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Formerly at NASA's Langley Research Center, this Northrop T-38 Talon is now used for mission support and pilot proficiency at the Dryden Flight Research Center.

Dryden and Victory welcomed by Reid

Dryden and Victory welcomed …

NASA Dryden's T-38 Talon trainer jet in flight over the main base complex at Edwards Air Force Base. Formerly at NASA's Langley Research Center, this Northrop T-38 Talon is now used for mission support and pilot proficiency at the Dryden Flight Research Center.

NASA Dryden's T-38 Talon trainer aircraft in flight near Edwards Air Force Base. Formerly at NASA's Langley Research Center, this Northrop T-38 Talon is now used for mission support and pilot proficiency at the Dryden Flight Research Center.

NASA Dryden's T-38 trainer aircraft in flight over Cuddeback Dry Lake in Southern California. Formerly at NASA's Langley Research Center, this Northrop T-38 Talon is now used for mission support and pilot proficiency at the Dryden Flight Research Center.

NASA Dryden Flight Research Center's chief pilot Gordon Fullerton in the cockpit of the center's T-38 Talon mission support aircraft.

NASA Dryden Flight Research …

Pilot Gordon Fullerton taxies NASA Dryden's "newest" mission support aircraft, a T-38 Talon, into position on the ramp upon its arrival on February 24, 2005.

Dryden's David Bushman expla …

Puffy white clouds and a flooded lakebed form a backdrop as a T-38 support aircraft taxies across the ramp in front of NASA's Boeing 747 Shuttle Carrier Aircraft.

F-18 HARV forebody surface f …

F-18 HARV smoke and tuft vor …

F-18 HARV smoke and tuft flo …

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California.

Hyper-X and Pegasus Launch V …

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California.

Hyper-X and Pegasus Launch V …

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California.

Hyper-X and Pegasus Launch V …

Lockheed Electra - aerial vi …

Lockheed Electra - takeoff f …

The Dryden C-140 JetStar during testing of advanced propfan designs. Dryden conducted flight research in 1981-1982 on several designs. The technology was developed under the direction of the Lewis Research Center (today the Glenn Research Center, Cleveland, OH) under the Advanced Turboprop Program. Under that program, Langley Research Center in Virginia oversaw work on accoustics and noise reduction. These efforts were intended to develop a high-speed and fuel-efficient turboprop system.

JetStar

Technicians inspect the sub-scale X-48B Blended Wing Body concept demonstrator in the full-scale wind tunnel at NASA's Langley Research Center. Researchers at NASA's Langley Research Center in Hampton, Va., are testing the a 21-foot wingspan 8.5 percent scale prototype of a blended wing body aircraft in Langley's historic full-scale wind tunnel. Boeing Phantom Works has partnered with NASA and the Air Force Research Laboratory to study the structural, aerodynamic and operational advantages of the advanced aircraft concept, a cross between a conventional plane and a flying wing design. The Air Force has designated the prototype the X-48B based on its interest in the design's potential as a multi-role, long-range, high-capacity military transport aircraft. A second X-48B blended-wing body prototype is due to arrive at NASA Dryden Flight Research Center in May, and after installation of test instrumentation and extensive checkout, begin flight tests later this year. (Boeing photo # K636682-01B)

Technicians inspect the sub- …

F-18 HARV instrumentation mo …

F-18 HARV in flight with act …

F-18 HARV on ramp close-up o …

NASA's Dryden Flight Research Center marked its 60th anniversary as the aerospace agency's lead center for atmospheric flight research and operations in 2006. In connection with that milestone, hundreds of the center's staff and retirees gathered in nearby Lancaster, Calif., in November 2006 to reflect on the center's challenges and celebrate its accomplishments over its six decades of advancing the state-of-the-art in aerospace technology. The center had its beginning in 1946 when a few engineers from the National Advisory Committee for Aeronautics' Langley Memorial Aeronautical Laboratory were detailed to Muroc Army Air Base (now Edwards Air Force Base) in Southern California's high desert to support the joint Army Air Force / NACA / Bell Aircraft XS-1 research airplane program. Since that inauspicious beginning, the center has been at the forefront of many of the advances in aerospace technology by validating advanced concepts through actual in-flight research and testing. Dryden is uniquely situated to take advantage of the excellent year-round flying weather, remote area, and visibility to test some of the nation?s most exciting aerospace vehicles. Today, NASA Dryden is NASA's premier flight research and test organization, continuing to push the envelope in the validation of high-risk aerospace technology and space exploration concepts, and in conducting airborne environmental and space science missions in the 21st century.

A close-up of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X," in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A/Hyper-X Vehicle Arrive …

A head-on view of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X," in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A/Hyper-X Vehicle Arrive …

The X-43A Hypersonic Experimental Vehicle, or "Hyper-X," carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A/Hyper-X Vehicle Arrive …

F-18 HARV final flight over …

F-18 HARV final flight over …

Attached to the same B-52B mothership that once launched X-15 research aircraft in the 1960s, NASA's third X-43A performed a captive carry evaluation flight from Edwards Air Force Base, California on September 27, 2004. The X-43 remained mated to the B-52 throughout this mission, intended to check its readiness for launch scheduled later in the fall.

Attached to the same B-52B mothership that once launched X-15 research aircraft in the 1960s, NASA's third X-43A performed a captive carry evaluation flight from Edwards Air Force Base, California on September 27, 2004. The X-43 remained mated to the B-52 throughout this mission, intended to check its readiness for launch scheduled later in the fall.

F-111 TACT research flight o …

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this side view of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California.

Hyper-X and Pegasus Launch V …

A close-up view of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, portion of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California.

