By Cheryl Agin-Heathcock
X-Press Editor
Approximately 169 Dryden employees were honored for individual and group contributions to NASA during the 1996 Honor Awards Ceremony held in the ISF auditorium May 16.
In an opening statement, Director Kenneth J. Szalai said, "It's great to have a day like this. With all the things that go on in the daily life of a manager, this is one of the best days of the year."
The guest speaker for the ceremony was Gen. John R. Dailey, who joined NASA in November 1992 as the Associate Deputy Administrator and has been Acting Deputy Administrator for NASA since March 1993.
The ceremony also saluted Kevin L. Petersen, Joseph Ramos III, and Charles A. Brown for recent management appointments, and 21 individuals for length of service awards.
Receiving the rank of Meritorious Executive in the Senior Executive Service, conferred by the President of the United States was Thomas C. McMurtry, "For sustained superior accomplishment in management of programs of the United States Government and for noteworthy achievement of quality and efficiency in the public service." McMurtry has been a Dryden research pilot since 1967 and is currently the director of Flight Operations.
Receiving the Outstanding Leadership Medal was Robert S. Baron, "For outstanding leadership as the project manager of the CV-990 Landing Systems Research Aircraft which has enhanced the operational capabilities of the Space Shuttle Orbiter." Baron has been at Dryden since June 1961 and is currently a project manager.
Receiving the Exceptional Achievement Medal was Robert Garcia, "For exceptional service to national aeronautical research aircraft safety, operational readiness and efficiency." Garcia's current position is the F-16 Crew Chief and he has been a Dryden employee for 16 years.
Receiving the Exceptional Service Medal were:
William P. Albrecht - "For exceptional service and significant contributions in flight research operations and research aircraft development supporting NASA's aeronautics and space programs." Albrecht joined NASA in September 1959.
Marta Bohn-Meyer - "For exceptional service in flight operations and project management in support of several national flight research programs." Bohn-Meyer began her career at Dryden in 1979 and is now serving as the Acting Deputy Chief of Projects.
Richard C. Monaghan - "For significant, sustained performance and demonstrating creativity in structural design and engineering that enabled the accomplishment of several highly successful NASA and Dryden aeronautics and space programs." Monaghan's current position is Senior Structures Engineer. He has been with Dryden since --1966.
Edward T. Schneider - "For exceptional service and significant contributions to the NASA flight research mission as a technical leader and research pilot." Schneider has been a NASA research pilot since 1983.
The Public Service Medal was awarded to Professor A. V. Balakrishnan, of the University of California at Los Angeles (UCLA), "In recognition of exceptional continuous theoretical and administrative contributions in establishing the UCLA-NASA Flight Systems Research Center to create increased research interactions between the university community and NASA."
The Group Achievement Award went to the B-52 Emissions Flight Test Team, "For major contributions to increased understanding of physics of flight in the high altitude regime."
Receiving the Public Service Group Achievement Award was Computer Sciences Corporation Flight Test Information Systems Support Services, "In recognition of outstanding 'Performance Based contractor Support Services' and increasing service quality through process improvements to Dryden."
Also receiving NASA Headquarters recognition at the awards ceremony as nominees in the Intellectual Property Owner's National Award Competition were Frank W. "Bill" Burcham, Dr. James F. Stewart, C. Gordon Fullerton, Glenn B. Gilyard, and Joseph L. Conley for the Engines-Only Flight Control System. "Under the sponsorship of NASA Headquarters, Dryden's Engines-Only Flight Control System was selected as NASA's 1995 National Award Nominee in the Intellectual Property Owners Award Competition.
In the length of service awards, Billy R. Furr took top honors with 40 years of service. Other categories were:
35 Years: Robert S. Baron, Robert W. Hudson, Wilton P. Lock, Richard W. Rieder.
30 Years: Michael R. Earls, Glenn B. Gilyard, Freddie L. Graham, Richard C. Monaghan, Glenn M. Sakamoto, Arthur Y. Tanaka.
