASA Photo / Tom Tschida June 30, 2009 > 09-38 Related News Release
Date 7/20/09
A-5A Vigilante
E63-10338 North American A-5 …
4/22/09
Description E63-10338 North American A-5A Vigilante cockpit control panel &#8250, A-5A Project Description August 11, 1963 NASA Photo
Date 4/22/09
Orion Preps for Shipment to …
ED09-0221-019 Technicians wo …
8/13/09
Description ED09-0221-019 Technicians work to convert the Orion crew module integration stand into a transportation fixture for airlift of the module to the White Sands Missile Range for the Launch Abort System Pad Abort 1 flight test. August 8, 2009 NASA Photo / Jim Ross
Date 8/13/09
STS-128
ED09-0253-01 Streams of smok …
9/11/09
Description ED09-0253-01 Streams of smoke trail from the main landing gear tires as Space Shuttle Discovery touches down on Runway 22L at Edwards Air Force Base to conclude the almost 14-day STS-128 mission to the International Space Station. September 11, 2009 NASA photo / Jim Ross
Date 9/11/09
STS-128
ED09-0253-02 Space Shuttle D …
9/11/09
Description ED09-0253-02 Space Shuttle Discovery rolls out on Runway 22L after landing at Edwards Air Force Base in Southern California's high desert to conclude mission STS-128 to the International Space Station. September 11, 2009 NASA photo / Tom Tschida
Date 9/11/09
STS-128
ED09-0253-03 Its nose still …
9/11/09
Description ED09-0253-03 Its nose still high in the air, Space Shuttle Discovery rolls down Runway 22L at Edwards Air Force Base shortly before sunset on Sept. 11, 2009 and the end of mission STS-128. September 11, 2009 NASA photo / David Huskey / WSTF
Date 9/11/09
STS-128
ED09-0253-04 Trailing its dr …
9/11/09
Description ED09-0253-04 Trailing its drag chute, Space Shuttle Discovery slows to a stop after landing at Edwards Air Force Base to conclude its almost 14-day, 5.7-million-mile journey to the International Space Station on mission STS-128. September 11, 2009 NASA photo / Tony Landis
Date 9/11/09
STS-128
ED09-0253-05 Members of the …
9/12/09
Description ED09-0253-05 Members of the STS-128 mission crew are greeted by Air Force and NASA officials as they exit the Crew Transfer Vehicle following their landing of Space Shuttle Discovery at Edwards Air Force Base on Sept. 11, 2009. September 11, 2009 NASA photo / Tom Tschida
Date 9/12/09
STS-128
ED09-0253-07 The setting sun …
9/12/09
Description ED09-0253-07 The setting sun provides a beautiful backdrop to Space Shuttle Discovery and the Crew Transport Vehicle after Discovery's landing at Edwards Air Force Base on Sept. 11, 2009. September 11, 2009 NASA photo / Tom Tschida
Date 9/12/09
STS-128
ED09-0253-08 Space Shuttle D …
9/12/09
Description ED09-0253-08 Space Shuttle Discovery reflects the colorful clouds illuminated by the setting sun over California's high desert following its landing at Edwards Air Force Base on Sept. 11, 2009. September 11, 2009 NASA photo / Tony Landis
Date 9/12/09
Oblique Wing Research
E-36067 This is a photo of t …
4/23/09
Description E-36067 This is a photo of the cockpit and instrument panel of the AD-1 aircraft. Due to the small size of the AD-1, instrumentation was limited and the cockpit was cramped. &#8250, Read Project Description June 29, 1979 NASA Photo /
Date 4/23/09
Oblique Wing Research
EC81-14632 This is a photogr …
4/23/09
Description EC81-14632 This is a photograph taken from below the AD-1 aircraft while it was in flight with its wing swept. Visible are the twin jet engines that powered the aircraft and the fixed landing gear. &#8250, Read Project Description March 31, 1981 NASA Photo /
Date 4/23/09
Oblique Wing Research
ECN-15846 This is a photo fr …
4/23/09
Description ECN-15846 This is a photo from above of the AD-1 aircraft in flight with its wing swept at 60 degrees, the maximum sweep angle. &#8250, Read Project Description July 1, 1980 NASA Photo /
Date 4/23/09
Buzz Lightyear Returns From …
ED09-0266-09 Disney's space …
9/18/09
Description ED09-0266-09 Disney's space ranger Buzz Lightyear returned from space on Sept. 11 aboard space shuttle Discovery's STS-128 mission after 15 months aboard the International Space Station. His time on the orbiting laboratory will be celebrated in a ticker-tape parade together with his space station crewmates and former Apollo 11 moonwalker Buzz Aldrin on Oct. 2 at Walt Disney World in Florida. September 11, 2009 NASA Photo / Tony Landis
Date 9/18/09
Sonic Boom Research
ED09-0261-05 Dummies aren't …
9/29/09
Description ED09-0261-05 Dummies aren't deaf, as attested by these sonic boom-measuring mannequins with sensitive microphones inside the ears designed to mimic the acoustic reception of a person. September 9, 2009 NASA Photo / Tom Tschida
Date 9/29/09
Sonic Boom Research
ED09-0261-15 NASA supersonic …
9/29/09
Description ED09-0261-15 NASA supersonics project personnel brief ICAO team members at an instrumented Edwards AFB house prior to sonic boom measurement flights on Sept. 9, 2009. September 9, 2009 NASA Photo / Tom Tschida
Date 9/29/09
DC-8
ED09-0284-5 The interior of …
10/8/09
Description ED09-0284-5 The interior of NASA's DC-8 flying laboratory is loaded with instruments bound for the Antarctic during the fall 2009 Operation Ice Bridge mission, part of a multi-year study that tracks changes in Antarctica's sea ice, glaciers and ice sheets. The DC-8 is carrying scientists and their instruments on 17 lengthy flights over Antarctica from a base at Punta Arenas, Chile, during the six-week campaign. September 29, 2009 NASA Photo / Tom Tschida
Date 10/8/09
DC-8
ED09-0284-18 Encased in its …
10/8/09
Description ED09-0284-18 Encased in its insulated cover for thermal stability, a gravimeter was installed in the cabin of NASA's DC-8 flying laboratory in preparation for Operation Ice Bridge. The sensor, managed by Columbia University, will allow scientists to measure the shape of the ocean cavity beneath floating Antarctic ice shelves. Operation Ice Bridge is a multi-year study that tracks changes in Antarctica's sea ice, glaciers and ice sheets. September 29, 2009 NASA Photo / Tom Tschida
Date 10/8/09
On the Tarmac
Space shuttle Atlantis on to …
6/3/09
Description Space shuttle Atlantis on top of the Shuttle Carrier Aircraft, or SCA, is parked on the tarmac of NASA Kennedy Space Center's Shuttle Landing Facility. The SCA landed at Kennedy after a more than 2,500-mile cross-country ferry flight from NASA's Dryden Flight Research Center at Edwards Air Force Base in Southern California. Photo credit: NASA/Kim Shiflett July 2, 2009
Date 6/3/09
B-57B in-flight
Title B-57B in-flight
Description In this NASA Ames-Dryden Flight Research Facility photograph taken in 1982 the B-57B Canberra is shown making atmospheric measurements near a mountain range The Martin B-57B Canberra light bomber was used on several flight test programs at the NASA Flight Research Center and other NASA Centers. The two-seated aircraft was powered by two J56-W-5 turbojet engines. The atmospheric part of the research program provided information on mountain waves, jet streams, convective turbulence, and atmospheric contaminants. In the early 1970s, a Martin B-57B Canberra light bomber was used in several NASA joint flight test programs at the NASA Flight Research Center (now Dryden Flight Research Center) located at Edwards Air Force Base, California. The early 1970s showed a growing interest in continuing atmospheric research. The B-57B was at the NASA Flight Research Center for a joint program with NASA Langley Research Center, Hampton, Virginia and was having a special set of instrumentation installed. Delays in completing the instruments provided an opportunity to support the NASA space program. The B-57B was used in proof-of-concept testing of the Viking Mars landers. The deceleration drop testing part of the program took place at the Joint Parachute Test Facility, El Centro, California. With completion of the Viking parachute tests, the B-57B was flown for measuring and analysis of atmospheric turbulence research in 1974-75 as part of a joint NASA program between the Flight Research Center and Langley Research Center. Additional atmospheric testing provided samples of aerosols for the University of Wyoming and clear-air turbulence data for the Department of Transportation. The aircraft was tested over a span of many years at Edwards Air Force Base by various NASA centers for other types of research. Earlier, in the 1960s, the aircraft was flown at the Flight Research Center by the Lewis Research Center (now the John Glenn Research Center) in support of the newly established NASA Electronics Center in Boston, Massachusetts. Later, in 1982, the B-57B aircraft returned to the Flight Research Center (then the Ames-Dryden Flight Research Facility) for more Langley-sponsored turbulence testing. The atmospheric research conducted using the B-57B Canberra provided information on mountain waves, jet streams, convective turbulence, and clear-air turbulence.