Hyper-X and Pegasus Launch V …

A close-up view of the front end of a Pegasus rocket booster being prepared by technicians at the Dryden Flight Research Center for flight tests with the X-43A "Hypersonic Experimental Vehicle," or "Hyper-X." The X-43A, which will be attached to the Pegasus booster and drop launched from NASA's B-52 mothership, was developed to research dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Pegasus Rocket Booster Being …

The X-43A Hypersonic Experimental Vehicle, or "Hyper-X" is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Vehicle During Ground …

This photo shows a close-up, rear view of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X" undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Vehicle During Ground …

The X-43A Hypersonic Experimental Vehicle, or "Hyper-X" is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Vehicle During Ground …

The X-43A Hypersonic Experimental Vehicle, or "Hyper-X" is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Vehicle During Ground …

This artist?s concept depicts the Hyper-X research vehicle riding on a booster rocket prior to being launched by the Dryden Flight Research Center's B-52 at about 40,000 feet. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Research Vehicle - A …

The late 1940s saw increased flight activity, and more women computers were needed at the NACA Muroc Flight Test Unit than the ones who had originally arrived in 1946. A call went out to the NACA Langley, Lewis, and Ames laboratories for more women computers. Pictured in this photograph with the Snowman are some of the women computers who responded to the call for help in 1948 along with Roxanah, Emily, Dorothy, who were already here. Standing left to right: Mary (Tut) Hedgepeth, from Langley, Lilly Ann Bajus, Lewis, Roxanah Yancey, Emily Stephens, Jane Collons (Procurement), Leona Corbett (Personnel), Angel Dunn, Langley. Kneeling left to right: Dorothy (Dottie) Crawford Roth, Lewis, Dorothy Clift Hughes, and Gertrude (Trudy) Wilken Valentine, Lewis.

Some NACA Muroc personnel wi …

Joel Sitz is the project manager of the X-43 experimental aircraft [ http://www.dfrc.nasa.gov/Gallery/Photo/X-43A/index.html ] at NASA's Dryden Flight Research Center, Edwards, California, a position he has held since July 1998. Sitz is responsible for the overall flight research element of the Hyper-X Program, managed by the NASA Langley Research Center, Hampton, Va. The X-43A vehicle will feature the first free flight of an airframe-integrated, hypersonic Supersonic Combustion RamJet (SCRAMJET) engine. Before assuming his present assignment, Sitz was deputy program manager at Dryden for NASA?s Aviation Safety Program from 1997 to 1998. He was also the project manager of the F-18 Systems Research Aircraft (SRA) and the L-1011 Adaptive Performance Optimization (APO) Project. His responsibilities included the development and flight evaluation of several advanced aircraft sensors and systems technologies that will be used to improve both the safety and performance of future military and commercial transport aircraft. Previous to joining NASA in 1989 as an aerospace engineer, Sitz was employed by Honeywell Military Avionics Division. At NASA he became a software systems engineer on the X-29 Forward Swept Wing Project, responsible for real-time flight control software design, development and test. At Dryden, Sitz has developed and performed research in advanced automated test tools to support flight control system validation for flight research projects including the X-29, F-18 High Angle of Attack and X-31 flight research programs. He was the deputy project manager for the F-16XL #2 Supersonic Laminar Flow Control Project. He was also the project manager responsible for transfer of Dryden business system operations from NASA Ames Research Center, Moffett Field, Calif., to NASA Marshall Space Flight Center, Huntsville, Ala., when Dryden became an independent NASA center in 1994. As a member of Dryden?s Procedures and Policies Committee from 1990 to 1997, Sitz was responsible for updating Dryden?s Basic Operations Manual. Sitz graduated from the University of North Dakota in 1982 with a bachelor of science degree in computer science. He received a master of science degree in engineering management in 1989 from Golden Gate University of San Francisco, Calif.

Mach 7 wind tunnel test of the full-scale X-43A model with spare flight engine in Langley's 8-Foot High Temperature Tunnel.

Lockheed Electra - animation …

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000.

X-43A Undergoing Controlled …

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000.

X-43A Undergoing Controlled …

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000.

X-43A Undergoing Controlled …

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000.

X-43A Undergoing Controlled …

A side-view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Vehicle Model - Side …

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Vehicle Model - Side …

This aft-quarter model view of NASA's X-43A "Hyper-X" or Hypersonic Experimental Vehicle shows its sleek, geometric design. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Vehicle Model - Top …

A front view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Vehicle Model - Fron …

A top front view of an early desk-top model of NASA's X-43A "Hyper-X," or Hypersonic Experimental Vehicle, developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Vehicle Model - Top …

Technicians prepare a Pegasus rocket booster for flight tests with the X-43A "Hypersonic Experimental Vehicle," or "Hyper-X." The X-43A, which will be attached to the Pegasus booster and drop launched from NASA's B-52 mothership, was developed to research dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Pegasus Rocket Booster Being …

An artist?s conception of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X" in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Research Vehicle - A …

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Hyper-X Research Vehicle - A …

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X" in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

Artist Concept of X-43A/Hype …

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or "Hyper-X" in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Hypersonic Experimenta …

NACA Dryden test pilot Howar …

The HL-10, seen here parked on the ramp, was one of five lifting body designs flown at NASA's Dryden Flight Research Center, Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space.

HL-10 on ramp

Unveiling of sign for Walter …

HL-10 on Lakebed with B-52 flyby

HL-10 on Lakebed with B-52 f …

NACA Groundbreaking Ceremony

The M2-F1 Lifting Body is seen here under tow at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California.

