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X-40A Space Manuever Vehicle
EC01-0148-21 X-40A Free Flig …
05/08/2001
Description EC01-0148-21 X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. May 8, 2001 NASA Photo / Jim Ross
Date 05/08/2001
X-40A Space Manuever Vehicle
EC01-0148-15 X-40A Free Flig …
05/08/2001
Description EC01-0148-15 X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. May 8, 2001 NASA Photo / Jim Ross
Date 05/08/2001
Officials of the Army Ballis …
Title Officials of the Army Ballistic Missile Agency
Full Description Hermann Oberth (forefront) with officials of the Army Ballistic Missile Agency at Huntsville, Alabama in 1956. Left to right: Dr. Ernst Stuhlinger (seated), Major General H.N. Toftoy, Commanding Officer and person responsible for "Project Paperclip," which took scientists and engineers out of Germany after World War II to design rockets for American military use. Many of the scientists later helped to design the Saturn V rocket that took the Apollo 11 astronauts to the Moon. Dr. Eberhard Rees, Deputy Director, Development Operations Division Wernher von Braun, Director, Development Operations Division.
Date 1956
NASA Center Marshall Space Flight Center
Barbara Askins, Chemist
Title Barbara Askins, Chemist
Full Description NASA hired Barbara S. Askins, a chemist at NASA's Marshall Space Flight Center, Huntsville, Alabama, in 1975 to find a better way to develop astronomical and geological pictures. In 1978, the Association for Advancement of Inventions and Innovations named her the National Inventor of the Year for her invention of a process that restored detail to underexposed negatives that would otherwise be useless. In 1978, Barbara Askins patented a method of enhancing the pictures using radioactive materials. The process was so successful that its uses were expanded beyond NASA researchers to improvements in X-ray technology and in the restoration of old pictures.
Date 1978
NASA Center Marshall Space Flight Center
Saturn V Tanks Mated
Title Saturn V Tanks Mated
Full Description The fuel tank assembly of S-1C-T (the first stage of the Saturn V test vehicle) was mated to the liquid oxygen (LOX) tank at MSFC. Five Saturn V first stages (three for ground tests and two for flight) were fabricated at MSFC in Huntsville, Alabama. S-1C-T was test fired at MSFC with five F-1 engines installed, each developing 1.5 million pounds of thrust. In the Dynamic Test Stand at MSFC, the Saturn V test vehicle with the spacecraft on top, underwent more than 450 hours of shaking to gather data.
Date 12/1/1964
NASA Center Marshall Space Flight Center
Eisenhower Unveils Marshall …
Title Eisenhower Unveils Marshall Bust
Full Description President Dwight D. Eisenhower and Mrs. George C. Marshall unveil the bronze bust of General George C. Marshall during the dedication ceremony of the Marshall Space Flight Center (MSFC) in Huntsville, Alabama, on September 8, 1960. On October 21, 1959, President Eisenhower directed the transfer of personnel from the Redstone Arsenal's Army Ballistic Missile Agency Development Operations Division to the National Aeronautics and Space Administration (NASA). A new field installation of NASA was designated as George C. Marshall Space Flight Center (MSFC), and its complex was formed within the boundaries of Redstone Arsenal in Huntsville, Alabama. MSFC began its operation on July 1, 1960 after the transfer ceremony, with Dr. Werher von Braun as Center Director.
Date 9/8/1960
NASA Center Marshall Space Flight Center
Female Astronauts
Title Female Astronauts
Full Description Astronauts Dr. N. Jan Davis (left) and Dr. Mae C. Jemison (right) were mission specialists on board the STS-47 mission. Born on November 1, 1953 in Cocoa Beach, Florida, Dr. N. Jan Davis received a Master degree in Mechanical Engineering in 1983 followed by a Doctorate in Engineering from the University of Alabama in Huntsville in 1985. In 1979 she joined NASA Marshall Space Flight Center as an aerospace engineer. A veteran of three space flights, Dr. Davis has logged over 678 hours in space since becoming an astronaut in 1987. She flew as a mission specialist on STS-47 in 1992 and STS-60 in 1994, and was the payload commander on STS-85 in 1997. In July 1999, she transferred to the Marshall Space Flight Center, where she became Director of Flight Projects. Dr. Mae C. Jemison, the first African-American woman in space, was born on October 17, 1956 in Decatur, Alabama but considers Chicago, Illinois her hometown. She received a Bachelor degree in Chemical Engineering (and completed the requirements for a Bachelor degree in African and Afro-American studies) at Stanford University in 1977, and a Doctorate degree in medicine from Cornell University in 1981. After receiving her doctorate, she worked as a General Practitioner while attending graduate engineering classes in Los Angeles. She was named an astronaut candidate in 1987, and flew her first flight as a science mission specialists on STS-47, Spacelab-J, in September 1992, logging 190 hours, 30 minutes, 23 seconds in space. In March 1993, Dr. Jemison resigned from NASA, thought she still resides in Houston, Texas. She went on to publish her memoirs, Find Where the Wind Goes: Moments from My Life, in 2001. The astronauts are shown preparing to deploy the lower body negative pressure (LBNP) apparatus in this 35mm frame taken in the science module aboard the Earth-orbiting Space Shuttle Endeavor. Fellow astronauts Robert L. Gibson (Commander), Curtis L. Brown (Junior Pilot), Mark C. Lee (Payload Commander), Jay Apt (Mission Specialist), and Mamoru Mohri (Payload Specialist) joined the two on their maiden space flight. The Spacelab-J mission was a joint effort between Japan and the United States.