Date 01.01.1982
T-38 and F-18 Flyover, Flags …
ED09-0226-31 Framed by the f …
8/18/09
Description ED09-0226-31 Framed by the flags fluttering over the outfield fence, NASA Dryden T-38 and F/A-18 aircraft performed a low-level flyby past Clear Channel Stadium in Lancaster, Calif., the evening of Aug. 15 as part of the Lancaster JetHawks Aerospace Appreciation Night. Flown by retired NASA research pilots Eddie Schneider in the T-38 and Rogers Smith in the F/A-18, accompanied by current NASA pilots Tim Williams and Jim Smolka during a routine pilot-proficiency mission, the flyover was part of a tribute to the last flight crews of the famed Lockheed SR-71 Blackbird aircraft, including Schneider, Smith, and NASA Dryden flight engineers Bob Meyer and the late Marta Bohn-Meyer. August 15, 2009 NASA Photo / Tony Landis
Date 8/18/09
F-18 HARV final flight over …
Title F-18 HARV final flight over Dryden FRC
Description The final flight for the F-18 High Alpha Research Vehicle (HARV) took place at NASA Dryden Flight Research Center, Edwards, California, on May 29, 1996 and was flown by NASA pilot Ed Schneider. The highly modified F-18 airplane flew 383 flights over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.
Date 05.29.1996
F-18 HARV in flight close-up …
Title F-18 HARV in flight close-up of actuated nose strakes
Description NASA's F-18 from the Dryden Flight Research Center, Edwards, California, soars over the Mojave Desert while flying the third phase of the HARV (High Alpha Research Vehicle) program. This is a closer look at the set of control surfaces called strakes that were installed in the nose of the aircraft. The strakes, outlined in gold and white, are expected to provide improved yaw control at steep angles of attack. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.
Date 08.01.1995
F-18 HARV in flight close-up …
Title F-18 HARV in flight close-up of actuated nose strakes
Description NASA's F-18 from the Dryden Flight Research Center, Edwards, California, soars over the Mojave Desert while flying the third phase of the HARV (High Alpha Research Vehicle) program. This is a closer look at the set of control surfaces called strakes that were installed in the nose of the aircraft. The strakes, outlined in gold and white, provided improved yaw control at steep angles of attack. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.
Date 08.01.1995
F-18 HARV in flight with act …
Title F-18 HARV in flight with actuated nose strakes
Description NASA's F-18 from the Dryden Flight Research Center, Edwards, California, soars over the Mojave Desert while flying the current phase of the HARV (High Alpha Research Vehicle) program. A set of control surfaces called strakes were installed in the nose of the aircraft. The strakes, outlined in gold and white, provided improved yaw control at steep angles of attack. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.
Date 08.01.1995
F-18 HARV on ramp close-up o …
Title F-18 HARV on ramp close-up of actuated nose strakes
Description Outlined with gold stripes are the hinged nose strakes, modifications made to NASA's F-18 HARV (High Alpha Research Vehicle) at the Dryden Flight Research Center, Edwards, California. Actuated Nose Strakes for Enhanced Rolling (ANSER) were installed to fly the third and final phase in the HARV flight test project. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Early wind tunnel tests indicated that the strakes would be as effective in yaw control at high angles of attack as rudders are at lower angles. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.
Date 01.01.1995
NASA and NASCAR
This NASA video segment expl …
2008
Description This NASA video segment explores how NASCAR uses NASA technologies to provide safer stock cars for drivers. One example is the problem NASCAR drivers were experiencing with increased levels of carbon monoxide in their cars due to combustion. The NASCAR race team PENSKE designed a catalytic air filter to remove airborne particles supplying fresher air for drivers. Another borrowed technology is the thermal protection system NASA uses for the space shuttle's re-entry to Earth's atmosphere. Thermal protection is also used inside race cars to reduce the amount of heat caused by the stock car's roof and confined space. Full-scale wind tunnel tests are run on stock cars at NASA Langley Research Center. This video is a NASA eClips (TM) program.
Date 2008
F-18 HARV research pilot Dan …
Title F-18 HARV research pilot Dana Purifoy
Description Dana D. Purifoy is an aerospace research pilot at NASA's Dryden Flight Research Center, Edwards, California. He joined NASA in August 1994. Purifoy is a former Air Force test pilot who served as a project pilot in the joint NASA/Air Force X-29 Forward Swept Wing research program conducted at Dryden from 1984 to 1991. His most recent assignment in the Air Force was flying U-2 aircraft as a test pilot at Air Force Plant 42, Palmdale, CA. In addition to flying the X-29 at Dryden as an Air Force pilot, Purifoy also served as project pilot and joint test force director with the AFTI F-16 (Advanced Fighter Technology Integration/F-16) program, also located at Dryden. Before his assignments as project pilot on the X-29 and AFTI/F-16 aircraft, Purifoy was chief of the Academics Systems Branch at the Air Force Test Pilot School at Edwards. Prior to becoming a test pilot, he flew F-111 and F-16 aircraft in Great Britain and Germany. He has accumulated 3800 hours of flying time in his career. The final flight for the F-18 High Alpha Research Vehicle (HARV) took place at NASA Dryden on May 29, 1996. The highly modified F-18 airplane flew 383 flights over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.
Date 01.01.1996
KC-135 on ramp
Title KC-135 on ramp
Description The Boeing KC-135 Stratotanker, besides being used extensively in its primary role as an inflight aircraft refueler, has assisted in several projects at the NASA Dryden Flight Research Center, Edwards, California. In 1957 and 1958, Dryden was asked by what was then the Civil Aeronautics Administration (later absorbed into the Federal Aviation Administration (FAA) in 1958) to help establish new approach procedure guidelines on cloud-ceiling and visibility minimums for Boeing's first jet airliner, the B-707. Dryden used a KC-135 (the military variant of the 707), seen here on the runway at Edwards Air Force Base, to aid the CAA in these tests. In 1979 and 1980, Dryden was again involved with general aviation research with the KC-135. This time, a special wingtip "winglet", developed by Richard Whitcomb of Langley Research Center, was tested on the jet aircraft. Winglets are small, nearly vertical fins installed on an airplane's wing tips to help produce a forward thrust in the vortices that typically swirl off the end of the wing, thereby reducing drag. This winglet idea was tested at the Dryden Flight Research Center on a KC-135A tanker loaned to NASA by the Air Force. The research showed that the winglets could increase an aircraft's range by as much as 7 percent at cruise speeds. The first application of NASA's winglet technology in industry was in general aviation business jets, but winglets are now being incorporated into most new commercial and military transport jets, including the Gulfstream III and IV business jets, the Boeing 747-400 and MD-11 airliners, and the C-17 military transport. In the 1980's, a KC-135 was used in support of the Space Shuttle program. Since the Shuttle was to be launched from Florida, researchers wanted to test the effect of rain on the sensitive thermal tiles. Tiles were mounted on special fixtures on an F-104 aircraft and a P-3 Orion. The F-104 was flown in actual rain conditions, and also behind the KC-135 spray tanker as it released water. The KC-135, however, proved incapable of simulating enough rain impact damage and was dropped from the tests.
Date 01.01.1958
KC-135A in flight - winglet …
Title KC-135A in flight - winglet study
Description This Boeing KC-135 Stratotanker, besides being used extensively in its primary role as an inflight aircraft refueler, has assisted in several projects at the NASA Dryden Flight Research Center, Edwards, California. In 1979 and 1980, Dryden was involved with general aviation research with the KC-135. A special wingtip "winglet", developed by Richard Whitcomb of Langley Research Center, was tested on the jet aircraft. Winglets are small, nearly vertical fins installed on an airplane's wing tips to help produce a forward thrust in the vortices that typically swirl off the end of the wing, thereby reducing drag. This winglet idea was tested at the Dryden Flight Research Center on a KC-135A tanker loaned to NASA by the Air Force. The research showed that the winglets could increase an aircraft's range by as much as 7 percent at cruise speeds. The first application of NASA's winglet technology in industry was in general aviation business jets, but winglets are now being incorporated into most new commercial and military transport jets, including the Gulfstream III and IV business jets, the Boeing 747-400 and MD-11 airliners, and the C-17 military transport. In 1957 and 1958, Dryden was asked by what was then the Civil Aeronautics Administration (later absorbed into the Federal Aviation Administration (FAA) in 1958) to help establish new approach procedure guidelines on cloud-ceiling and visibility minimums for Boeing's first jet airliner, the B-707. Dryden used a KC-135, the military variant of the 707, to aid the CAA in these tests. In the 1980's, a KC-135 was used in support of the Space Shuttle program. Since the Shuttle was to be launched from Florida, researchers wanted to test the effect of rain on the sensitive thermal tiles. Tiles were mounted on special fixtures on an F-104 aircraft and a P-3 Orion. The F-104 was flown in actual rain conditions, and also behind the KC-135 spray tanker as it released water. The KC-135, however, proved incapable of simulating enough rain impact damage and was dropped from the tests.