M2-F1 in flight on tow line

The second X-43A hypersonic research aircraft, attached to a modified Pegasus booster rocket and followed by a chase F-18, was taken to launch altitude by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. In a combined research effort involving Dryden, Langley, and several industry partners, NASA demonstrated the value of its X-43A hypersonic research aircraft, as it became the first air-breathing, unpiloted, scramjet-powered plane to fly freely by itself. The March 27 flight, originating from NASA's Dryden Flight Research Center, began with the Agency's B-52B launch aircraft carrying the X-43A out to the test range over the Pacific Ocean off the California coast. The X-43A was boosted up to its test altitude of about 95,000 feet, where it separated from its modified Pegasus booster and flew freely under its own power. Two very significant aviation milestones occurred during this test flight: first, controlled accelerating flight at Mach 7 under scramjet power, and second, the successful stage separation at high dynamic pressure of two non-axisymmetric vehicles. To top it all off, the flight resulted in the setting of a new aeronautical speed record. The X-43A reached a speed of over Mach 7, or about 5,000 miles per hour faster than any known aircraft powered by an air-breathing engine has ever flown.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket accelerate after launch from NASA's B-52B launch aircraft over the Pacific Ocean on March 27, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif. Minutes later the X-43A separated from the Pegasus booster and accelerated to its intended speed of Mach 7. In a combined research effort involving Dryden, Langley, and several industry partners, NASA demonstrated the value of its X-43A hypersonic research aircraft, as it became the first air-breathing, unpiloted, scramjet-powered plane to fly freely by itself. The March 27 flight, originating from NASA's Dryden Flight Research Center, began with the Agency's B-52B launch aircraft carrying the X-43A out to the test range over the Pacific Ocean off the California coast. The X-43A was boosted up to its test altitude of about 95,000 feet, where it separated from its modified Pegasus booster and flew freely under its own power. Two very significant aviation milestones occurred during this test flight: first, controlled accelerating flight at Mach 7 under scramjet power, and second, the successful stage separation at high dynamic pressure of two non-axisymmetric vehicles. To top it all off, the flight resulted in the setting of a new aeronautical speed record. The X-43A reached a speed of over Mach 7, or about 5,000 miles per hour faster than any known aircraft powered by an air-breathing engine has ever flown.

C-140 JetStar in flight

Hyper III, M2-F2 & RC Mothership

Hyper III, M2-F2 & RC Mother …

Cockpit of the HL-10 lifting body.

HL-10 cockpit

NASA research pilot Bill Dana takes a moment to watch NASA's NB-52B cruise overhead after a research flight in the HL-10. On the left, John Reeves can be seen at the cockpit of the lifting body.

HL-10 on lakebed with B-52 f …

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket drop away from NASA's B-52B launch aircraft over the Pacific Ocean on March 27, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif. Moments later the Pegasus booster ignited to accelerate the X-43A to its intended speed of Mach 7.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket accelerate after launch from NASA's B-52B launch aircraft over the Pacific Ocean on March 27, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif. Minutes later the X-43A separated from the Pegasus booster and accelerated to its intended speed of Mach 7.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 7.

NASA's B-52B aircraft over the Dryden Flight Research Center after the successful launch of the second X-43A hypersonic research vehicle.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 7.

Employees atop NASA Dryden's main building celebrate the return flyby of the B-52B aircraft after it launched the second X-43A aircraft on its successful flight.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 7.

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 7.

The Apollo hardware jammed into the F-8C. The computer is partially visible in the avionics bay at the top of the fuselage behind the cockpit. Note the display and keyboard unit in the gun bay. To carry the computers and other equipment, the F-8 DFBW team removed the aircraft's guns and ammunition boxes.

F-8 DFBW on-board electronic …

NASA's Hyper-X Program Manager Vince Rausch talks about the X-43 [ http://www.dfrc.nasa.gov/Gallery/Photo/X-43A/index.html ] from his office at NASA Langley Research Center in Hampton, VA.

NACA Aircraft in hangar 1953 …

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at the South Base of Edwards Air Force Base. The photograph shows the X-5 on the ramp in-front of the NACA hangar.

X-5 on Ramp - Side View

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at the South Base of Edwards Air Force Base in 1952. The photograph is a left side view of the aircraft on the ramp.

X-5 on Ramp

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at the South Base of Edwards Air Force Base. The photograph, a multiple exposure, illustrates the X-5's variably swept wing capability.

X-5 Multiple Exposure Photo …

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at Edwards Air Force Base in the mid 1950s. The photograph shows the aircraft in flight with the wings swept back.

X-5

The F-8A Supercritical Wing (SCW) aircraft in flight. Dr. Richard T. Whitcomb began work on the supercritical wing in the early 1960s. Although the design was highly efficient in wind-tunnel testing, it was so unusual that few accepted the concept as practical. Larry Loftin of NASA's Langley Research Center in Hampton, VA, said, "We're going to have a flight demonstration. This thing is so different from anything that we've ever done before that nobody's going to touch it with a ten foot pole without somebody going out and flying it." The Navy supplied NASA with an F-8A (Navy Bureau Number 141353/NASA tail number 810), while North American Aviation built the supercritical wing. The SCW team attached it to the stock F-8 fuselage. This 1971 photo shows its original paint finish. Tom McMurtry, who was the lead project pilot, recalled that there was no time or money for a fancier finish. In fact, on the first flight, made on March 9, 1971, the "SCW" on the tail was actually taped on.

F-8 SCW in flight

C-140 JetStar landing on Rog …

First B-52 captive flight of …

X-43A / Hyper-X separation f …

X-43A / Hyper-X / Pegasus st …

NASA personnel in a control room during the successful second flight of the X-43A aircraft. front row, left to right: Randy Voland, LaRC Propulsion, Craig Christy, Boeing Systems, Dave Reubush, NASA Hyper-X Deputy Program Manager, and Vince Rausch, NASA Hyper-X Program Manager. back row, left to right: Bill Talley, DCI/consultant, Pat Stoliker, DFRC Director (Acting) of Research Engineering, John Martin, LaRC G&C, and Dave Bose, AMA/Controls.