25 Years: Robert W. Anderson, Michael L. Arebalo, LaBrenda A. Bennett, Cindy J. Cranford, Elizabeth W. Davis, Samuel R. Groce, Richard R. Larson, Leta R. Neyman, Carol A. Reukauf, Robert W. Varanai.
Prior to the awards presentations, Dailey said, "I'm really privileged to be here today to participate with you in the Honor Award Ceremonies because I think this is one of the most important things we do at NASA. It's important to take the time to think about what it is that we do as an Agency, and particularly what individuals have done in a particular year to qualify as the most deserving among NASA employees for the awards presented." He went on to say that as the NASA representative on the Presidential Management Council, he has the opportunity to see what is going on across the government in terms of challenges, the way people are handling the challenges, and the way individuals step up to these challenges. NASA, not only as an Agency, but as individuals who participate in study groups or panels or task forces that are created from within the government, is probably the top agency in government in terms of providing leadership.
Dailey said that Dryden has a culture that is absolutely attuned to what it is the rest of the Agency and the government are trying to do, because of the problem-solving abilities that exist here. "My favorite saying is that if you can define the problem, NASA can solve it. I honestly believe that is true," he said.
Dailey ended his talk by saying, "I would like to congratulate not only the award winners here today, but each and every one of you for the part that you are playing and the part that you will play in the future. Dryden's role in NASA is getting bigger...your responsibilities are going to grow and the rest of the Agency is going to be counting on you to a greater extent than ever before. Your gaining Center status again is a recognition of this and the additional importance that is placed on your mission here and the responsibilities that you are going to receive as a part of that. I look forward to continued visits in the future to be able to marvel at your accomplishments the way I have at the two visits that I've had so far."
By Gray Creech
Science Writer
The Theseus remotely piloted aircraft flew its maiden flight on May 24 at Dryden.
Theseus took-off from Rogers Dry Lake at 6:28 a.m., PDT. The aircraft flew for 61 seconds and reached an altitude of approximately 60 feet. Shortly after takeoff, the pilot safely landed the aircraft due to an engine anomaly.
The aircraft, built and operated by Aurora Flight Sciences Corporation, is designed to support NASA's Mission to Planet Earth Enterprise by providing a high altitude, high endurance platform for carrying scientific remote sensing payloads.
Dryden is hosting the program, providing hangar space and range safety for flight testing. Aurora Flight Sciences is responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft.
According to John Del Frate, Dryden's Theseus Project Manager, "Not only is the first flight significant, but the challenge associated with the entire operation exposes NASA and Aurora to important issues which need to be worked and developed as this new class of air vehicles transitions from experimental to commonplace.
Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation, Manassas, Va., and its partners, West Virginia University, Morgantown, W.Va., and Fairmont State College, Fairmont, W.Va.
"The first flight is the culmination of an intensive two-year effort by a great team of people. This is a big step for us -- but it's only the first step. We look forward to flying the aircraft regularly over the coming year as we expand its envelope," said Matt Hutchison, Aurora Flight Science's Theseus Project Manager.
The twin-engine, unpiloted vehicle has a 140-foot wingspan, and is constructed largely from composite materials. Powered by two 80-horsepower, turbocharged piston engines that drive twin 9-foot diameter propellers, Theseus is designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station "cockpit."
With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus is intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite- based global environmental change measurements made by NASA's planned Earth Observing System.
By Lynn Corzine
Science Writer
NASA Dryden's F-18 High Alpha Research Vehicle (HARV) flew its final research flight Wednesday, May 29, at Edwards. The program had its first flight on April 17, 1987, and completed a total of 383 flights.
The F-18 aircraft arrived at Dryden on Oct. 22, 1984, from Naval Air Station, Patuxent River, Md., The aircraft was chosen for the High Angle-of-Attack program because it was the only F-18 set up with a spin chute. It was used for maneuverability testing prior to the modification of its thrust vectoring paddles and nose strakes.