Date 01.01.1979
F-18 HARV instrumentation mo …
Title F-18 HARV instrumentation modifications
Description Pressure transducers are located in the tiny holes visible on the engine inlet lip of NASA's F-18 High Alpha Research Vehicle (HARV). The sensors in this photo are located at the top of the inlet duct entrance and measure pressure distortions during flight. The highly modified F-18 airplane flew 383 flights at the Dryden Flight Research Center in Southern California, over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.
Date 01.01.1993
F-18 HARV instrumentation mo …
Title F-18 HARV instrumentation modifications
Description Pressure transducers are located in the tiny holes visible on the engine inlet lip of NASA's F-18 High Alpha Research Vehicle (HARV). The sensors in this photo are located at the bottom of the inlet duct entrance and measure pressure distortions during flight. The highly modified F-18 airplane flew 383 flights at the NASA's Dryden Flight Research Center in Southern California, over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.
Date 01.01.1993
F-18 HARV instrumentation mo …
Title F-18 HARV instrumentation modifications
Description Pressure transducers are located in the tiny holes visible on the engine inlet lip of NASA's F-18 High Alpha Research Vehicle (HARV). The sensors in this photo are located at the inlet and ramp junction at the fuselage of the inlet duct entrance and measure pressure distortions during flight. The highly modified F-18 airplane flew 383 flights at NASA's Dryden Flight Research Center over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.
Date 01.01.1993
Pegasus Rocket Booster Being …
Title Pegasus Rocket Booster Being Prepared for X-43A/Hyper-X Flight Test
Description Technicians prepare a Pegasus rocket booster for flight tests with the X-43A "Hypersonic Experimental Vehicle," or "Hyper-X." The X-43A, which will be attached to the Pegasus booster and drop launched from NASA's B-52 mothership, was developed to research dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 08.25.1999
Computational Fluid Dynamics …
Title Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating
Description This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for, airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 01.01.1997
Hyper-X Research Vehicle - A …
Title Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing
Description This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 01.01.1997
Hyper-X Vehicle Model - Side …
Title Hyper-X Vehicle Model - Side View
Description Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 08.01.1996
Hyper-X Vehicle Model - Top …
Title Hyper-X Vehicle Model - Top Front View
Description A top front view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 08.01.1996
Hyper-X Vehicle Model - Top …
Title Hyper-X Vehicle Model - Top Rear View
Description This aft-quarter model view of NASA's X-43A "Hyper-X" or Hypersonic Experimental Vehicle shows its sleek, geometric design. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, "air-breathing" engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 "Mothership." After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.
Date 08.01.1996
Autonomous Formation Flight …
EC01-0267-4 Flying an Autono …
4/23/09
Description EC01-0267-4 Flying an Autonomous Formation Flight mission, two F/A-18's from the NASA Dryden Flight Research Center, Edwards, California, gain altitude near Rogers Dry Lake. The Systems Research Aircraft (tail number 845) and F/A-18 tail number 847 are flying the second phase of a project that is demonstrating a 15-percent fuel savings of the trailing aircraft during cruise flight. Project goal was a 10-percent savings. The drag-reduction study mimics the formation of migrating birds. Scientists have known for years that the trailing birds require less energy than flying solo. &#8250, Read Project DescriptionSeptember 20, 2001 NASA Photo / Lori Losey
Date 4/23/09
F-15B #837
Read News Release 09-04 With …
2/17/09
Description Read News Release 09-04 With its afterburners roaring, NASA research pilot Jim Smolka pulls NASA's highly modified NF-15B research aircraft into a steep climb after takeoff from Edwards Air Force Base on its final flight. Built in 1973 as the first two-seat TF-15, the canard-equipped aircraft with its brilliant red, white and blue plumage has been flown in several significant research and test programs for the U.S. Air Force, McDonnell Douglas and NASA over its almost 36ÔøΩÔøΩ_ÔøΩ__year lifetime, the last 14 years with NASA Dryden Flight Research Center. January 30, 2009 NASA Photo / Tony Landis ED09-0023-33
Date 2/17/09
Ikhana
Project Description A Predat …
7/9/08
Description Project Description A Predator B unmanned aircraft system is being used by NASA's Dryden Flight Research Center, Edwards, Calif., for a variety of environmental science and aeronautical research roles. Built by General Atomics Aeronautical Systems Inc. of San Diego in 2006, the aircraft has been given the Choctaw Nation name "Ikhana" (pronounced ee-KAH-nah), which means intelligent. Designed for long-endurance, high-altitude flight, Ikhana is being flown primarily on Earth science missions under NASA's Science Mission Directorate. It is also be used for advanced aircraft systems research and technology development. As part of the Ikhana/Predator B acquisition, NASA also purchased a ground control station and satellite communication system for control of the aircraft and transmittal of research data. The ground control station is in a mobile trailer and, in addition to the pilot's "cockpit," includes computer workstations for scientists and engineers. All of the aircraft systems are mobile, making Ikhana ideal for remote studies. Photo Description A ground crewman unplugs electrical connections during pre-flight checks of NASA's Ikhana research aircraft. Ikhana's payload pod is mounted on the left wing. July 8, 2008 NASA Photo / Tony Landis ED08-0151-02
Date 7/9/08
Ikhana
Project Description A Predat …
7/9/08
Description Project Description A Predator B unmanned aircraft system is being used by NASA's Dryden Flight Research Center, Edwards, Calif., for a variety of environmental science and aeronautical research roles. Built by General Atomics Aeronautical Systems Inc. of San Diego in 2006, the aircraft has been given the Choctaw Nation name "Ikhana" (pronounced ee-KAH-nah), which means intelligent. Designed for long-endurance, high-altitude flight, Ikhana is being flown primarily on Earth science missions under NASA's Science Mission Directorate. It is also be used for advanced aircraft systems research and technology development. As part of the Ikhana/Predator B acquisition, NASA also purchased a ground control station and satellite communication system for control of the aircraft and transmittal of research data. The ground control station is in a mobile trailer and, in addition to the pilot's "cockpit," includes computer workstations for scientists and engineers. All of the aircraft systems are mobile, making Ikhana ideal for remote studies. Photo Description Ground crewmen prepare NASA's IKhana remotely piloted research aircraft for another flight. Ikhana's infrared imaging sensor pod is visible under the left wing. July 8, 2008 NASA Photo / Tony Landis ED08-0151-07
Date 7/9/08
F-15B #837 Final Flight
Read News Release 09-04 NASA …
2/17/09
Description Read News Release 09-04 NASA's two F-15 research aircraft fly in tight formation moments before pitching up and out for landing. The red-white-and-blue NF-15B No. 837 was on its final flight prior to retirement when this photo was taken. The blue-and-white F-15B No. 836 will continue to be flown at NASA's Dryden Flight Research Center on a variety of research projects needing its supersonic capability. January 30, 2009 NASA Photo / Tony Landis ED09-0023-37
Date 2/17/09
F-15B #837 Final Flight
Read News Release 09-04 Flig …
2/17/09
Description Read News Release 09-04 Flight test operations engineers Robert Rivera and Mike Thomson get the traditional splashing by ground crew and project staff after the final flight of NASA NF-15B No. 837. Rivera was in the back cockpit of 837 on its final flight, Thomson, deputy director of flight operations at NASA Dryden Flight Research Center, was in the back seat of NASA's other F-15B the flew chase on the final mission. January 30, 2009 NASA Photo / Tom Tschida ED09-0023-65
Date 2/17/09
NASA's Crew Transport Vehicl …
NASA's Crew Transport Vehicl …
10/9/08
Description NASA's Crew Transport Vehicle, or CTV, pulls up to the Space Shuttle Discovery to offload the crew after a successful landing August 9, 2005 at Edwards Air Force Base, California. The landing marked the end of the STS-114 mission. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT this morning, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. August 9, 2005 NASA / Photo Carla Thomas ED05-0166-05
Date 10/9/08
Shuttle Discovery Rests on t …
The sun rises on the Space S …
10/9/08
Description The sun rises on the Space Shuttle Discovery as it rests on the runway at Edwards Air Force Base, California, after a safe landing August 9, 2005 to complete the STS-114 mission. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT this morning, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. August 9, 2005 NASA / Photo Carla Thomas ED05-0166-06
Date 10/9/08
Shuttle Discovery on the Run …
The sun rises on the Space S …
10/9/08
Description The sun rises on the Space Shuttle Discovery as it rests on the runway at Edwards Air Force Base, California, after a safe landing August 9, 2005 to complete the STS-114 mission. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT this morning, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. August 9, 2005 NASA / Photo Carla Thomasa ED05-0166-07
Date 10/9/08
Active Aeroelastic Wing (AAW …
EC02-0203-46 The upper wing …
4/22/09
Description EC02-0203-46 The upper wing surfaces of the Active Aeroelastic Wing F/A-18 test aircraft are covered with accelerometers and other sensors during ground vibration tests at NASA Dryden Flight Research Center. An electro-mechanical shaker device (blue cylinder at lower right) generates vibrations into the airframe during the tests, which help engineers determine if aerodynamically induced vibrations are controlled or suppressed during flight. The tests were the last major ground tests prior to the initiation of research flights. &#8250, Read Project Description August 22, 2002 NASA Photo / Tom Tschida