F-8 DFBW in flight

NASA's historic B-52 mother ship carried the X-43A and its Pegasus booster rocket on a captive carry flight from Edwards Air Force Base Jan. 26, 2004. The X-43A and its booster remained mated to the B-52 throughout the two-hour flight, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

NASA's historic B-52 mother ship carried the X-43A and its Pegasus booster rocket on a captive carry flight from Edwards Air Force Base Jan. 26, 2004. The X-43A and its booster remained mated to the B-52 throughout the two-hour flight, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

NASA's historic B-52 mother ship carried the X-43A and its Pegasus booster rocket on a captive carry flight from Edwards Air Force Base Jan. 26, 2004. The X-43A and its booster remained mated to the B-52 throughout the two-hour flight, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

The black X-43A rides on the front of a modified Pegasus booster rocket hung from the special pylon under the wing of NASA's B-52B mother ship. The photo was taken during a captive carry flight Jan. 26, 2004 to verify systems before an upcoming launch.

M2-F1 and M2-F2 lifting bodi …

F-8 Digital Fly-By-Wire (left) and F-8 Supercritical Wing in flight. These two aircraft fundamentally changed the nature of aircraft design. The F-8 DFBW pioneered digital flight controls and led to such computer-controlled aircraft as the F-117A, X-29, and X-31. Airliners such as the Boeing 777 and Airbus A320 also use digital fly-by-wire systems. The other aircraft is a highly modified F-8A fitted with a supercritical wing. Dr. Richard T. Whitcomb of Langley Research Center originated the supercritical wing concept in the late 1960s. (Dr. Whitcomb also developed the concept of the "area rule" in the early 1950s. It significantly reduced transonic drag.)

Dryden F-8 Research Aircraft …

A close-up view of the Pegasus space-booster attached to the wing pylon of NASA?s B-52 launch aircraft at NASA's Dryden Flight Research Center, Edwards, California. The Pegasus rocket booster was designed as a way to get small payloads into space orbit more easily and cost-effectively. It has also been used to gather data on hypersonic flight.

Pegasus Mated under Wing of …

A mock-up of the stainless-steel Pegasus Hypersonic Experiment (PHYSX) Projects experimental "glove" undergoes hot-loads tests at NASA's Dryden Flight Research Center, Edwards, California. The thermal ground test simulates heats and pressures the wing glove will experience at hypersonic speeds. Quartz heat lamps subject this model of a Pegasus booster rocket's right wing glove to the extreme heats it will experience at speeds approaching Mach 8. The glove has a highly reflective surface, underneath which are hundreds of temperature and pressure sensors that will send hypersonic flight data to ground tracking facilities during the experimental flight.

PHYSX Glove Test

D-558-2 Dropped from B-29 Mothership

D-558-2 Dropped from B-29 Mo …

NASA research pilot John A. Manke is seen here in front of the M2-F3 Lifting Body. Manke was hired by NASA on May 25, 1962, as a flight research engineer. He was later assigned to the pilot's office and flew various support aircraft including the F-104, F5D, F-111 and C-47. After leaving the Marine Corps in 1960, Manke worked for Honeywell Corporation as a test engineer for two years before coming to NASA. He was project pilot on the X-24B and also flew the HL-10, M2-F3, and X-24A lifting bodies. John made the first supersonic flight of a lifting body and the first landing of a lifting body on a hard surface runway. Manke served as Director of the Flight Operations and Support Directorate at the Dryden Flight Research Center prior to its integration with Ames Research Center in October 1981. After this date John was named to head the joint Ames-Dryden Directorate of Flight Operations. He also served as site manager of the NASA Ames-Dryden Flight Research Facility. John is a member of the Society of Experimental Test Pilots. He retired on April 27, 1984.

M2-F3 with test pilot John A …

A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing (SCW) in place of the conventional wing. The unique design of the Supercritical Wing reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph the TF-8A Crusader with Supercritical Wing is shown on the ramp with project pilot Tom McMurtry standing beside it. McMurtry received NASA's Exceptional Service Medal for his work on the F-8 SCW aircraft. He also flew the AD-1, F-15 Digital Electronic Engine Control, the KC-130 winglets, the F-8 Digital Fly-By-Wire and other flight research aircraft including the remotely piloted 720 Controlled Impact Demonstration and sub-scale F-15 research projects. In addition, McMurtry was the 747 co-pilot for the Shuttle Approach and Landing Tests and made the last glide flight in the X-24B. McMurtry was Dryden?s Director for Flight Operations from 1986 to 1998, when he became Associate Director for Operations at NASA Dryden. In 1982, McMurtry received the Iven C. Kincheloe Award from the Society of Experimental Test Pilots for his contributions as project pilot on the AD-1 Oblique Wing program. In 1998 he was named as one of the honorees at the Lancaster, Calif., ninth Aerospace Walk of Honor ceremonies. In 1999 he was awarded the NASA Distinguished Service Medal. He retired in 1999 after a distinguished career as pilot and manager at Dryden that began in 1967.

F-8 SCW on ramp with test pi …

The M2-F1 Lifting Body is seen here being towed behind a C-47 at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. In this rear view, the M2-F1 is flying above and to one side of the C-47. This was done to avoid wake turbulence from the towplane. Lacking wings, the M2-F1 used an unusual configuration for its control surfaces. It had two rudders on the fins, two elevons (called "elephant ears") mounted on the outsides of the fins, and two body flaps on the upper rear fuselage.

M2-F1 in flight being towed …

The M2-F1 Lifting Body is seen here testing its "instant L/D rocket" on the lakebed at NASA's Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The M2-F1 was an experimental aircraft. Its outer plywood shell was built by sailplane maker Gus Briegleb, while the internal frame was built at the Flight Research Center. The instant lift-over-drag (L/D) rocket was developed at the Navy facility at China Lake, California

M2-F1 ground test firing of …

M2-F1 in flight

M2-F1 car tow test with 1963 …

Dale Reed's home movie of an …

Mothership Drop Test of an M …

Mothership Drop Test of an M …

The second X-43A hypersonic research vehicle, mounted under the right wing of the B-52B launch aircraft, viewed from the B-52 cockpit. The crew is working on closing out the research vehicle, preparing it for flight.