Date 09/15/1992
NASA Center Johnson Space Center
Walt Disney and Dr. Wernher …
Title Walt Disney and Dr. Wernher von Braun
Full Description Dr. Werhner von Braun, then Chief, Guided Missile Development Operation Division at Army Ballistic Missile Agency (ABMA) in Redstone Arsenal, Alabama, was visited by Walt Disney in 1954. In the 1950's, von Braun worked with Disney Studio as a technical director, making three films about space exploration for television. A model of the V-2 rocket is in background.
Date 1/1/1954
NASA Center Marshall Space Flight Center
Wernher von Braun and Saturn …
Title Wernher von Braun and Saturn IB on Launch Pad
Full Description Dr. Wernher von Braun stands in front of a Saturn IB launch vehicle at Kennedy Space Flight Center. Dr. von Braun led a team of German rocket scientists, called the Rocket Team, to the United States, first to Fort Bliss/White Sands, later being transferred to the Army Ballistic Missile Agency at Redstone Arsenal in Huntsville, Alabama. They were further transferred to the newly established NASA/Marshall Space Flight Center (MSFC) in Huntsville, Alabama in 1960, and Dr. von Braun became the first Center Director. Under von Braun's direction, MSFC developed the Mercury-Redstone, which put the first American in space, and later the Saturn rockets, Saturn I, Saturn IB, and Saturn V. The Saturn V launch vehicle put the first human on the surface of the Moon, and a modified Saturn V vehicle placed Skylab, the first United States' experimental space station, into Earth orbit. Dr. von Braun was MSFC Director from July 1960 to February 1970.
Date 1/22/1968
NASA Center Marshall Space Flight Center
Photo Description With a laser beam centered on its solar panel, a lightweight model aircraft is checked out by technician Tony Frakowiak and researcher Tim Blackwell before its power-beamed demonstration flight.
Project Description Researchers from NASA's Marshall Space Flight Center, Huntsville, Alabama, and Dryden Flight Research Center, Edwards, California, and the University of Alabama in Huntsville have flight-demonstrated a small-scale aircraft that flies solely by means of propulsive power from an invisible, ground-based infrared laser. Flights of the lightweight, radio-controlled model airplane inside a large building at NASA Marshall are believed to be the first time that a plane has been powered only by laser energy. The demonstration was a key step toward the capability to beam power to an aircraft, allowing it to stay in flight indefinitely -- a concept with potential for the scientific community as well as the remote sensing and telecommunications industries. During the flight demonstration in September 2003, an engineer manually directed the laser's energy beam from a central platform at infrared-sensitive photovoltaic cells carried on a panel on the bottom of the aircraft to power the motor as it flew circles inside the large building. A similar demonstration using a large theatrical spotlight was flown in the summer of 2002 at NASA Dryden, proving that beamed visible light could be used to power the 11-ounce aircraft. The spotlight beamed power to a solar panel attached underneath the aircraft frame that converted the light into electrical energy for the tiny, six-watt motor. An aircraft was flown using microwave energy 20 years ago, but these were the first known demonstrations of beamed light energy to fly an airplane. The lightweight model aircraft used for these demonstrations was controlled using the same over-the-counter radio control instrumentation available to model aircraft hobby enthusiasts. Beaming power via a laser to an aircraft is just one concept being explored by NASA to enable solar-electric powered aircraft to fly through the night when solar energy is not available. Another promising technology that is well along in development would use either regenerative or non-regenerative fuel cell systems to achieve the same purpose. (For more on the power-beaming demonstration, see DFRC news release 03-54, available on-line at chandra.etouch.net/centers/dfrc/Newsroom/NewsReleases/2003/03-54.html).