Date 4/22/09
A-5A Vigilante
ECN-231 A North American Avi …
4/22/09
Description ECN-231 A North American Aviation A-5A Vigilante (Navy serial number 147858/NASA tail number 858) arrived from the Naval Air Test Center, Patuxent River, MD, on December 19, 1962, at the NASA Flight Research Center (now, Dryden Flight Research Center, Edwards, CA). The Center flew the A-5A in a year-long series of flights in support of the U.S. supersonic transport program. The Center flew the aircraft to determine the let-down and approach conditions of a supersonic transport flying into a dense air traffic network. With the completion of the research flights, the Center sent the A-5A back to the Navy on December 20, 1963. &#8250 A-5A project description 1963 NASA Photo
Date 4/22/09
A-5A Vigilante
ET64-0319 A North American A …
4/22/09
Description ET64-0319 A North American Aviation A-5A Vigilante (Navy serial number 147858/NASA tail number 858) arrived from the Naval Air Test Center, Patuxent River, MD, on December 19, 1962, at the NASA Flight Research Center (now, Dryden Flight Research Center, Edwards, CA). The Center flew the A-5A in a year-long series of flights in support of the U.S. supersonic transport program. The Center flew the aircraft to determine the let-down and approach conditions of a supersonic transport flying into a dense air traffic network. With the completion of the research flights, the Center sent the A-5A back to the Navy on December 20, 1963. &#8250, Read Project Description March 25, 1963 NASA Photo / NASA
Date 4/22/09
Orion PA-1 CM Loaded Aboard …
ED09-0232-25 The Orion crew …
8/18/09
Description ED09-0232-25 The Orion crew module that will be used for the Orion Launch Abort System Pad Abort-1 flight test is positioned for loading onto an Mississippi Air National Guard C-17 at NASA's Dryden Flight Research Center Aug. 18, 2009 for airlift to the White Sands Missile Range in New Mexico. The first of five planned launch abort flight tests in NASA's Constellation program, Pad Abort 1 is scheduled for early 2010 from the new launch pad at White Sands. August 18, 2009 NASA Photo Tony Landis
Date 8/18/09
Orion PA-1 CM loaded aboard …
ED09-0232-26 Technicians at …
8/18/09
Description ED09-0232-26 Technicians at NASA's Dryden Flight Research Center load the Orion flight test crew module that will be used for the Orion Launch Abort System Pad Abort-1 flight test onto an Air Force C-17 Aug. 18, 2009 for airlift to the White Sands Missile Range in New Mexico. The first of five planned launch abort flight tests in NASA's Constellation program, Pad Abort 1 is scheduled for early 2010 from the new launch pad at White Sands. August 18, 2009 NASA Photo Tony Landis
Date 8/18/09
Orion PA-1 CM Loaded Aboard …
ED09-0232-51 Technicians car …
8/18/09
Description ED09-0232-51 Technicians carefully position an Orion flight test crew module that will be used for the Orion Launch Abort System Pad Abort-1 flight test inside a Mississippi Air National Guard C-17 Aug. 18, 2009 for airlift from NASA's Dryden Flight Research Center to the White Sands Missile Range in New Mexico. The module will be used for Pad Abort-1, the first of five planned Orion Launch Abort System Pad flight tests in NASA's Constellation program, scheduled for early 2010 from the new launch pad at White Sands. August 18, 2009 NASA Photo Tony Landis
Date 8/18/09
C-17 with Orion CM Aboard Ta …
ED09-0234-05 An Air Force C- …
8/19/09
Description ED09-0234-05 An Air Force C-17 operated by the Mississippi Air National Guard lifts off Runway 22L at Edwards Air Force Base in California, carrying the Orion flight test crew module from NASA's Dryden Flight Research Center to the White Sands Missile Range in New Mexico. The Orion module is slated to be used for the first Orion Launch Abort System pad abort flight test at White Sands in early 2010. August 19, 2009 NASA Photo / Tony Landis
Date 8/19/09
C-17 with Orion CM Aboard Ta …
ED09-0234-12 An Air Force C- …
8/19/09
Description ED09-0234-12 An Air Force C-17 operated by the Mississippi Air National Guard climbs into the summer sky from Edwards Air Force Base in California, carrying the Orion flight test crew module that is targeted for the first Orion Launch Abort System pad abort flight test at White Sands Missile Range in New Mexico in early 2010. Installation and integration of flight test instrumentation in the module had occurred over a 16-month period in 1008-2009 at NASA's Dryden Flight Research Center prior to transfer of the module to White Sands. August 19, 2009 NASA Photo / Tony Landis
Date 8/19/09
STS-128
ED09-0253-09 Members of the …
9/12/09
Description ED09-0253-09 Members of the STS-128 mission crew line up behind Space Shuttle Discovery in front of the Mate DeMate Device at NASA's Dryden Flight Research Center prior to their departure. From left are Jose Hernandez, Kevin Ford, Christer Fuglesang, Rick Sturckow, Danny Olivas and Patrick Forrester. Not pictured- Tim Kopra). Discovery had landed the preceding evening at Edwards Air Force Base after an almost 14-day mission to the International Space Station. September 12, 2009 NASA photo / Jim Ross
Date 9/12/09
X-38: Close-up of Pyrotechni …
Photo Description In these close-ups, the canister containing the seven-foot-diameter X-38 Flight Termination System (FTS) parachute can be seen launching safely away from an aft-end mockup of the X-38 by a pyrotechnic firing system in December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft-end, minus vertical stabilizers, on a truck prior to installation in the X-38.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date December 1996
X-38: Artist Concept of Re-E …
Photo Description This is an artist's depiction of NASA's proposed Crew Return Vehicle (CRV) re-entering the earth's atmosphere. A team of NASA researchers began free flight tests of the X-38, a technology demonstrator for the CRV, at NASA's Dryden Flight Research Center, Edwards, California, in 1998. The CRV is being designed as a "lifeboat" for the International Space Station
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date 1997
X-38 Being Prepared for Ship …
Photo Description Technicians prepare the X-38 research vehicle for shipment in a Dryden Flight Research Center hangar in May 2000.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date May 2000
The X-38 lifting body resear …
Photo Description The X-38 lifting body research vehicle, seen here wrapped in a protective material, is lowered onto a truck for shipping from the Dryden Flight Research Center in May 2000.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date May 2000
The X-38 Second Prototype Fl …
Photo Description The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle from the International Space Station, is seen just before touchdown on a lakebed near the Dryden Flight Research Center, Edwards California, at the end of a March 2000 test flight.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 2000
X-38 "Lifeboat" Top Front Vi …
Photo Description The X-38 is seen here just before being shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date August 1996
X-38 "Lifeboat" Side View - …
Photo Description The X-38 is seen here just before being shipped from Scaled Composites, Inc., in Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California. The X-38 was constructed primarily of fiberglass by Scaled Composites of Mojave, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date August 1996
X-38 "Lifeboat" Bottom Front …
Photo Description The X-38 is seen here just before being shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California. It is seen here hoisted by a crane at Scaled CompositesÕ Mojave facility.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date August 1996
X-38 "Lifeboat" Side View - …
Photo Description This side view of the X-38 shows the vehicle just before it was shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date August 1996
X-38: Plywood Mockup of Aft …
Photo Description This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date December 1996
X-38: Parachute Canister Fir …
Photo Description The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date December 1996
X-38: Parachute Canister Fir …
Photo Description The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date December 1996
X-38 Suspended in Hangar
Photo Description The X-38 lifting body research vehicle is shown here suspended in a hangar at NASAÕs Dryden Flight Research Center in 1998.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date 1998
X-38 - First Free Flight, Ma …
Photo Description The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 12, 1998
X-38 - On Ground after First …
Photo Description Crew members surround the X-38 lifting body research vehicle after a successful test flight and landing in March 1998. The flight was the first free flight for the vehicle and took place at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 12, 1998
X-38 - Landing After First F …
Photo Description The X-38 Crew Return Vehicle touches down amidst the California desert scrubbrush at the end of its first free flight at the Dryden Flight Research Center, Edwards, California, in March 1998.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 12, 1998
X-38 - First Free Flight, Ma …
Photo Description The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 12, 1998
X-38 - First Free Flight, Ma …
Photo Description The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 12, 1998
X-38 Vehicle #132 in Flight …
Photo Description The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), maneuvers toward landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 5, 1999
X-38 Vehicle #132 in Flight …
Photo Description The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 5, 1999
X-38 in Flight during Second …
Photo Description NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date February 6, 1999
X-38 in Flight during Second …
Photo Description NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date February 6, 1999
X-38 Vehicle #132 in Flight …
Photo Description The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date March 5, 1999
X-38 in Flight during Second …
Photo Description NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date February 6, 1999
X-38 Ship #2 Landing on Lake …
Photo Description The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), makes a gentle lakebed landing at the end of a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.