The first phase of the program began mid-1987, lasting two and one-half years. It consisted of 101 research flights, some of which were at angles of attack as high as 55 degrees. The first phase incorporated High Alpha research without the use of thrust vectoring.
Angle of attack (alpha) is an aeronautical term to describe the angle of an aircraft's body and wings relative to its actual flight path. During maneuvers, pilots often fly at high angles of attack -- with the nose pitched up while the aircraft continues in its original direction.
Phase two flights began in the summer of 1991 using a Thrust Vectoring Control System (TVCS). Thrust vectoring was installed to provide much higher levels of maneuverability at high angles of attack where conventional aerodynamic control methods lose effectiveness. The aircraft with the thrust vectoring system installed first flew January 1991. The thrust vectoring system was not engaged at that time. It actually flew with thrust vectoring engaged for the first time on its 104th flight on July 12, 1991.
Thrust vectoring is provided by three paddle-like vanes mounted on the F-18's airframe around each of the two engines' exhaust. By deflecting the jet exhaust they provide both pitch (up and down) and yaw (right and left) forces to maneuver the aircraft. Successfully demonstrated flight capabilities included stable flight at 70 degrees angle of attack.
For the third and final phase of the program, called ANSER (Actuated Nose Strakes for Enhanced Rolling), a deployable wing-like surface was installed on the nose of the aircraft. This device produces right and left control (yaw) forces at nose-high flight angles by deflecting the powerful vortex that forms around the nose at high angles of attack. This method of flight control proved to be very effective.
McDonnell Douglas Aerospace designed the original thrust vectoring paddles and the control computers. NASA Langley Research Center developed the nose strakes used for ANSER that performed early TVCS wind tunnel tests in support of the HARV Flight Test Program. Also, NASA Lewis Research Center assisted with the propulsion system measurements and Ames Research Center was involved in wind tunnel studies and computational analysis of high angle of attack flight.
The HARV program provides data for engineers with the ability to design highly maneuverable fighter aircraft said Denis Bessette, program manager. Fighter pilots of the future will increase agility and maneuverability in air combat. In addition the aircraft will be virtually spin free, and the pilots will not have to worry about keeping their aircraft within a narrow band of flight control. They will be able to point the aircraft in any direction they want.
The HARV as the pioneer in high-angle-of-attack research established a number of aviation firsts. These included first multi axis thrust vectoring flight; first controlled flight using strake to high-angle-of-attack pointing; first stabilized flight at 70¡ angle of attack; and first demonstrated maneuverability and tracking at high angles of attack.
The Delta Clipper-Experimental Advanced (DC-XA), a single stage rocket developed by NASA and McDonnell Douglas Aerospace, recently completed a series of ground tests at the U.S. Army White Sands Missile Range, New Mexico, and was readied for flight.
The first in a series of flights of the DC-XA began on May 18.
"Flight testing the DC-XA will provide information about the performance of composite materials and other advanced technologies in the launch vehicle as it encounters the conditions of flight, such as temperature, pressure and noise. This information will be very valuable for the X-33 technology demonstrator NASA and an industry partner will develop in the future," said Dan Dumbacher, NASA's DC-XA program manager at the Marshall Space Flight Center, Huntsville, Ala. Marshall is the host center for NASA's Reusable Launch Vehicle Technology Program. The U.S. Air Force's Phillips Laboratory at Kirtland Air Force Base, New Mexico, will manage flight test operations.
The DC-XA evolved from the DC-X, which the U.S. Air Force flew eight times between August 1993 and July 1995. The 43-foot-high existing airframe was extensively modified by replacing existing systems with a composite hydrogen tank; a Russian-built aluminum- lithium-alloy-liquid-oxygen tank; a composite intertank to connect the hydrogen and oxygen tanks; and an auxiliary propulsion system which includes a composite liquid hydrogen feedline, a composite liquid hydrogen valve, a liquid-to-gas conversion-system reaction- control system, and a Russian auxiliary power unit providing redundant hydraulic power for flight control.