Photo Date September 17, 2003
Photo Description With a laser beam centered on its panel of photovoltaic cells, a lightweight model plane makes the first flight of an aircraft powered by a laser beam inside a building at NASA Marshall Space Flight Center.
Project Description Researchers from NASA's Marshall Space Flight Center, Huntsville, Alabama, and Dryden Flight Research Center, Edwards, California, and the University of Alabama in Huntsville have flight-demonstrated a small-scale aircraft that flies solely by means of propulsive power from an invisible, ground-based infrared laser. Flights of the lightweight, radio-controlled model airplane inside a large building at NASA Marshall are believed to be the first time that a plane has been powered only by laser energy. The demonstration was a key step toward the capability to beam power to an aircraft, allowing it to stay in flight indefinitely -- a concept with potential for the scientific community as well as the remote sensing and telecommunications industries. During the flight demonstration in September 2003, an engineer manually directed the laser's energy beam from a central platform at infrared-sensitive photovoltaic cells carried on a panel on the bottom of the aircraft to power the motor as it flew circles inside the large building. A similar demonstration using a large theatrical spotlight was flown in the summer of 2002 at NASA Dryden, proving that beamed visible light could be used to power the 11-ounce aircraft. The spotlight beamed power to a solar panel attached underneath the aircraft frame that converted the light into electrical energy for the tiny, six-watt motor. An aircraft was flown using microwave energy 20 years ago, but these were the first known demonstrations of beamed light energy to fly an airplane. The lightweight model aircraft used for these demonstrations was controlled using the same over-the-counter radio control instrumentation available to model aircraft hobby enthusiasts. Beaming power via a laser to an aircraft is just one concept being explored by NASA to enable solar-electric powered aircraft to fly through the night when solar energy is not available. Another promising technology that is well along in development would use either regenerative or non-regenerative fuel cell systems to achieve the same purpose. (For more on the power-beaming demonstration, see DFRC news release 03-54, available on-line at chandra.etouch.net/centers/dfrc/Newsroom/NewsReleases/2003/03-54.html).
Photo Date September 18, 2003
Aerospace industry represent …
Photo Date June 22, 2000
Photo Description Following initial captive flight tests last year at NASA's Dryden Flight Research Center, Edwards Air Force Base, California, the X-34 technology demonstrator began a new series of tests last week in which it is being towed behind a semi-truck and released to coast on the Edwards dry lakebed. On July 20, 2000, it was towed and released twice at speeds of five and 10 miles per hour. On July 24, 2000, it was towed and released twice at 10 and 30 miles per hour. Twelve tests are planned during which the X-34 will be towed for distances up to 10,000 feet and released at speeds up to 80 miles per hour. The test series is expected to last at least six weeks.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date July 20, 2000
Photo Description Following initial captive flight tests last year at NASA's Dryden Flight Research Center, Edwards Air Force Base, California, the X-34 technology demonstrator began a new series of tests last week in which it is being towed behind a semi-truck and released to coast on the Edwards dry lakebed. On July 20, 2000, it was towed and released twice at speeds of five and 10 miles per hour. On July 24, 2000, it was towed and released twice at 10 and 30 miles per hour. Twelve tests are planned during which the X-34 will be towed for distances up to 10,000 feet and released at speeds up to 80 miles per hour. The test series is expected to last at least six weeks.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date July 20, 2000
Photo Description Following initial captive flight tests last year at NASA's Dryden Flight Research Center, Edwards Air Force Base, California, the X-34 technology demonstrator began a new series of tests last week in which it is being towed behind a semi-truck and released to coast on the Edwards dry lakebed. On July 20, 2000, it was towed and released twice at speeds of five and 10 miles per hour. On July 24, 2000, it was towed and released twice at 10 and 30 miles per hour. Twelve tests are planned during which the X-34 will be towed for distances up to 10,000 feet and released at speeds up to 80 miles per hour. The test series is expected to last at least six weeks.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date July 20, 2000
Photo Description Following initial captive flight tests last year at NASA's Dryden Flight Research Center, Edwards Air Force Base, California, the X-34 technology demonstrator began a new series of tests last week in which it is being towed behind a semi-truck and released to coast on the Edwards dry lakebed. On July 20, 2000, it was towed and released twice at speeds of five and 10 miles per hour. On July 24, 2000, it was towed and released twice at 10 and 30 miles per hour. Twelve tests are planned during which the X-34 will be towed for distances up to 10,000 feet and released at speeds up to 80 miles per hour. The test series is expected to last at least six weeks.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date July 20, 2000
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 16 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being mated with the L-1011 mothership. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date March 11, 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 16 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 16 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description This is the X-34 Technology Testbed Demonstrator being delivered to NASA Dryden FRC. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 16 Apr 1999
Photo Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Project Description unknown
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date April 16, 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date June 29, 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date June 29, 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date October 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 30 Apr 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date June 29, 1999
Photo Description unknown
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date October 1999
Photo Description This is an artist concept of the X-34 Technology Testbed Demonstrator. The X-34 will demonstrate key vehicle and operational technologies applicable to future low-cost resuable launch vehicles.