Project Description The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily "old" technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. ItÕs landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A, contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, DrydenÕs B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.
Photo Date July 1999
M2-F1 in hangar with Pontiac …
Photo Description The M2-F1 Lifting Body is seen here in a hangar with its hotrod Pontiac convertible tow vehicle at the Flight Research Center (later the Dryden Flight Research Center), Edwards, California. The car was a 1963 Pontiac Catalina convertible, fitted with a 421-cubic-inch tripower engine like those being run at the Daytona 500 auto race. The vehicle also had a four-speed transmission and a heavy-duty suspension and cooling system. A roll bar was also added and the passenger seat turned around so an observer could watch the M2-F1 while it was being towed. The rear seat was removed and a second, side-facing seat installed. The lifting-body team used the Pontiac for all the ground-tow flights over the next three years.
Project Description The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a "flying bathtub," and was designated the M2-F1, the "M" referring to "manned" and "F" referring to "flight" version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter "Whitey" Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden "Bud" Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to 120 mph. A small solid landing rocket, referred to as the "instant L/D rocket," was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated, the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).
Photo Date April 15, 1992
G-III
Project Description NASA's m …
6/24/08
Description Project Description NASA's modified Gulfstream G-III aircraft provides a platform to test and evaluate a variety of new technologies, and can also be used to gather scientific data for geological studies or earthquake prediction. The G-III airframe has been structurally modified to incorporate a MAU-12 ejector rack on the bottom of the fuselage on which a variety of experiments can be mounted. As a Multi-Role Cooperative Research Platform, the heavily instrumented twin-turbofan aircraft provides long-term capability for efficient testing of subsonic flight experiments for NASA, the U.S. Air Force, other government agencies, academia, and private industry. Originally designated a C-20A by the Air Force, the aircraft was declared excess by that service and transferred to NASA Dryden at Edwards AFB, Calif., in September 2002. Unmanned Air Vehicle Synthetic Aperture Radar (UAVSAR) The Unmanned Air Vehicle Synthetic Aperture Radar (UAVSAR) is an Earth Science Capabilities Demonstration project jointly developed by the Jet Propulsion Laboratory and NASA Dryden Flight Research Center in which a synthetic aperture radar is being flight-validated on a Grumman Gulfstream G-III in a specially designed pod that will be interoperable with both manned and unmanned aircraft. The modified G-III provides a platform to not only test and evaluate the new radar, but can also be used to gather scientific data for geological studies on earthquake prediction. In order to support the installation of the UAVSAR pod, the G-III airframe has been structurally modified to incorporate a MAU-12 ejector rack on the bottom of the fuselage. This unique G-III modification will remain available for use by future research projects. As a Multi-Role Cooperative Research Platform, the heavily instrumented twin-turbofan aircraft provides long-term capability for efficient testing of subsonic flight experiments for NASA, the U.S. Air Force, other government agencies, academia, and private industry. Originally designated a C-20A by the Air Force, the aircraft was declared excess by that service and transferred to NASA Dryden at Edwards AFB, Calif., in September 2002. The joint use of this aircraft is a result of the NASA Dryden/Edwards Air Force Base Alliance, which shares some resources as cost-cutting measures. Photo Description NASA's Gulfstream-III research testbed lifts off the Edwards AFB runway on an envelope-expansion flight test with the UAV synthetic aperture radar pod. February 26, 2007 NASA Photo / Tom Tschida ED07-0027-39
Date 6/24/08
Flow Visualization 4 % Scale …
Title Flow Visualization 4 % Scale F-16XL Scamp
Description An F-16XL Scamp model, four per cent the size of the full-scale aircraft, is tested in the Basic Aerodynamics Research Tunnel (BART) at NASA Langley Research Center in Hampton, Virginia as part of NASAs High Speed Research Program. The photograph shows a basic flow visualization test using smoke and a laser light sheet to illuminate the smoke. The tests will be used to investigate the basic flow field on the F-16XL before actual flight tests are made. The F-16XL is at Langley for the High-Lift Project, one element of the NASA High-Speed Research Program. The joint Langley-Dryden high-lift flight test program is aimed at improving performance, reducing engine noise and limiting noise exposure by using specially-designed high-lift devices on or in the wing. Even though this is a fighter-type aircraft, the sweep and general arrangement of the uniquely-designed cranked arrow wing resemble those planned for the next generation of high-speed civil transport. Flight tests of the F-16XL will allow Langley engineers to determine the accuracy of their ground- generated information and predictive methods including wind tunnel tests, computer simulations and piloted simulations.
Date 10.06.1992
Chase plane view of F-8 DFBW …
F-8 DFBW pilot-induced oscil …
B-47A Stratojet
ER-2
SAGE III Ozone Loss and Vali …
7/1/08
Description SAGE III Ozone Loss and Validation Experiment (SOLVE) NASA ER-2 # 809 and its DC-8 shown in Arena Arctica before the SAGE III Ozone Loss and Validation Experiment (SOLVE). The two airborne science platforms were based north of the Arctic Circle in Kiruna, Sweden, during the winter of 2000 to study ozone depletion as part of SOLVE. A large hangar built especially for research, "Arena Arctica" housed the instrumented aircraft and the scientists. Scientists have observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew sample collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. "The collaborative campaign will provide an immense new body of information about the Arctic stratosphere," said program scientist Dr. Michael Kurylo, NASA Headquarters. "Our understanding of the Earth's ozone will be greatly enhanced by this research." Photo Description ER-2 #809 and DC-8 in Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE). January 23, 2000 NASA Photo / Jim Ross EC00-0037-1
Date 7/1/08
Guppy
E62-8887 The Aero Spacelines …
4/20/09
Description E62-8887 The Aero Spacelines B-377PG Pregnant Guppy was flown to Dryden for tests and evaluation by pilots Joe Vensel and Stan Butchart in October 1962. The outsized cargo aircraft incorporated the wings, engines, lower fuselage and tail from a Boeing 377 Stratocruiser with a huge upper fuselage more than 20 feet in diameter. The modified aircraft was built to transport outsized cargo for NASA's Apollo program, primarily to carry portions of the Saturn 5 rockets from the manufacturer to Cape Canaveral. Later versions of the aircraft, included the Super Guppy and the Super Guppy Turbine. The fourth and last Super Guppy Turbine, built in 1979-80 for Airbus Industrie, was obtained by NASA Johnson Space Center from the European Space Agency in late 1997 to ferry outsize components of the International Space Station from their manufacturers around the world to launch sites in preparation for sending them into orbit. It is the last of the Guppy aircraft still flying. October 1962NASA Photo / NASA photo
Date 4/20/09
STS-29 Landing Approach at E …
The STS-29 Space Shuttle Dis …
10/10/08
Description The STS-29 Space Shuttle Discovery mission approaches for a landing at NASA's then Ames-Dryden Flight Research Facility, Edwards AFB, California, early Saturday morning, 18 March 1989. Touchdown was at 6:35:49 a.m. PST and wheel stop was at 6:36:40 a.m. on runway 22. Controllers chose the concrete runway for the landing in order to make tests of braking and nosewheel steering. The STS-29 mission was very successful, completing the launch a Tracking and Data Relay communications satellite, as well as a range of scientific experiments. 1989 NASA / Photo EC89-0064-01
Date 10/10/08
Newly Coated SOFIA Mirror As …
September 17, 2008 Safely pr …
10/16/08
Description September 17, 2008 Safely protected in its shipping crate, the telescope mirror assembly for NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, is carefully unloaded from an Air Force C-17 transport plane upon arrival at the NASA Dryden Aircraft Operations Facility in Palmdale, Calif. on Sept. 17, 2008. The mirror had received its reflective coating at NASA's Ames Research Center's Mirror Coating Facility in late June, and is due to be re-installed in the SOFIA aircraft, a highly modified Boeing 747SP, in October. NASA photo by Tony Landis ED08-0234-11
Date 10/16/08
NASA Reinstalls Main Mirror …
October 8, 2008 Engineers an …
10/17/08
Description October 8, 2008 Engineers and technicians from NASA, the German Space Agency and the Deutsches SOFIA Institut recently reinstalled the German-built primary mirror assembly into NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, airborne observatory. Technicians removed the glass mirror from the modified 747SP observatory in April 2008 and transported it to NASA's Ames Research Center, Moffett Field, Calif., where it received its reflective aluminum coating in a vacuum chamber in June 2008. The coating, five one-millionths of an inch thick, will be reapplied as necessary during the 20-year life of the program. "We had completed system tests of our mirror coater but this is the first time we've actually coated SOFIA's mirror. The team and equipment performed flawlessly and the results are magnificent," says Ed Austin, SOFIA science project manager at Ames. The mirror assembly was transported back to NASA's Dryden Aircraft Operations Facility in Palmdale, Calif., mid-September and reinstalled Oct. 8. &#8250, Read News Release 08-50 Photo Description: A technician guides SOFIA's primary mirror assembly into the aircraft's telescope cavity completing the mirror reinstallation following its initial coating. NASA Photo / Carla Thomas ED08-0262-54
Date 10/17/08
NASA's F-18 Systems Research …
Photo Description NASA resea …
10/21/08
Description Photo Description NASA research pilot Jim Smolka prepares to take off in NASA's F-18 Systems Research Aircraft for an External Vision System project flight. Project Description NASA Dryden partnered with Gulfstream Aerospace Corp. on the External Vision System project to demonstrate the use of a high definition video camera and monitor system on the F-18B Systems Research Aircraft to identify human factor aspects associated with reduced visibility from the cockpit. September 30, 2008 NASA / Photo Tony Landis ED08-0252-28