"When DC-XA lifts off from its launch stand, it will be the first time a rocket has flown with a composite hydrogen tank. This innovation and the many other technology enhancements included in the vehicle will make its flight testing very challenging," said Dumbacher.
Ground testing of the DC-XA exercised all of the vehicle subsystems and showed the vehicle is ready for flight, Dumbacher said. It included three firings of DC-XA's main propulsion system, between three and 20 seconds in duration, and up to 95 percent thrust level.
McDonnell Douglas is supported in the preparation of DC-XA for flight by Aerojet, prime developer of the auxiliary propulsion system; Lockheed Martin Corporation, developer of the ground propellant system; and by Rockwell International, which provided an acoustic structural health monitoring system for the hydrogen tank.
The DC-XA, X-34 and X-33, and related long-term technology development efforts, comprise NASA's Reusable Launch Vehicle Technology Program, a partnership among NASA, the Air Force and private industry to develop a new generation of single-stage-to- orbit launch vehicles. The X-34, a small technology demonstrator, will undergo test flight in 1998 while the X-33 large technology demonstrator is planned for test flight in 1999. Success of the X-33 could lead to a national, industry-led decision to develop a commercial reusable launch vehicle early next century. Such a vehicle would dramatically reduce the cost of launching payloads into space.
Charles R. Force, Associate Administrator for NASA's Office of Space Communications, left NASA on May 6, to pursue commercial business interests.
"It has been an honor and privilege to work with the dedicated men and women at NASA. I am especially proud of the achievements of the people in the Space Communications program. The increasingly ambitious achievements of NASA programs would not have been possible without corresponding increases in telecommunications capabilities. The Space Communications staff not only succeeded in satisfying these challenging needs, but also reduced operating costs by a third over the past five years," Force said.
Force was named Associate Administrator for Space Operations in July 1989. He joined NASA in 1965 as Director of the Guam tracking station and except for returning to industry for a couple of years in the early 1980s, held increasingly responsible positions at NASA since that time.
Force received several awards and honors for his work. He was instrumental in the development, construction and the eventual "fully operational" declaration of the Tracking and Data Relay Satellite System (TDRSS). TDRSS replaced a nearly 25-year-old, worldwide ground-based communications network. The revolutionary system cut NASA's telecommunications costs in half, yet increased data acquisition and communications contact time with spacecraft six-fold. This February, the TDRSS achieved 100 percent error-free coverage with its satellites and ground station command centers.
IHarry C. Holloway, M.D., NASA's Associate Administrator for the Office of Life and Microgravity Sciences and Applications, has completed his temporary assignment at NASA and returned to the School of Medicine at the Uniformed Services University of the Health Sciences, Bethesda, Md.
"Harry brought great leadership to this office," said NASA Administrator Daniel S. Goldin. "His commitment to conducting only peer reviewed science in space has reinforced NASA's reputation as a world leader in life and microgravity sciences." Holloway left on April 30. Dr. Arnauld Nicogossian replaced him as Acting Associate Administrator for the Office of Life and Microgravity Sciences and Applications.
Holloway had the distinction of being the first associate administrator for the Office of Life and Microgravity Sciences and Applications after the office was established by Goldin on March 8, 1993.
Holloway's accomplishments during his tenure included the establishment of programs which emphasized conducting experimental sciences on orbit and the development of technologies to support these programs. Holloway oversaw completion of an integrated strategic plan for the Human Exploration and Development of Space.
During Holloway's tenure, the office also developed the plan for the scientific integration of the International Space Station and the outfitting of its science facilities to support utilization. The office initiated the integration science and utilization plan for the Shuttle-Mir program, established an international reputation for integrity in the selection and support of science for all office programs, and promoted an expanded cooperative relationship between NASA and the National Institutes of Health. Ten cooperative agreements were signed with the National Institutes of Health during Holloway's three-year tenure.