Project Description The unpiloted X-34 is a technology testbed demonstrator that is designed to demonstrate key vehicle and operational technologies applicable to future low-cost reusable launch vehicles. The vehicle structure is all-composite with a one-piece delta wing design. The vehicle is 58.3 feet long and has a 27.7-foot wingspan. The suborbital vehicle was designed and built by Orbital Sciences Corporation, Dulles, Virginia, and is powered by an oxygen and kerosene Fastrac engine that was designed and built by NASA?s Marshall Space Flight Center (MSFC), Huntsville, Alabama. Fastrac is only the second American-made engine of the 29 engines developed in the last 25 years. The vehicle is designed to reach speeds of up to Mach 8 and altitudes of up to approximately 250,000 feet. Specific technologies built into the vehicle include composite structures, composite reusable propellant fuel tanks, an advanced thermal protection system, low-cost avionics, leading-edge tiles, and autonomous flight operation systems. The project?s goal is to reduce the cost of launching payloads into orbit from $10,000 per pound today to one of $1,000 per pound, thereby improving U.S. economic competitiveness. NASA and Orbital, using a small workforce, plan to demonstrate the ability to fly the X-34 every two weeks. The X-34 was expected in early 2000 to undergo testing in New Mexico, California, and Florida. The first of three X-34 vehicles, a structural test vehicle designated A-1, began captive-carry flights at Edwards Air Force Base, California, in June 1999. Technicians from Dryden Flight Research Center, Edwards, California, have assisted in upgrading the A-1 vehicle with structural modifications and integrating avionics, hydraulics, landing gear, and other hardware needed to turn it into a flight vehicle--now known as A-1A--for unpowered glide tests in New Mexico. Following a series of tow tests on the ground at Dryden, the X-34 A-1A will be used to conduct unpowered test flights at the U.S. Army?s White Sands Missile Range, New Mexico, according to plans current in early 2000. This test series was expected to use Orbital?s L-1011 carrier aircraft to air-launch the X-34. Powered flights, using the second and third vehicle (designated A-2 and A-3 respectively), are scheduled to be conducted at the Dryden Flight Research Center, California, and the Kennedy Space Center, Florida. The X-34 vehicle A-3 was expected in early 2000 to be brought to Dryden for envelope expansion to the maximum capability of an approximate speed of Mach 8 and altitude of 250,000 feet. Plans called for A-3 to explore additional reusable launch vehicle technologies as carry-on experiments. Dryden?s project manger was Seunghee Lee as of early 2000.
Photo Date 1999
Photo Description NASA Dryden project engineer Dave Bushman carefully aims the optics of a laser device at a solar cell panel on a model aircraft during the first flight demonstration of an aircraft powered by laser light.
Project Description Researchers from NASA's Marshall Space Flight Center, Huntsville, Alabama, and Dryden Flight Research Center, Edwards, California, and the University of Alabama in Huntsville have flight-demonstrated a small-scale aircraft that flies solely by means of propulsive power from an invisible, ground-based infrared laser. Flights of the lightweight, radio-controlled model airplane inside a large building at NASA Marshall are believed to be the first time that a plane has been powered only by laser energy. The demonstration was a key step toward the capability to beam power to an aircraft, allowing it to stay in flight indefinitely -- a concept with potential for the scientific community as well as the remote sensing and telecommunications industries. During the flight demonstration in September 2003, an engineer manually directed the laser's energy beam from a central platform at infrared-sensitive photovoltaic cells carried on a panel on the bottom of the aircraft to power the motor as it flew circles inside the large building. A similar demonstration using a large theatrical spotlight was flown in the summer of 2002 at NASA Dryden, proving that beamed visible light could be used to power the 11-ounce aircraft. The spotlight beamed power to a solar panel attached underneath the aircraft frame that converted the light into electrical energy for the tiny, six-watt motor. An aircraft was flown using microwave energy 20 years ago, but these were the first known demonstrations of beamed light energy to fly an airplane. The lightweight model aircraft used for these demonstrations was controlled using the same over-the-counter radio control instrumentation available to model aircraft hobby enthusiasts. Beaming power via a laser to an aircraft is just one concept being explored by NASA to enable solar-electric powered aircraft to fly through the night when solar energy is not available. Another promising technology that is well along in development would use either regenerative or non-regenerative fuel cell systems to achieve the same purpose. (For more on the power-beaming demonstration, see DFRC news release 03-54, available on-line at chandra.etouch.net/centers/dfrc/Newsroom/NewsReleases/2003/03-54.html).