NASA's B-52B launch aircraft at sunset with the second X-43A hypersonic research vehicle attached to a modified Pegasus rocket under its right wing.

The Hyper-X X-43A project team in front of NASA's B-52B launch aircraft with the Pegasus booster and X-43A vehicle attached.

This image (captured from animation video) illustrates the X-43A research vehicle alone after separation from the Pegasus booster. (LaRC Photo # EL-2000-00531)

This image (captured from animation video) illustrates the separation of the X-43A research vehicle from the Pegasus booster. (LaRC Photo # EL-2000-00532)

M2-F2 flight preparation and …

M2-F2 experiencing lateral o …

Milt Thompson prepares for M …

M2-F2 test flight with F5D-1 …

M2-F2 drop from NB-52A mothe …

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level.

Computational Fluid Dynamics …

The M2-F1 Lifting Body is seen here under tow by an unseen C-47 at the NASA Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The low-cost vehicle was the first piloted lifting body to be test flown. The lifting-body concept originated in the mid-1950s at the National Advisory Committee for Aeronautics' Ames Aeronautical Laboratory, Mountain View California. By February 1962, a series of possible shapes had been developed, and R. Dale Reed was working to gain support for a research vehicle.

M2-F1 in flight

YF-12A Coldwall Ground Separ …

YF-12C mid-air refueling

YF-12C approach and landing …

YF-12A landing at Edwards Ai …

YF-12C takeoff from Edwards …

HL-10 approach and landing a …

HL-10 after landing with pil …

HL-10 cockpit view of approa …

HL-10 landing with F5D-1 Sky …

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) arrives at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC). Captive-carry flights attached under the wing of Dryden's B-52 are scheduled to begin in July, with unpiloted free-flights from the B-52 scheduled to begin in the fall.

X-38 Arrival at NASA Dryden …

DFRC F-16 aircraft fleet and …

The M2-F1 Lifting Body is seen here under tow, high above Rogers Dry Lake near the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. R. Dale Reed effectively advocated the project with the support of NASA research pilot Milt Thompson. Together, they gained the support of Flight Research Center Director Paul Bikle. After a six-month feasibility study, Bikle gave approval in the fall of 1962 for the M2-F1 to be built.

M2-F1 in flight

Dryden and Victory welcomed …

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

Walter C. Williams

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake. Due to control problems, pilot Bruce Peterson had to land at a higher speed than originally planned in order to keep the vehicle under control. The actual touchdown speed was about 280 knots. This was 30 knots above the speed called for in the flight plan. The HL-10's first flight had lasted 3 minutes and 9 seconds.

HL-10 first flight landing

This photo shows the HL-10 on Rogers Dry Lakebed with pilot Bill Dana in the foreground. Bill joined the HL-10 program in 1969 after flying the M2-F1 and the X-15, among other aircraft. His first glide flight was on April 25, 1969. Some months later, on September 3, 1969, he reached an altitude of 77,960 feet. This was one of a series of HL-10 flights to collect stability and control data at higher speeds and altitudes and at different angles of attack.

HL-10 on lakebed with pilot …

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake at Edwards AFB, California, on December 22, 1966. The HL-10 suffered from buffeting and poor control during the flight. Pilot Bruce Peterson was able to make a successful landing despite the severe problems. These were traced to airflow separation from the fins. As a result, the fins were no longer able to stabilize the vehicle. A small reshaping of the fins' leading edges cured the airflow separation, but it was not until March 15, 1968, that the second HL-10 flight occurred.

HL-10 first flight landing

The HL-10 Lifting Body is seen here in powered flight shortly after launch from the B-52 mothership. When HL-10 powered flights began on October 23, 1968, the vehicle used the same basic XLR-11 rocket engine that powered the original X-1s. A total of five powered flights were made before the HL-10 first flew supersonically on May 9, 1969, with John Manke in the pilot's seat.

HL-10 in flight after launch

This photo shows the HL-10 on lakebed with its subsonic control surface configuration. The unusual shapes of the lifting bodies, as well as the demands of flying a re-entry shape to comparative low-speed landings, required a complex set of control surfaces. The rudders also served as speed brakes, allowing the pilot to adjust his speed during descent. Moving the flaps at the rear of the fuselage in the same direction pitched the nose up, while moving them in opposite directions rolled the vehicle to the right or left. After the HL-10's fins were modified to improve its handling qualities, the vehicle proved to be the best handling of the original heavy-weight lifting bodies.

HL-10 on lakebed showing sub …

View of the cockpit of NASA's F-14, tail number 991. This aircraft was the first of a series of post-Vietnam fighters, followed by the F-15, F-16, and F-18. They were designed for maneuverability in air-to-air combat. The F-14s had a spin problem that posed problems for its ability to engage successfully in a dogfight, since it tended to depart from controlled flight at the high angles of attack that frequently occur in close-in engagements.

F-14 #991 cockpit

F-8 Digital Fly-by-Wire (DFBW) aircraft in flight over snow capped mountains. Externally identical to a standard Navy F-8C, this aircraft had its control system replaced initially by a primary system using an Apollo digital computer. The backup system used three analog computers. When the pilot moved the airplane's stick and rudder, electronic signals went to the computer, which would generate signals to move the control surfaces. The system was designed so that the digital fly-by-wire aircraft would handle almost identically to a standard F-8C. Later, in Phase 2, the aircraft used three IBM AP-101 computers for its flight control system.