Date 10/21/08
Pilot Tom Horne Readies to F …
Photo Description Gulfstream …
10/21/08
Description Photo Description Gulfstream project pilot Tom Horne readies to fly an External Vision System project flight from the backseat of NASA's F-18 Systems Research Aircraft. Project Description NASA Dryden partnered with Gulfstream Aerospace Corp. on the External Vision System project to demonstrate the use of a high definition video camera and monitor system on the F-18B Systems Research Aircraft to identify human factor aspects associated with reduced visibility from the cockpit. September 30, 2008 NASA / Photo Tony Landis ED08-0252-26
Date 10/21/08
External Vision System HD Vi …
Photo Description NASA is pa …
10/21/08
Description Photo Description NASA is partnering with Gulfstream on the External Vision System project to demonstrate the use of an HD video system on the F-18B Systems Research Aircraft. Project Description NASA Dryden partnered with Gulfstream Aerospace Corp. on the External Vision System project to demonstrate the use of a high definition video camera and monitor system on the F-18B Systems Research Aircraft to identify human factor aspects associated with reduced visibility from the cockpit. September 30, 2008 NASA / Photo Tony Landis ED08-0252-14
Date 10/21/08
An HD camera is Mounted Behi …
Photo Description An HD came …
10/21/08
Description Photo Description An HD camera is mounted behind the head-up display of NASA's F-18 SRA aircraft. NASA is partnering with Gulfstream on the External Vision System project. Project Description NASA Dryden partnered with Gulfstream Aerospace Corp. on the External Vision System project to demonstrate the use of a high definition video camera and monitor system on the F-18B Systems Research Aircraft to identify human factor aspects associated with reduced visibility from the cockpit. September 30, 2008 NASA / Photo Tony Landis ED08-0252-10
Date 10/21/08
An HD Display is Mounted on …
Photo Description An HD disp …
10/21/08
Description Photo Description An HD display is mounted on top of the rear instrument panel in NASA's F-18 SRA, as NASA is partnering with Gulfstream on the External Vision System project. Project Description NASA Dryden partnered with Gulfstream Aerospace Corp. on the External Vision System project to demonstrate the use of a high definition video camera and monitor system on the F-18B Systems Research Aircraft to identify human factor aspects associated with reduced visibility from the cockpit. September 30, 2008 NASA / Photo Tony Landis ED08-0252-06
Date 10/21/08
Autonomous Aerial Refueling …
EC02-0294-2 NASA Dryden's Au …
4/23/09
Description EC02-0294-2 NASA Dryden's Automated Aerial Refueling (AAR) project evaluated the capability of an F/A-18A aircraft as an in-flight refueling tanker with the objective of developing analytical models for an automated aerial refueling system for unmanned air vehicles. The F/A-18 "tanker" aircraft (No. 847) underwent flight test envelope expansion with an aerodynamic pod containing air-refueling equipment carried beneath the fuselage. The second aircraft (No. 843) flew as the receiver aircraft during the study to assess the free-stream hose and drogue dynamics on the F/A-18A. &#8250, Read Project Description December 19, 2002 NASA Photo / Lori Losey
Date 4/23/09
Autonomous Aerial Refueling …
EC02-0294-4 NASA Dryden's Au …
4/23/09
Description EC02-0294-4 NASA Dryden's Automated Aerial Refueling (AAR) project evaluated the capability of an F/A-18A aircraft as an in-flight refueling tanker with the objective of developing analytical models for an automated aerial refueling system for unmanned air vehicles. The F/A-18 "tanker" aircraft (No. 847) underwent flight test envelope expansion with an aerodynamic pod containing air-refueling equipment carried beneath the fuselage. The second aircraft (No. 843) flew as the receiver aircraft during the study to assess the free-stream hose and drogue dynamics on the F/A-18A. &#8250, Read Project Description December 19, 2002 NASA Photo / Lori Losey
Date 4/23/09
Autonomous Aerial Refueling …
EC03-0293-03 NASA Dryden's A …
4/23/09
Description EC03-0293-03 NASA Dryden's Automated Aerial Refueling (AAR) project evaluated the capability of an F/A-18A aircraft as an in-flight refueling tanker with the objective of developing analytical models for an automated aerial refueling system for unmanned air vehicles. The F/A-18 "tanker" aircraft (No. 847) underwent flight test envelope expansion with an aerodynamic pod containing air-refueling equipment carried beneath the fuselage. The second aircraft flew as the receiver aircraft during the study to assess the free-stream hose and drogue dynamics on the F/A-18A. &#8250, Read Project Description September 18, 2003 NASA Photo / Carla Thomas
Date 4/23/09
Autonomous Aerial Refueling …
EC03-0293-06 NASA Dryden's A …
4/23/09
Description EC03-0293-06 NASA Dryden's Automated Aerial Refueling (AAR) project evaluated the capability of an F/A-18A aircraft as an in-flight refueling tanker with the objective of developing analytical models for an automated aerial refueling system for unmanned air vehicles. The F/A-18 "tanker" aircraft (No. 847) underwent flight test envelope expansion with an aerodynamic pod containing air-refueling equipment carried beneath the fuselage. The second aircraft flew as the receiver aircraft during the study to assess the free-stream hose and drogue dynamics on the F/A-18A. &#8250, Read Project Description September 18, 2003 NASA Photo / Carla Thomas
Date 4/23/09
Autonomous Aerial Refueling …
EC03-0293-15 NASA Dryden's A …
4/23/09
Description EC03-0293-15 NASA Dryden's Automated Aerial Refueling (AAR) project evaluated the capability of an F/A-18A aircraft as an in-flight refueling tanker with the objective of developing analytical models for an automated aerial refueling system for unmanned air vehicles. The F/A-18 "tanker" aircraft (No. 847) underwent flight test envelope expansion with an aerodynamic pod containing air-refueling equipment carried beneath the fuselage. The second aircraft flew as the receiver aircraft during the study to assess the free-stream hose and drogue dynamics on the F/A-18A. &#8250, Read Project Description September 18, 2003 NASA Photo / Carla Thomas
Date 4/23/09
Operation Ice Bridge 2009
ED09-0284-25 The Laser Veget …
10/2/09
Description ED09-0284-25 The Laser Vegetation Imaging Sensor, or LVIS, instrumentation rack awaits loading on NASA's DC-8 airborne science laboratory at the Dryden Aircraft Operations Facility in Palmdale, Calif., for the Fall 2009 Operation Ice Bridge deployment to the Antarctic. Developed by NASA's Goddard Space Flight Center, Greenbelt, Md., the LVIS is an aircraft-based laser altimeter that collects data on topography and vegetation coverage. The six-week Ice Bridge mission flights are staged from Punta Arenas, Chile. September 29, 2009 NASA Photo / Tom Tschida
Date 10/2/09
F-15B #836 Research Testbed
Project Description NASA's D …
9/23/08
Description Project Description NASA's Dryden Flight Research Center at Edwards Air Force Base, California, conducted a series of flights with the center's F-15B Research Testbed aircraft in support of Space Shuttle Return-to-Flight engineering efforts. The Shuttle Return to Flight team requested data on the structural survivability of external tank insulating foam debris or "divots" that are shed from the tank during a Shuttle launch. The Lifting Insulating Foam Trajectory (LIFT) flight test series used NASA's F-15B to test these ÔøΩÔøΩ_ÔøΩ__divotsÔøΩÔøΩ_ÔøΩ__ in a real flight environment at speeds up to about Mach 2. Small-scale divoting, commonly called popcorning, results from adhesive strength failure of external tank thermal protection system (TPS) foam brought about by decreasing atmospheric pressure combined with increased heating during Shuttle ascent. According to LIFT project manager Stephen Corda, objectives of the flight tests on the F-15B included determining divot structural survivability in a flight environment, assessing divot stability, quantifying divot trajectories using videography, and providing flight verification of debris tracking systems to be used for Shuttle launches. "We're using the unique capabilities of the supersonic F-15B aircraft and the aerodynamic flight test fixture to provide a means to eject these debris or divots from the fixture, and then photograph them with a high speed digital video system, where we're able to video these divots in flight at up to 10,000 frames per second," Corda noted. The debris tracking systems were verified using the F-15B as a surrogate Space Shuttle while the aircraft ejects TPS foam divots. These tracking systems included a Weibel Doppler radar and a high-definition video system aboard a NASA WB-57 aircraft. NASA' s Space Shuttle Systems Engineering and Integration office at the Johnson Space Center (JSC) in Houston, Texas, funded the LIFT flight tests at NASA Dryden as part of the STS-114 Return-to-Flight effort. JSC aeroscience engineer Ricardo Machin said the current LIFT flight tests will help them validate the models that they use for debris transport analysis. "In particular, it's going to help us understand whether the divots break up once they come off the external tank, and secondly whether they will trim and begin to fly, or if they'll tumble. The difference between trimming and flying makes a huge difference ÔøΩÔøΩ_ÔøΩ__ the amount of kinetic energy that this piece of debris can impart to the shuttle," Machin said. The LIFT flight test requires two new capabilities: an in-flight foam divot ejection system, and a high-speed video system to track and record the trajectories of the divots in flight. Both capabilities were developed by Dryden engineers. Dryden's LIFT team designed, fabricated, and ground-tested four different divot ejection systems, completing 70 ground tests to determine and refine the best approach. NASA Dryden engineers designed and procured the very high-speed digital video equipment, including development of a system to synchronize the cameras with the divot ejection system. In addition, they developed videography analysis techniques in order to quantify divot trajectories. The Dryden team completed the design and ground tests of these systems over a compact 2 1/2-month period. Photo Description A close-up of the panels on the F-15B's flight test fixture shows five divots of TPS foam were successfully ejected during the LIFT experiment. February 16, 2005 Nasa Photo / Tony Landis EC05-0030-03
Date 9/23/08
M2-F2 flight preparation and …
Title M2-F2 flight preparation and launch