Photo Date September 17, 2003
Construction Progress of the …
Name of Image Construction Progress of the F-1 Test Stand
Date of Image 1963-04-17
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. North of the massive S-IC test stand, the F-1 Engine test stand was built. Designed to assist in the development of the F-1 Engine, the F-1 test stand is a vertical engine firing test stand, 239 feet in elevation and 4,600 square feet in area at the base. Capability was provided for static firing of 1.5 million pounds of thrust using liquid oxygen and kerosene. Like the S-IC stand, the foundation of the F-1 stand is keyed into the bedrock approximately 40 feet below grade. This photo, taken April 17, 1963 depicts the construction of the F-1 test stand foundation walls.
Construction Progress of the …
Name of Image Construction Progress of the S-IC Test Stand
Date of Image 1963-06-24
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In this photo, taken June 24, 1963, the four tower legs of the test stand can be seen at their maximum height.
Construction Progress of the …
Name of Image Construction Progress of the S-IC Test Stand Tower
Date of Image 1963-05-07
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. This photograph, taken from ground level on May 7, 1963, gives a close look at one of the four towers legs of the S-IC test stand nearing its completed height.
Construction Progress of S-I …
Name of Image Construction Progress of S-IC Test Stand Pump House
Date of Image 1963-08-13
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In addition to the stand itself, related facilities were constructed during this time. Built to the northeast east was a newly constructed Pump House. Its function was to provide water to the stand to prevent melting damage during testing. The water was sprayed through small holes in the stand?s 1900 ton flame deflector at the rate of 320,000 gallons per minute. This photograph of the Pump House area was taken August 13, 1963. The massive round water storage tanks can be seen to the left of the Pump House.
Construction Progress of the …
Name of Image Construction Progress of the S-IC Test Stand
Date of Image 1963-09-05
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In addition to the stand itself, related facilities were constructed during this time. Built northeast of the stand was a newly constructed Pump House. Its function was to provide water to the stand to prevent melting damage during testing. The water was sprayed through small holes in the stand?s 1900 ton flame deflector at the rate of 320,000 gallons per minute. In this photo, taken September 5, 1963, the flame deflector is being installed in the S-IC test stand.
Construction Progress of the …
Name of Image Construction Progress of the S-IC Test Stand Hydrogen Tanks
Date of Image 1963-09-05
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In addition to the stand itself, related facilities were constructed during this time. In the center portion of this photograph, taken September 5, 1963, the spherical hydrogen storage tanks are being constructed. One of the massive tower legs of the S-IC test stand is visible to the far right.
Construction Progress of the …
Name of Image Construction Progress of the S-IC Test Stand Pump House
Date of Image 1962-05-22
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In addition to the stand itself, related facilities were constructed during this time. Built directly east of the test stand was the Block House, which served as the control center for the test stand. The two were connected by a narrow access tunnel which housed the cables for the controls. Again to the east, just south of the Block House, was a newly constructed Pump House. Its function was to provide water to the stand to prevent melting damage during testing. The water was sprayed through small holes in the stand?s 1900 ton water deflector at the rate of 320,000 gallons per minute. In this photo, taken May 22, 1963, the Pump House is undergoing construction.
Construction Progress of the …
Name of Image Construction Progress of the S-IC and F-1 Test Stands
Date of Image 1963-09-05
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In addition to the stand itself, related facilities were constructed during this time. North of the massive S-IC test stand, the F-1 Engine test stand was built. Designed to assist in the development of the F-1 Engine, the F-1 test stand is a vertical engine firing test stand, 239 feet in elevation and 4,600 square feet in area at the base. Capability was provided for static firing of 1.5 million pounds of thrust using liquid oxygen and kerosene. Like the S-IC stand, the foundation of the F-1 stand is keyed into the bedrock approximately 40 feet below grade. This photo depicts the construction of the F-1 test stand as of September 5, 1963.
Construction Progress of S-I …
Name of Image Construction Progress of S-IC Test Stand Towers
Date of Image 1963-04-17
Full Description At its founding, the Marshall Space Flight Center (MSFC) inherited the Army?s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. This photograph taken April 17, 1963, gives a look at the four tower legs of the S-IC test stand at their completed height.
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