Editor's Note:
The following article is a reprint from the May 9, 1975 issue of the Dryden X-Press.
The YF- 17 aircraft, contender in the recent Air Force air combat fighter competition, will be flown by the Flight Research Center in an abbreviated program.
The twin-engine aircraft with high performance and maneuverability will be used to acquire flight data of a high performance aircraft for comparison with predictions obtained from wind tunnels and other analytical methods. This information will then be used to update prediction techniques required for the design of future highly maneuverable aircraft.
Specific objectives include performance and stability at high angles of attack at both high and low altitudes, maneuvering buffet tests and pilot physiological studies during sustained high acceleration levels.
Under the terms of the agreement of with the USAF, Center pilots will fly the YF-17 and Northrop Corporation, Hawthorne, Calif., the builders of the aircraft, will maintain them. NASA will transfer funds to the USAF to extend the existing USAF/Northrop contract for about 25 flight hours.
Center Project Manager will be Roy Bryant. Gary Krier will be the Project Pilot with Bill Dana as back-up.
By Roy Bryant
Project Manager
The year was 1976, a year of significant events. The United States of America was celebrating two-hundred years as the world's standard for a democracy. The Flight Research Center (FRC) was turning 30 and making preparations to fly an instrumented prototype aircraft for the first time since the North American F- 107A was last flown in August 1959. The aircraft was the Northrop Corporation entry in the Air Force Lightweight Fighter competition -- the YF-17.
Events leading to this time in FRC's history began just over two years earlier, when five FRC engineers, Gary Krier, Pilot's Office, Tom Sisk, Neil Matheny and Glenn Sakamoto, Research, and Roy Bryant, Projects, were assigned to the Air Force Lightweight Fighter Program as members of the Joint Test Force (JTF). Under the Lightweight Fighter Program the selected contractors had been encouraged to be innovative in the design of their prototype aircraft. The prototype aircraft built under this program were the YF-16 by General Dynamics and the YF-17 by Northrop. As members, the FRC engineers were involved in the day-to-day activities of the JTF. The determination that the cause for rolling moment loss under high load conditions was a deforming of the leading edge flap (YF-17) was an example of the type of contributions FRC members made. As a result, the contractor stiffened the structure. For the FRC members of the JTF, involvement with the Lightweight Fighter aircraft would not end with the Air Force's selection of one of the vehicles. While assigned as JTF members they had developed a test program to be flown by NASA on the non-selected aircraft. The aircraft would be on loan from the Air Force to NASA during this period. As it turned out, the YF-16 was selected for production as the F-16, and the YF- 17 came to the FRC, renamed the Dryden Flight Research Center (DFRC) in March.
As the loan of the aircraft to NASA became a reality and the contract with Northrop to maintain the YF-17 was in its final stages of negotiation, there developed a sense of excitement, anxiety and urgency among the project team members: excitement because it was the first DFRC prototype aircraft flight program to be flown in almost 20 years; anxiety because it was a short (a four and one-half month time period), low-cost (approximately $250,000 funded jointly by NASA and the Navy) program with a success-oriented compressed schedule; urgency because it had the potential to provide data for NASA, the DoD, and industry that would set the standard for the next generation of military aircraft.
Initially five objectives were identified. These were to measure afterbody pressures, assess the aircraft's agility (to include buffet characteristics, energy-maneuverability, tracking), define the aerodynamic derivatives at very high angles-of-attack, evaluate the overall flying qualities, and obtain pilot biomedical data at elevated load factors. Based on the average number of test points obtained by pilots during the JTF program it was estimated that it would require a minimum of 18 flights to obtain data to meet these objectives. Under the guidelines of the maintenance contract, this was considered optimistic, but an obtainable goal. However, as the first flight date approached, two additional objectives were added. This really elevated the "gains" of the project team. One of the objectives was a requirement to fly all seven pilots (two flights minimum), which was the result of project pilot Gary Krier's effort to get all the Center's pilots an opportunity to fly and become familiar with the operation of an advanced high-performance fighter aircraft. This made the flight schedule very optimistic. The other additional objective was to obtain vertical fin pressure and vibration measurements.