Description This movie clip runs about 27 seconds and shows the cockpit canopy close-out by the ground crew, the aircraft hanging from the NB-52B wing pylon, and the M2-F2 being dropped away from the mothership. A fleet of lifting bodies flown at the NASA Flight Research Center (FRC), Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. They served as precursors of today's Space Shuttle, the X-33, and the X-38, providing technical and operational engineering data that shaped all three space vehicles. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center (DFRC) in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a "flying bathtub," and was designated the M2-F1. Built by Gus Briegleb, a sailplane builder from El Mirage, California, it featured a plywood shell, placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA Ames Research Center and NASA and Langley Research Center -- the M2-F2 and the HL-10, both built by the Northrop Corporation, Los Angeles, California. The "M" refers to "manned" and "F" refers to "flight" version. "HL" comes from "horizontal landing" and "10" is for the tenth lifting body model to be investigated by Langley. The first flight of the M2-F2 -- which looked much like the M2-F1 -- occurred on July 12, 1966. Thompson was the pilot. By then, the same B-52 used to air launch the famed X-15 rocket research aircraft had been modified to also carry the lifting bodies into the air and Thompson was dropped from the B-52 wing pylon mount at an altitude of 45,000 feet on that maiden glide flight. On May 10, 1967, during the sixteenth glide flight leading up to powered flight, a landing accident severely damaged the vehicle and seriously injured the NASA pilot, Bruce Peterson. Following the mishap, the M2-F2 was redesigned with a center fin as the M2-F3, which flew from 1970 to 1972. The M2-F2 weighed 4,620 pounds without ballast, was roughly 22 feet long, and had a width of about 10 feet.
Date 01.01.1969
HL-10 mounted on a pedestal …
Title HL-10 mounted on a pedestal in front of the Dryden main gate at sunset
Description The HL-10 Lifting Body, as shown here, is currently displayed on a pedestal in front of the main gate at NASA's Dryden Flight Research Center, Edwards, California. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of "heavy" lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. "HL" stands for horizontal landing, and "10" refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.
Date 01.01.1992
YF-12A and YF-12C in flight …
Photo Date 1975
Assembling the Gossamer Alba …
Title Assembling the Gossamer Albatross II in hangar
Description The Gossamer Albatross II is seen here being assembled in a hangar at the Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. The aircraft was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations, using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.
Date 01.01.1980
Testing the Gossamer Albatro …
Title Testing the Gossamer Albatross II
Description The Gossamer Albatross II is seen here during a test flight at NASA's Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. It was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations, using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.
Date 01.01.1980
HL-10 on Lakebed with B-52 f …
Title HL-10 on Lakebed with B-52 flyby
Full Description NASA research pilot Bill Dana takes a moment to watch NASA's NB-52B cruise overhead after a research flight in the HL-10. On the left, John Reeves can be seen at the cockpit of the lifting body. The HL-10 was one of five lifting body designs flown at NASA's Dryden Flight Research Center, Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of "heavy" lifting bodies flown by NASA. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. "HL" stands for horizontal landing, and "10" refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on December 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy- weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On February 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10.
Date 01/01/1969
NASA Center Dryden Flight Research Center
Missions at Mach 3
Dryden researchers conducted …
1/6/09
Description Dryden researchers conducted several programs involving aircraft capable of attaining altitudes above 70,000 feet and cruising at Mach 3 (more than 2,000 mph, or three times the speed of sound). Airplanes such as the XB-70, YF-12 and SR-71 served as unique assets for research in the areas of propulsion, heating and aerodynamics because their performance characteristics exceeded those of conventional jet aircraft. The B-70 Valkyrie was designed to be the ultimate high-altitude, high-speed strategic bomber. It was, however, in development at a time when the future of the manned bomber was uncertain because military planners felt that the future belonged to guided missiles. As a result, only two experimental XB-70 prototypes were built. During the mid- to late 1960s they served as testbeds for development of technology applicable to a commercial supersonic transport, or SST. The XB-70 was the about same size as projected SST designs and featured similar structural materials, such as brazed stainless steel honeycomb and titanium. In a joint program with the Air Force, NASA used the XB-70 for research on high-speed aerodynamics, sonic booms, high-altitude turbulence and SST flight profiles. Beginning in 1969, two Lockheed YF-12A aircraft were flown at Dryden in a joint NASA-Air Force program aimed at learning more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12s were prototypes of a planned interceptor aircraft that was based on a design that later evolved into the SR-71 reconnaissance aircraft. Following the loss of a YF-12A in 1971, an SR-71A joined the project under the designation YF-12C. Research data from the project helped validate analytical theories and wind-tunnel test techniques that improved design and performance of future military and civil aircraft. Experiments included research on aerodynamic and heating loads, aerodynamic drag and skin friction, heat transfer, thermal stresses, airframe and propulsion system interactions, inlet control systems, high-altitude turbulence, boundary-layer flow, landing gear dynamics, measurement of engine effluents for pollution studies, noise measurements, and evaluation of a maintenance monitoring and recording system. On many YF-12 flights medical researchers obtained information on physiological and biomedical aspects of crews flying at sustained high speeds. The program concluded in 1979. In the 1990s, two SR-71 aircraft were flown at Dryden as testbeds for high-speed, high-altitude research. With the capability to cruise at speeds of Mach 3.2 (nearly 2,200 mph) and attaining altitudes up to 85,000 feet, the aircraft served as platforms for carrying out research in aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. Other experiments included those on a laser air-data collection system, an upward-looking ultraviolet video camera to study celestial objects in wavelengths blocked to ground-based astronomers, atmospheric ozone research, satellite communications, and development of a linear aerospike rocket engine. Photo Description YF-12C in flight at sunset NASA Photo
Date 1/6/09
Oblique Wing Research
ECN-17954 Standing in front …
4/23/09
Description ECN-17954 Standing in front of the AD-1 Oblique Wing research aircraft is research pilot Richard E. Gray. Richard E. Gray joined National Aeronautics and Space Administration's Johnson Space Center, Houston, Texas, in November 1978, as an aerospace research pilot. In November 1981, Dick joined the NASA's Ames-Dryden Flight Research Facility, Edwards, California, as a research pilot. Dick was a former Co-op at the NASA Flight Research Center (a previous name of the Ames-Dryden Flight Research Facility), serving as an Operations Engineer. At Ames-Dryden, Dick was a pilot for the F-14 Aileron Rudder Interconnect Program, AD-1 Oblique Wing Research Aircraft, F-8 Digital Fly-By-Wire and Pilot Induced Oscillations investigations. He also flew the F-104, T-37, and the F-15. On November 8, 1982, Gray was fatally injured in a T-37 jet aircraft while making a pilot proficiency flight. Dick graduated with a Bachelors degree in Aeronautical Engineering from San Jose State University in 1969. He joined the U.S. Navy in July 1969, becoming a Naval Aviator in January 1971, when he was assigned to F-4 Phantoms at Naval Air Station (NAS) Miramar, California. In 1972, he flew 48 combat missions in Vietnam in F-4s with VF-111 aboard the USS Coral Sea. After making a second cruise in 1973, Dick was assigned to Air Test and Evaluation Squadron Four (VX-4) at NAS Point Mugu, California, as a project pilot on various operational test and evaluation programs. In November 1978, Dick retired from the Navy and joined NASA's Johnson Space Center. At JSC Gray served as chief project pilot on the WB-57F high-altitude research projects and as the prime television chase pilot in a T-38 for the landing portion of the Space Shuttle orbital flight tests. Dick had over 3,000 hours in more than 30 types of aircraft, an airline transport rating, and 252 carrier arrested landings. He was a member of the Society of Experimental Test Pilots serving on the Board of Directors as Southwest Section Technical Adviser in 1981/1982. &#8250, Read Project Description January 1, 1982 NASA Photo /
Date 4/23/09
B-57B in flight
Title B-57B in flight
Description This is a photograph of the Martin B-57 Canberra light bomber in flight. The aircraft has a bare-metal finish. The "V" insignia is from its use in the Viking Mars Lander parachute test program. In the early 1970s, a Martin B-57B Canberra light bomber was used in several NASA joint flight test programs at the NASA Flight Research Center (now Dryden Flight Research Center) located at Edwards Air Force Base, California. The early 1970s showed a growing interest in continuing atmospheric research. The B-57B was at the NASA Flight Research Center for a joint program with NASA Langley Research Center, Hampton, Virginia and was having a special set of instrumentation installed. Delays in completing the instruments provided an opportunity to support the NASA space program. The B-57B was used in proof-of-concept testing of the Viking Mars landers. The deceleration drop testing part of the program took place at the Joint Parachute Test Facility, El Centro, California. With completion of the Viking parachute tests, the B-57B was flown for measuring and analysis of atmospheric turbulence research in 1974-75 as part of a joint NASA program between the Flight Research Center and Langley Research Center. Additional atmospheric testing provided samples of aerosols for the University of Wyoming and clear-air turbulence data for the Department of Transportation. The aircraft was tested over a span of many years at Edwards Air Force Base by various NASA centers for other types of research. Earlier, in the 1960s, the aircraft was flown at the Flight Research Center by the Lewis Research Center (now the John Glenn Research Center) in support of the newly established NASA Electronics Center in Boston, Massachusetts. Later, in 1982, the B-57B aircraft returned to the Flight Research Center (then the Ames-Dryden Flight Research Facility) for more Langley-sponsored turbulence testing. The atmospheric research conducted using the B-57B Canberra provided information on mountain waves, jet streams, convective turbulence, and clear-air turbulence.