F-8 Digital Fly-by-Wire (DFB …

F-8 Digital Fly-By-Wire aircraft in flight. The computer-controlled flight systems pioneered by the F-8 DFBW created a revolution in aircraft design. The F-117A, X-29, X-31, and many other aircraft have relied on computers to make them flyable. Built with inherent instabilities to make them more maneuverable, they would be impossible for human pilots to fly if the computers failed or received incorrect data.

F-8 DFBW in flight

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at the South Base of Edwards Air Force Base. The photograph portrays a left wing side view of the aircraft and also shows the pitot-static probe, used to measure airspeed, Mach number, and altitude, mounted on a noseboom protruding from the top of the aircraft's nose engine inlet. Also attached to the pitot-static probe portion of the noseboom are flow direction vanes for sensing the aircraft?s angles-of-attack and sideslip in flight.

X-5 on Ramp

This NACA High-Speed Flight Research Station photograph of the X-5 was taken at the South Base of Edwards Air Force Base. The photograph, on the ramp in-front of the NACA hangar, shows a frontal view of the X-5 illustrating it's wing sweep capability. This view also provides a good view of the inlet and attached nose boom on the top.

X-5 on Ramp - Front View, Wi …

After the grounding of the M2-F1 in 1966, it was kept in outside storage on the Dryden complex. After several years, its fabric and plywood structure was damaged by the sun and weather. Restoration of the vehicle began in February 1994 under the leadership of NASA retiree Dick Fischer, with other retirees who had originally worked on the M2-F1's construction and flight research three decades before also participating. The photo shows the now-restored M2-F1 returning to the site of its flight research, now called the Dryden Flight Research Center, on 22 August 1997.

M2-F1 lifting body aircraft …

Gossamer Albatross rollout a …

The display and keyboard (DSKY) unit used on the F-8 Digital Fly-By-Wire (DFBW) aircraft during Phase I of the fly-by-wire program. Warning lights are in the upper left section, displays in the upper right, and the keyboard is in the lower section. The Apollo flight-control system used in Phase I of the DFBW program had been used previously on the Lunar Module and was incredibly reliable. The DSKY was one element of the system. Also part of the fly-by-wire control system was the inertial platform. Both the computer and the inertial platform required a cooling system that used liquid nitrogen to keep the system within temperature limits. Should the primary flight control system fail, a backup system using three analog computers would automatically take over. The F-8 DFBW had no manual backup.

Apollo display and keyboard …

NASA's Dryden Flight Research Center in Edwards, Calif., provided critical support for the first flight July 20 of the X-48B. The 21-foot wingspan, 500-pound remotely piloted test vehicle took off for the first time at 8:42 a.m. PDT and climbed to an altitude of 7,500 feet before landing 31 minutes later. The Boeing Co. of Seattle developed the blended wing body research aircraft.

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported across the ramp after its arrival at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC).

X-38 Arrival at NASA Dryden …

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) arrives at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC).

X-38 Arrival at NASA Dryden …

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) arrives at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC).

X-38 Arrival at NASA Dryden …

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 on Lakebed after Landin …

This early simulator of the M2-F1 lifting body was used for pilot training, to test landing techniques before the first ground tow attempts, and to test new control configurations after the first tow attempts and wind-tunnel tests. The M2-F1 simulator was limited in some ways by its analog simulator. It had only limited visual display for the pilot, as well.

M2-F1 simulator cockpit

This photo shows the cockpit configuration of the M2-F1 wingless lifting body. With a top speed of about 120 knots, the M2-F1 had a simple instrument panel. Besides the panel itself, the ribs of the wooden shell (left) and the control stick (center) are also visible.

M2-F1 cockpit

NASA Flight Research Pilot Milt Thompson, shown here on the lakebed with the M2-F1 lifting body, was an early backer of R. Dale Reed's lifting-body proposal. He urged Flight Research Center director Paul Bikle to approve the M2-F1's construction. Thompson also made the first glide flights in both the M2-F1 and its successor, the heavyweight M2-F2.

M2-F1 on lakebed with pilot …

Eisenhower, Glennan, and Dryden

Eisenhower, Glennan, and Dry …

Wooden shell of the M2-F1 being assembled at El Mirage, CA. While Flight Research Center technicians built the internal steel structure of the M2-F1, sailplane builder Gus Briegleb built the vehicle's outer wooden shell. Its skin was 3/32-inch mahogany plywood, with 1/8-inch mahogany rib sections reinforced with spruce.

Wooden shell of M2-F1 being …

Walter C. Williams (1919-199 …

Posing for this photo in front of the M2-F3 are (Left-Right) Air Force pilot Captain Jerauld Gentry, NASA pilots John Manke and William H. Dana. Kneeling is Air Force pilot Major Cecil Powell. These four pilots flew the M2-F3 on a total of 27 flights between June 2, 1970 and December 20, 1972. The vehicle reached a maximum altitude of 71,500 feet and a maximum speed of Mach 1.613. Dana joined the National Aeronautics and Space Administration's High-Speed Flight Station On October 1, 1958 (the birthday of NASA). As a research pilot, he was involved in some of the most significant aeronautical programs carried out at the Center. In the late 1960s and in the 1970s Dana was a project pilot on the lifting body program which flew several versions of the wingless vehicles and produced data that helped in development of the Space Shuttle. For his contributions to the lifting body program, Dana received the NASA Exceptional Service Medal. In 1976 he received the Haley Space Flight Award from the American Institute of Aeronautics and Astronautics for his research work on the M2-F3 lifting body control systems. In 1993 Dana became Chief Engineer at NASA's Dryden Flight Research Center. He has authored several technical papers and is a member of The Society of Experimental Test Pilots. He retired on May 29, 1998. John joined the National Aeronautics and Space Administration's Flight Research Center in 1962 as a research engineer and later became a research pilot, testing advanced craft such as the wingless lifting bodies, forerunners of the Space Shuttle. He was project pilot on the X-24B and also flew the HL-10, M2-F3, and X-24A lifting bodies. John made the first supersonic flight of a lifting body and the first landing of a lifting body on a hard surface runway. Manke served as Director of the Flight Operations and Support Directorate at the Dryden Flight Research Center prior to its integration with Ames Research Center in October 1981. After this date John was named to head the joint Ames-Dryden Directorate of Flight Operations. He also served as site manager of the NASA Ames-Dryden Flight Research Facility. John is a member of the Society of Experimental Test Pilots. He retired on April 27, 1984.