In order to have the best opportunity for achieving the program objectives in the flight time available, the project team's principle investigators defined all the test points required and the project pilot developed the test cards for each pilot. There was no opportunity for the pilot to have the luxury of a check-out flight. All flights would be full data flights. To enhance their ability to obtain the optimum amount of data on each flight the pilots took their data cards and first flew the test points in an F-104 to determine the most efficient sequence. By the end of the program a dividend of 15% more data per flight than originally estimated would be realized. After an intense three-day ground school, a functional check-out flight by Northrop's chief test pilot to ensure the aircraft and its data system were ready, Krier made NASA's first flight in the YF-17 on May 27, 1976. This began a very intense eight-week flight program. But as the saying goes, "into every well planned flight test program a little rain must fall." Shortly after the flights had begun, the Navy at China Lake asked if it could fly one of its aircraft with the YF-17 to obtain imagery data (just a small rain shower). The project team decided the first 15 minutes of each pilot's first flight could be used to support this request. About midway through the flight program, the Northrop F- 18 program manager, Roy Jackson (formerly of NASA Headquarters) call the Center Director, Dave Scott, to ask if the Center could complete the flight program early (lots of rain). Northrop had negotiated an agreement with the Navy to have the aircraft bailed to them upon completion of the DFRC program. Negotiations between Scott and Jackson resulted in the waiving of constraints in the maintenance contract by Northrop. As a result, the original eight- week flight period was completed in seven weeks. (Later the real reason for Northrop's wanting the aircraft as soon as possible would surface. It was to prepare for the forthcoming Paris Air Show.)
The seven week period went something like this. Krier flew the first flight on May 27 and the last on July 14, 1976. In between, there was a total of 23 data flights (in-flight refueling was accomplished on two), an engine change followed by a contractor functional check flight, and two holidays. Bottom line: 26 flights in 33 work days with all flights flown and controlled from the contractor facility, all program objectives (a total of eight) were successfully accomplished, and the program was completed ahead of schedule and within budget. The outstanding cooperation between all agencies involved contributed significantly to the accomplishment of this program. The Northrop maintenance and data systems crews did an exceptional job in having the airplane ready for flight. A total a nine agencies contributed to the success of the program. In addition to NASA-DFRC there were Northrop Corporation, General Electric, which maintained the prototype engines, the USAF Lightweight Fighter program office, the AFFTC/AFFDL, the AFAPL (AEDC facility), and USN program office, the Naval Weapons Center, and the Arizona Air Guard who provided the tankers for in-flight refueling.
Ultimately, the YF-17 provided the foundation for the F-18, but meanwhile, it had yielded some important research data to Dryden's engineers.
After 20 years, some of the project team members recall some memories of the program. "It was fun and a most enjoyable program," remembers Krier. "It was my first experience at in-flight refueling from a KC-97 tanker, but it was no problem. The control system was so good in pitch that during one in-flight refueling I actually released my grip on the stick very gently and the airplane continued to track with the tanker. It was the only control system I ever gave a rating of one (1) on the Cooper-Harper scale. I also remember Fitz Fulton telling me it was the most 'Gs' he had pulled in any aircraft in his 30 years of flying."
Jim Phelps, project systems engineer, remembers the Hi-Tech ground cooling system used to augment the airplane cooling to the avionics compartment in the nose section. "Bags of blue ice were used to provide the additional cooling needed. These were removed at the end of the runway prior to take-off. As each bag was removed it was counted and the total out had to equal the total put in. Wouldn't you know it, on one flight one bag less came out than had supposedly been put in. However, the missing bag was accounted for and the flight proceeded."
"It was the first time I ever pulled 9 Gs in an aircraft," recalled research pilot Tom McMurtry. "The value of flying a unique prototype aircraft was very beneficial. The thing that really stood out in the program was how Northrop extended themselves to make sure that the Dryden Flight Research Center accomplished their program objectives."