Date 01.01.1971
ER-2
Tropical Cloud Systems and P …
6/30/08
Description Tropical Cloud Systems and Processes Mission NASA's ER-2 aircraft flew over hurricane Dennis as part of the Tropical Cloud Systems and Processes "TSCP" Mission. This 28-day field mission sponsored by NASA's Science Mission Directorate is studying the bursting conditions for tropical storms, hurricanes and related phenomena. The flight originated from TSCP's base-of-operations in San Juan Santa Maria airport in San Jose, Costa Rica. Photo Description NASA's ER-2 takes off from the airport in San Jose, Costa Rica, to collect hurricane data during the Tropical Cloud Systems and Processes mission. July 6, 2005 NASA Photo / Bill Ingalls ED05-0149-1
Date 6/30/08
F-15B #837 Final Flight
Read News Release 09-04 With …
2/17/09
Description Read News Release 09-04 With afterburners roaring, NASA's highly modified NF-15B Eagle research aircraft lifts off the Edwards Air Force Base runway on its final flight. The first two-seat F-15 built by McDonnell Douglas in 1973, the canard-equipped converted jet fighter served as a test platform throughout its 36-year career for the U.S. Air Force, McDonnell Douglas and NASA. January 30, 2009 NASA Photo / Tony Landis ED09-0023-24
Date 2/17/09
F-15B #837 Final Flight
Read News Release 09-04 With …
2/17/09
Description Read News Release 09-04 With afterburners blazing, NASA's unique NF-15B research aircraft accelerates rapidly after taking off on its final flight from Edwards Air Force Base. The highly modified jet in its brilliant red, white and blue plumage was the test aircraft for several research projects during its 14 years with NASA, among them the Advanced Control Technology for Integrated Vehicles and Intelligent Flight Controls System research efforts. January 30, 2009 NASA Photo / Tom Tschida ED09-0023-28
Date 2/17/09
STS-66 Edwards Landing Appro …
The space shuttle Atlantis a …
9/17/08
Description The space shuttle Atlantis approaches runway 22 at Edwards, California, to complete the STS-66 mission dedicated to the third flight of the Atmospheric Laboratory for Applications and Science-3 (ATLAS-3), part of NASA's Mission to Planet Earth program. The astronauts also deployed and retrieved a free-flying satellite designed to study the middle and lower thermospheres and perform a series of experiments covering life sciences research and microgravity processing. November 1994 NASA / Photo EC94-42853-4
Date 9/17/08
F-15B #837 Final Flight
Read News Release 09-04 With …
2/17/09
Description Read News Release 09-04 With its Pratt & Whitney engines in full afterburner kicking out more than 58,000 lbs. of combined thrust, NASA's NF-15B research aircraft is pulled into a high-G turn by test pilot Jim Smolka on its final flight. One of the most identifiable aircraft in flight-test history, the aircraft served in a variety of research, development, test and evaluation roles during its 36-year lifetime, much of it focused on advanced intelligent flight controls, short-takeoff-and-landing testing, thrust-vectoring for maneuvering and integrated propulsion and flight controls. January 30, 2009 NASA Photo / Tony Landis ED09-0023-35
Date 2/17/09
F-15B #837 Final Flight
Read News Release 09-04 NASA …
2/17/09
Description Read News Release 09-04 NASA research pilot Jim Smolka brings NF-15B No. 837 down onto the Edwards Air Force Base runway after the aircraft's final flight. Smolka flew many of the 251 missions flown by the unique aircraft in a variety of research projects during its 14-year NASA career, and was instrumental in bringing the craft to NASA after its lengthy tenure as a research and developmental test aircraft for the U.S. Air Force and McDonnell Douglas. January 30, 2009 NASA Photo / Tony Landis ED09-0023-40
Date 2/17/09
NASA's ER-2 Gathers Forest A …
Read Mission Status Report O …
6/30/09
Description Read Mission Status Report One of NASA's two ER-2 Earth resources aircraft soars over the crowd during the 2009 Air Force Material Command's Freedom's Call Tattoo on June 26 at Wright-Patterson Air Force Base near Dayton, Ohio. Photo Courtesy Tim Gaffney / AviationDayton.com June 26, 2009
Date 6/30/09
Buzz Lightyear Returns From …
ED09-0266-34 Disney's space …
9/16/09
Description ED09-0266-34 Disney's space ranger Buzz Lightyear returned from space on Sept. 11 aboard space shuttle Discovery's STS-128 mission after 15 months aboard the International Space Station. While on the station, Buzz supported NASA's education outreach program «Éœ STEM (Science, Technology, Engineering and Mathematics) by creating a series of fun educational online outreach programs. Following his return, Disney is partnering with NASA to create a new online educational game and an online mission patch competition for school kids across America. NASA will fly the winning patch in space. In addition, On Oct. 2 NASA plans to announce details of a new exciting educational competition that will give students the opportunity to design an experiment for astronauts on the space station. September 11, 2009 NASA Photo / Tony Landis
Date 9/16/09
X-24B in flight and landing …
X-24B landing on runway 04 a …
X-24B launch - air drop from …
X-24B Fin Airflow Test
X-24B launch from B-52 mothe …
Ikhana
NASA Aircraft Aiding Souther …
7/9/08
Description NASA Aircraft Aiding Southern California Firefighting EffortRelease: 07-57 In response to a request from the California Office of Emergency Services and the National Interagency Fire Center, NASA is flying an aircraft equipped with sophisticated infrared imaging equipment today to assist firefighters battling several of the Southern California wildfires. The Ikhana unmanned aircraft system, a Predator B modified for civil science and research missions, was launched about 8:45 a.m. PDT from its base at NASA's Dryden Flight Research Center at Edwards Air Force Base. It is expected to fly over the major blazes burning in the Lake Arrowhead and Running Springs areas and possibly down into San Diego County to image wildfires raging in that area. The aircraft is controlled remotely by pilots in a ground control station at NASA Dryden. The Ikhana is carrying the Autonomous Modular Scanner, a thermal-infrared imaging system developed at NASA's Ames Research Center in Northern California. The system is capable of peering through heavy smoke and darkness to see hot spots, flames and temperature differences, processing the imagery on-board, and then transmitting that information in near real time so it can aid fire incident commanders in allocating their firefighting resources...Read more Photo Description: With smoke from the Lake Arrowhead, CA area fires streaming in the background, NASA's Ikhana unmanned aircraft heads out on a wildfire imaging mission. October 24, 2007 NASA Photo / Jim Ross ED07-0243-37
Date 7/9/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
NASA Langley Research Center …
The 12th and Final NACA Reun …
5/2/08
Description The 12th and Final NACA Reunion took place at the NASA Langley Research Center, which was established as the first NACA facility in 1917 as the Langley Memorial Aeronautical Laboratory. NACA Reunion XII was co-sponsored by the NASA Langley Research Center and the Langley Alumni Association and took place in Hampton, Virginia, May 2-4, 2008. There were 360 attendees from over 30 States,
Date 5/2/08
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