Lifting body pilots - Jerry …

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) arrives at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC) and is seen here on the ramp with NASAÕs Boeing 747 Shuttle Carrier Aircraft (SCA) in the background.

X-38 Arrival at NASA Dryden …

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported down a road at NASA's Dryden Flight Research Center, Edwards, California, upon its arrival there in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC).

X-38 Arrival at NASA Dryden …

Technicians unload NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) into a hangar upon its arrival at NASA's Dryden Flight Research Center, Edwards, California, in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC).

X-38 Arrival at NASA Dryden …

Dr. Hugh L. Dryden

Dr. Hugh L. Dryden

X-34 at NASA Dryden Flight Research Center

X-34 at NASA Dryden Flight R …

B-47A Stratojet

Lockheed Electra - aerial vi …

Lockheed Electra - animation …

Lockheed Electra - takeoff f …

B-57B on ramp

In these close-ups, the canister containing the seven-foot-diameter X-38 Flight Termination System (FTS) parachute can be seen launching safely away from an aft-end mockup of the X-38 by a pyrotechnic firing system in December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft-end, minus vertical stabilizers, on a truck prior to installation in the X-38.

X-38: Close-up of Pyrotechni …

This is an artist's depiction of NASA's proposed Crew Return Vehicle (CRV) re-entering the earth's atmosphere. A team of NASA researchers began free flight tests of the X-38, a technology demonstrator for the CRV, at NASA's Dryden Flight Research Center, Edwards, California, in 1998. The CRV is being designed as a "lifeboat" for the International Space Station

X-38: Artist Concept of Re-E …

Technicians prepare the X-38 research vehicle for shipment in a Dryden Flight Research Center hangar in May 2000.

X-38 Being Prepared for Ship …

The X-38 lifting body research vehicle, seen here wrapped in a protective material, is lowered onto a truck for shipping from the Dryden Flight Research Center in May 2000.

The X-38 lifting body resear …

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle from the International Space Station, is seen just before touchdown on a lakebed near the Dryden Flight Research Center, Edwards California, at the end of a March 2000 test flight.

The X-38 Second Prototype Fl …

The X-38 is seen here just before being shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California.

X-38 "Lifeboat" Top Front Vi …

The X-38 is seen here just before being shipped from Scaled Composites, Inc., in Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California. The X-38 was constructed primarily of fiberglass by Scaled Composites of Mojave, California.

X-38 "Lifeboat" Side View - …

The X-38 is seen here just before being shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California. It is seen here hoisted by a crane at Scaled CompositesÕ Mojave facility.

X-38 "Lifeboat" Bottom Front …

This side view of the X-38 shows the vehicle just before it was shipped from Scaled Composites, Inc., Mojave, California, to NASA's Johnson Space Center, Houston, Texas, in August 1996. The X-38 was sent to Johnson for installation of avionics, computer systems and other hardware in preparation for flight tests at the Dryden Flight Research Center, Edwards, California.

X-38 "Lifeboat" Side View - …

This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system.

X-38: Plywood Mockup of Aft …

The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38.

X-38: Parachute Canister Fir …

The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38.

X-38: Parachute Canister Fir …

The X-38 lifting body research vehicle is shown here suspended in a hangar at NASAÕs Dryden Flight Research Center in 1998.

X-38 Suspended in Hangar

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.

X-38 - First Free Flight, Ma …

Crew members surround the X-38 lifting body research vehicle after a successful test flight and landing in March 1998. The flight was the first free flight for the vehicle and took place at the Dryden Flight Research Center, Edwards, California.

X-38 - On Ground after First …

The X-38 Crew Return Vehicle touches down amidst the California desert scrubbrush at the end of its first free flight at the Dryden Flight Research Center, Edwards, California, in March 1998.

X-38 - Landing After First F …

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.

X-38 - First Free Flight, Ma …

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.

X-38 - First Free Flight, Ma …

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), maneuvers toward landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.

X-38 Vehicle #132 in Flight …

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.

X-38 Vehicle #132 in Flight …

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 in Flight during Second …

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 in Flight during Second …

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California.

X-38 Vehicle #132 in Flight …

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 in Flight during Second …

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), makes a gentle lakebed landing at the end of a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.

X-38 Ship #2 Landing on Lake …

Chase plane view of F-8 DFBW …

F-8 DFBW pilot-induced oscil …

Hyper-X and Pegasus Launch V …

Hyper-X and Pegasus Launch V …

Hyper-X and Pegasus Launch V …

Hyper-X and Pegasus Launch V …

Hyper-X and Pegasus Launch V …

The M2-F1 Lifting Body is seen here in a hangar with its hotrod Pontiac convertible tow vehicle at the Flight Research Center (later the Dryden Flight Research Center), Edwards, California. The car was a 1963 Pontiac Catalina convertible, fitted with a 421-cubic-inch tripower engine like those being run at the Daytona 500 auto race. The vehicle also had a four-speed transmission and a heavy-duty suspension and cooling system. A roll bar was also added and the passenger seat turned around so an observer could watch the M2-F1 while it was being towed. The rear seat was removed and a second, side-facing seat installed. The lifting-body team used the Pontiac for all the ground-tow flights over the next three years.