As for me, the project manager, I remember it as a very enjoyable and extremely rewarding experience. I felt a high level of personal satisfaction and pride in having been associated with what I felt, was an elite DFRC project team and having contributed to what it had so successfully just accomplished. The one aspect, though, that stands out above all else associated with the program was the cooperative spirit exhibited by all the agencies involved. This was especially visible in the DFRC-contractor day-to-day activities. The people at the DFRC during the YF-17 program were what made the Center the best place in the country to work and today, twenty years later, this is still true.
by Al Bowers
Aerospace Engineer
In continuing with our observance of Dryden's 50th anniversary year, this month we are featuring the painting of the F-107 "AB to Go, Stick on the Side", by Mike Machat.
Between 1958 and 1959, the newly reformed NACA, now NASA, was preparing to fly the most exotic of the X-plane series yet: the X-15.
One of the aspects of the X-15 was its unusual side-stick controller for the Reaction Control System to control the aero- spacecraft's attitude during the ballistic portion of its flight. In today's world of electric jet F-16 Falcons with side stick controllers, we take this for granted; but in the late 1950s there was a tradition of over 55 years of center sticks. Fortunately for NASA, two aircraft became available to help train pilots for use of the side stick in the X-15. Both of these aircraft were the YF-107 prototypes, losers in the U.S.A.F. fighter-bomber competition to the Republic F-105 Thunderchief.
The YF-107 was to have been built as a series of nine for evaluation purposes, but only three were made before the order was cancelled and two of these were transferred to NASA, the first and third prototypes. Capable of Mach 2.3 and named "Ultra Sabre" by North American Aviation, builder of both the F-107 and the X-15, the two aircraft completed 44 flights and helped to refine the side stick later used on the X-15 missions to the edge of space. Since the YF- 17 was a rather complex, one of a kind aircraft, spares for the aircraft quickly dwindled, and one was grounded (NACA 207 or 55- 5118) as spares support for the remaining YF-107 (55-5120). Soon afterward, the F-107 was replaced as a proficiency trainer by the F- 104.
Artist Mike Machat's painting of the F-107 taking off from the Edwards' complex with the lakebed below is a vision of a relatively unknown aircraft that served a notable and useful purpose, and leaves a legacy, still relatively obscure, by enduring all the same.
by Pat Harrington
Telephone Systems Manager
It has been determined that the Lancaster telephone numbers that are used to dial into Dryden are not being extensively used. Therefore, in an effort to reduce the costs for Dryden's commercial telephone services, the Lancaster numbers will be disconnected as of July 1, 1996. These numbers will include (805) 948-4756 (4755, 4754, etc.).
With the growth at Dryden, it has also become necessary to request additional telephone numbers having the 258 prefix. Pacific Bell has since authorized Dryden to use 258-7900 through 258- 7999. This has resulted in changes to the dialing plan for our telephone system. The following information describes the revised procedures to use when calling out from Dryden and when calling into Dryden. This supercedes the dialing procedures that are currently lised in the April 1996 Dryden Telephone Directory. Corrected insert pages will be provided at a later date.
This new dialing plan means that the old dialing procedures will no longer work: 4-xxxx to reach Ames; 79 + number for local calls; and 71 + x-xxx for calls to the Main Base.
In all cases dialing "8 + area code + number" will connect your call in the most economical way. Intracenter calls will remains as the person's four digit extension.
If you have any questions or concerns, please call the Technical Support Center (TSC) at ext. 6100.
The final research flights of the F-18 High Angle of Attack Research Vehicle were conducted in late May. This research aircraft was part of a High Angle of Attack Technology Program, managed by the Langley Research Center.
The discoveries and technology output from the program have been remarkable, and the F-18 HARV played a very significant role in exploration, validation, development, and transition of technologies associated with this formerly hostile flight regime.
