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Pilot Neil Armstrong with X-
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| Photo Description |
NASA test pilot Neil Armstrong is seen here next to the X-15 ship #1 (56-6670) after a research flight. Neil A. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA?s Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the NACA?s High-Speed Flight Station (today, NASA?s Dryden Flight Research Center) at Edwards Air Force Base in California as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong was born August 5, 1930, in Wapakoneta, Ohio. He attended Purdue University, earning his Bachelor of Science degree in aeronautical engineering in 1955. During the Korean War, which interrupted his engineering studies, he flew 78 combat missions in F9F-2 jet fighters. He was awarded the Air Medal and two Gold Stars. He later earned a Master of Science degree in aerospace engineering from the University of Southern California. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8 orbital space flight with David Scott as pilot?the first successful docking of two vehicles in orbit. On July 20, 1969, during the Apollo 11 lunar mission, he became the first human to set foot on the Moon. From 1969 to 1971 he was Deputy Associate Administrator for Aeronautics at NASA Headquarters, and resigned from NASA in August 1971 to become Professor of Engineering at the University of Cincinnati, a post he held until 1979. He became Chairman of the Board of Cardwell International, Ltd., in Lebanon, Ohio, in 1980 and served in that capacity until 1982. During the years 1982-1992, Armstrong was chairman of Computing Technologies for Aviation, Inc., in Charlottesville,, Virginia. From 1981 to 1999, he served on the board of directors for Eaton Corp. He served as chairman of the board of AIL Systems, Inc. of Deer Park, New York, until 1999 and in 2000 was elected chairman of the board of EDO Corp., a manaufacturer of electronic and mechanical systems for the aerospace, defense and industrial markets, based in New York City. From 1985 to 1986, Armstrong served on the National Commission on Space, a presidential committee to develop goals for a national space program into the 21st century. He was also Vice Chairman of the committee investigating the Space Shuttle Challenger disaster in 1986. During the early 1990s he hosted an aviation documentary series for television entitled First Flights. |
| Project Description |
The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams. |
| Photo Date |
1960s |
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Official Portrait of Astrona
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| Name of Image |
Official Portrait of Astronaut Neil Armstrong |
| Date of Image |
1969-01-09 |
| Full Description |
Neil Armstrong, donned in his space suit, poses for his official Apollo 11 portrait. Armstrong began his flight career as a naval aviator. He flew 78 combat missions during the Korean War. Armstrong joined the NASA predecessor, NACA (National Advisory Committee for Aeronautics), as a research pilot at the Lewis Laboratory in Cleveland and later transferred to the NACA High Speed Flight Station at Edwards AFB, California. He was a project pilot on many pioneering high speed aircraft, including the 4,000 mph X-15. He has flown over 200 different models of aircraft, including jets, rockets, helicopters, and gliders. In 1962, Armstrong was transferred to astronaut status. He served as command pilot for the Gemini 8 mission, launched March 16, 1966, and performed the first successful docking of two vehicles in space. In 1969, Armstrong was commander of Apollo 11, the first manned lunar landing mission, and gained the distinction of being the first man to land a craft on the Moon and the first man to step on its surface. Armstrong subsequently held the position of Deputy Associate Administrator for Aeronautics, NASA Headquarters Office of Advanced Research and Technology, from 1970 to 1971. He resigned from NASA in 1971. |
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Neil A. Armstrong
| Title |
Neil A. Armstrong |
| Description |
Neil A. Armstrong joined the National Advisory Committee for Aeronautics at the Lewis Flight Propulsion Laboratory, Cleveland, Ohio, in 1955. He transferred to the NACA High-Speed Flight Station at Edwards Air Force Base, California, in July 1955, as an aeronautical research scientist. He became a research pilot later that year. Neil was named as one of nine astronauts for NASA's Gemini and Apollo Projects, leaving the Center for the National Aeronautics and Space Administration's Manned Spacecraft Center, Houston, Texas, in September 1962. Upon graduation from High School in 1947, Armstrong received a scholarship from the U.S. Navy. He enrolled at Purdue University to begin the study of aeronautical engineering. In 1949, the Navy called him to active duty and he became a navy pilot. In 1950, he was sent to Korea where he flew 78 combat missions from the carrier USS Essex in a Grumman F9F-2 Panther. He received the Air Medal and two Gold Stars. In 1952, Armstrong returned to Purdue University and graduated with a bachelors degree in aeronautical engineering in 1955. He later earned a masters degree in aerospace engineering from the University of Southern California. At the High-Speed Flight Station (which later became the NASA Dryden Flight Research Center) Armstrong served as project pilot on the North American F-100A and -C aircraft, McDonnell F-101, and the Lockheed F-104A. He also flew the Bell X-1B (4 flights, first on August 15, 1957), Bell X-5 (one flight, the last in the program, on October 25, 1955) and the Paresev. On November 30, 1960, Armstrong made his first flight in the X-15. He made a total of seven flights in the rocket plane reaching an altitude of 207,500 feet in the X-15-3 and a Mach number of 5.74 (3,989 mph) in the X-15-1. He left the Flight Research Center with a total of 2450 flying hours in more than 50 aircraft types. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong later accumulated a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966, he was commander of the Gemini 8 mission that performed the first successful docking of two vehicles in space. As spacecraft commander for the Apollo 11 lunar mission, on July 20, 1969, he became the first human to set foot on the Moon. In 1970 he was appointed Deputy Associate Administrator for Aeronautics at NASA Headquarters. He resigned in 1971. Neil wrote several technical reports and presented a number of research papers. In June 1962, the Octave Chanute Award was presented to Neil by the Institute of the Aerospace Sciences. Other awards received by Neil have included the NASA Distinguished Service Medal and the NASA Exceptional Service Medal. |
| Date |
01.01.1958 |
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F-15 RPRV Attached Under the
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| Title |
F-15 RPRV Attached Under the Wing of the B-52 Mothership in Flight |
| Description |
This photograph shows one of NASA's 3/8th-scale F-15 remotely piloted research vehicles under the wing of the B-52 mothership in flight during 1973, the year that the research program began. The vehicle was used to make stall-spin studies of the F-15 shape before the actual F-15s began their flight tests.*B-52 Project Description:*NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built, basic F-15 configuration allowed FRC engineers to test the mathematical model of the aircraft in an angle-of-attack range not previously examined in flight research. The basic airplane configuration proved to be resistant to departure from straight and level flight, hence to spins, however, the vehicle could be flown into a spin using a technique developed in the simulator. Data obtained during the first 26 flights gave researchers a better understanding of the spin characteristics of the full-scale fighter. Researchers later obtained spin data with the vehicle in other configurations at angles of attack as large as minus 70 degrees and plus 88 degrees. There were 35 flights of the 3/8-scale F-15s by the end of 1978 and 52 flights by mid-July of 1981. These included some in which the vehicle--redesignated the Spin Research Vehicle after it was modified from the basic F-15 configuration--evaluated the effects of an elongated nose and a wind-tunnel-designed nose strake (among other modifications) on the airplane's stall/spin characteristics. Results of flight research with these modifications indicated that the addition of the nose strake increased the vehicle's resistance to departure from the intended flight path, especially entrance into a spin. Large differential tail deflections, a tail chute, and a nose chute all proved effective as spin recovery techniques, although it was essential to release the nose chute once it had deflated in order to prevent an inadvertent reentry into a spin. Overall, remote piloting with the 3/8-scale F-15 provided high-quality data about spin characteristics. The SRV was about 23 and one-half feet long and had a 16-foot wing span., originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant. - - - - - - - - - - -*F-15A RPRV/SRV Project Description:*In April of 1971, Assistant Secretary of the Air Force for Research and Development Grant Hanson sent a memorandum noting the comparatively small amount of research being conducted on stalls (losses of lift) and spins despite the yearly losses that they caused (especially of fighter aircraft). In the spring and summer of that year, NASA's Flight Research Center (redesignated in 1976 the Dryden Flight Research Center, Edwards, California) studied the feasibility of conducting flight research with a sub-scale fighter-type Remotely Piloted Research Vehicle (RPRV) in the stall-spin regime. In November, NASA Headquarters approved flight research for a 3/8-scale F-15 RPRV. It would measure aerodynamic derivatives of the aircraft throughout its angle-of-attack range and compare them with those from wind tunnels and full-scale flight. (Angle of attack refers to the angle of the wings or fuselage with respect to the prevailing wind.) The McDonnell Douglas Aircraft Co., builder of the full-size F-15, designed and constructed three 3/8-scale mostly fiberglass, unpowered F-15 RPRV's for a little more than $250,000 apiece (compared with $6.8 million for a full-size F-15). The FRC set up a dedicated RPRV control facility in a room on the first floor next to the hangar for the RPRV and set up a much more sophisticated control system than was used for an earlier RPRV--the Hyper III. The control facility featured a digital uplink capability, a ground computer, a television monitor, and a telemetry system. Launched from a B-52, the first F-15 RPRV flew its initial flight on October 12, 1973. The initial flights were recovered in mid-air by helicopters, but later flights employed horizontal landings by the remote research pilot, who "flew" the aircraft from the RPRV control facility. Chosen because of the risks involved in spin testing a full-scale fighter aircraft, the remotely piloted research technique enabled the pilot to interact with the vehicle much as he did in normal flight. Flying remotely, however, called for some special techniques to make up for the cues available to a pilot in the airplane but not to a remote pilot. It also allowed the flight envelope to be expanded more rapidly than conventional flight research methods permitted for piloted vehicles. During its first 26 flights, through the end of 1975, flight research over an angle-of-attack range of minus 20 degrees to plus 53 degrees with the 3/8-scale vehicle in the |
| Date |
01.01.1973 |
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