M2-F1 in hangar with Pontiac …

YF-12A and YF-12C in flight …

1997 Dryden Research Aircraft Fleet on Ramp

1997 Dryden Research Aircraf …

Hugh Dryden Touring Aeronautical Research Facilities in Germany

Hugh Dryden Touring Aeronaut …

Pearl I. Young

Pearl I. Young

X-24B in flight and landing …

X-24B landing on runway 04 a …

X-24B launch - air drop from …

X-24B Fin Airflow Test

X-24B launch from B-52 mothe …

Artist Concept of X-43A/Hype …

Hyper-X Research Vehicle - A …

Hyper-X Vehicle Model - Fron …

Hyper-X Vehicle Model - Side …

X-43A Hypersonic Experimenta …

X-43A Undergoing Controlled …

X-43A Undergoing Controlled …

X-43A Undergoing Controlled …

X-43A Undergoing Controlled …

Dr. Hugh Dryden Swearing in Dr. George E. Mueller

Dr. Hugh Dryden Swearing in …

M2-F3 Lifting Body glide fli …

M2-F3 Lifting Body flight

JetStar in flight

HL-20 at Langley

HL-20 at Langley

X-15 Studies at Langley, 1958

X-15 Studies at Langley, 195 …

The X-38 technology demonstrator descends under its steerable parafoil toward a lakebed landing in a March 2000 test flight.

The X-38 Second Prototype Gl …

Technicians prepare the X-38 lifting body research vehicle, seen here wrapped in a protective material, for shipping in May 2000.

X-38 Being Prepared for Ship …

Technicians prepare the X-38 lifting body research vehicle, seen here wrapped in a protective material, for shipping in May 2000.

X-38 Being Prepared for Ship …

A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing in place of the conventional wing. The unique design of the Supercritical Wing (SCW) reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph a Vought F-8A Crusader is shown being used as a flying testbed for an experimental Supercritical Wing airfoil. The smooth fairing of the fiberglass glove with the wing is illustrated in this view. This is the configuration of the F-8 SCW aircraft late in the program. The SCW team fitted the fuselage with bulges fore and aft of the wings. This was similar to the proposed shape of a near-sonic airliner. Both the SCW airfoil and the bulged-fuselage design were optimal for cruise at Mach 0.98. Dr. Whitcomb (designer of the SCW) had previously spent about four years working on supersonic transport designs. He concluded that these were impractical due to their high operating costs. The high drag at speeds above Mach 1 resulted in greatly increased costs. Following the fuel-price rises caused by the October 1973 oil embargo, airlines lost interest in near-sonic transports. Rather, they wanted a design that would have lower fuel consumption. Dr. Whitcomb developed a modified supercritical-wing shape that provided higher lift-to-drag ratios at the same speeds. He did this by using thicker airfoil sections and a reduced wing sweepback. This resulted in an increased aspect ratio without an increase in wing weight. In the three decades since the F-8 SCW flew, the use of such airfoils has become common.

F-8 SCW in flight

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth.

X-38 Drop Model: Glides to E …

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth.

X-38 Drop Model: Used to Tes …

The first X-38 technology demonstrator (V-131) is seen here undergoing modifications to the rear to conform more to the shape of the future Crew Return Vehicle (CRV)

The First X-38 Technology De …

This photo shows two X-38 Crew Return Vehicle technology demonstrators under development at NASAÕs Johnson Space Flight Center, Houston, Texas.

Two X-38 Ship Demonstrators …

This photo, taken at NASAÕs Johnson Space Center, Houston, Texas, shows a full-size mockup of the cabin for the Crew Return Vehicle (CRV) for the International Space Station

A Full-Size Mockup of the Ca …

This photo of the interior of a full-size mock-up of the Crew Return Vehicle (CRV) cabin at NASAÕs Johnson Space Center, Houston, Texas, shows how up to seven astronauts could be carried aboard the spacecraft.

The Interior of the Crew Ret …

F-8 Supercritical Wing (SCW) …

Following the first M2-F1 airtow flight on 16 August 1963, the Flight Research Center used the vehicle for both research flights and to check out new lifting-body pilots. These included Bruce Peterson, Don Mallick, Fred Haise, and Bill Dana from NASA. Air Force pilots who flew the M2-F1 included Chuck Yeager, Jerry Gentry, Joe Engle, Jim Wood, and Don Sorlie, although Wood, Haise, and Engle only flew on car tows. In the three years between the first and last flights of the M2-F1, it made about 400 car tows and 77 air tows.

M2-F1 in flight over lakebed …

SR-71 Landing with Drag Chute

SR-71 Landing with Drag Chut …

SR-71 Over Snow Capped Mountains

SR-71 Over Snow Capped Mount …

F-18 Chase Aircraft

F-18 Chase Aircraft

Samuel Pierpont Langley and Charles M. Manly

Samuel Pierpont Langley and …

Franklin D. Roosevelt at Langley 1940

Franklin D. Roosevelt at Lan …

The M2-F1 was fitted with an ejection seat before the airtow flights began. The project selected the seat used in the T-37 as modified by the Weber Company to use a rocket rather than a ballistic charge for ejection. To test the ejection seat, the Flight Research Center's Dick Klein constructed a plywood mockup of the M2-F1's top deck and canopy. On the first firings, the test was unsuccessful, but on the final test the dummy in the seat landed safely. The M2-F1 ejection seat was later used in the two Lunar Landing Research Vehicles and the three Lunar Landing Training Vehicles. Three of them crashed, but in each case the pilot ejected from the vehicle successfully.

M2-F1 ejection seat test at …

The NACA Test Force

The NACA Test Force

X-31 at High Agle of Attack

X-31 at High Agle of Attack

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