The technical aspects of the program have been, and will continue to be promulgated through reports, symposia, and personal contacts. But one aspect of the program deserves a few moments of contemplation.
Joe Chambers, on NASA Langley, stepped up to the challenge of advocating and leading the planning of the entire technology program in the early 80's. He and colleague Bill Gilbert had done pioneering work in high angle of attack flight, and were awarded the AIAA Mechanics and Control of Flight Award for their efforts. Joe decided that an integrated analytic, laboratory, and flight program would provide maximum benefit to the country, and signed up DFRC and ARC to become partners in this task.
In what should be a lesson re-studied, Joe Chambers established a team based on cooperation and collaboration. He delegated tasks and major responsibilities to partners, and used the radical approach of asking people to do things, instead of telling them what to do.
The team was successful in the program advocacy, and transitioned into a management team, guiding, monitoring, and modifying the program as required to keep the program on track. Joe asked Dryden to lead the flight research project, and challenged us to develop a capable research aircraft from a semi-retired early model F-18; to develop new flight test techniques to support CFD development; to develop new flow visualization schemes; to develop a multi-axis thrust vectoring system; and to integrate a vortex control system designed and built by Langley.
The challenge spurred the Dryden staff on, and year after year, the intercenter team of ARC, LaRC, LeRC, and DFRC people succeeded in what they attempted, in a spirit of cooperation and trust. Were there problems and disputes? Sure, but they were resolved by professionals acting as if they were on the same team.
The teamwork remained ever after the turnover of several managers. In other works, cooperation had become part of the team's culture, and it survived even as the team changed.
The F-18 HARV and High Angle of Attach Technology Program serves as a reminder that the essential ingredient for success is a strong, interdependent team, built on trust and focused on common objectives. These teams are not found, they are built. I salute Joe Chambers of Langley for his leadership, vision, and confidence in us, and the rest of the team.
June 2, 1970 - First flight of the M2-F3 lifting body is flown by Bill Dana.
June 8, 1959 - First unpowered glide flight of the X-15, with Scott Crossfield at the controls, is made from NASA's B-52 launch aircraft.
June 11, 1955 - B-52 No. 008 makes its first flight at Boeing Aircraft, Seattle, Wa., and is turned over to the Air Force to become a NASA air-launch aircraft at Dryden and a national asset.
June 11, 1995 - NASA's B-52 No. 008 becomes 40 years old. Based at Dryden since mid-1959, it is the oldest B-52 still flying.
June 15, 1993 - Modified F-15 called ACTIVE -- Advanced Control Technology for Integrated Vehicles -- replaces HiDEC as Dryden's integrated systems aircraft. The ACTIVE F-15 features forward canards and will be fitted with thrust vectoring nozzles to study their use for pitch and yaw control.
June 24, 1993 - Replica of X-15 rocket research aircraft, displayed at the corner of Lilly and Lakeshore Dr., is dedicated.
June 26, 1954 - NACA personnel move from old South Base site to new headquarters, Bldg. 4800, the original core of today's Dryden complex. Cost to build the new complex then: $3.8 million. Personnel number over 200.
compiled by Roy Bryant
Project Manager
1959 - 1st X-15 launch
1960 - X-15 No. 3 severely damaged during ground test when fuel tank over-pressurized
1966 - XB-70/F-104 mid-air collision
1976 - YF-17 flight #200 (Dryden's 6th flight)
1988 - X-29 flight #200
by Sue Wheaton
XFI Respresentative
Netscape Navigator Version 2.02 has a security vulnerability when using Java applets. An applet can be used to generate and execute an arbitrary machine code. The machine code can be used to compromise or destroy the system. Dryden users are advised to use all Internet browsers with all Java and JavaScript features disabled.
To disable Java in Netscape:
Select Security Preferences from the Options Menu.
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by Vicki Regenie
Acting Group Leader, Flight Systems Group
The early days of Dryden -- who were the women who came out in the beginning, and what did they do; how did they get here and what was life like for them at the Muroc High-Speed Flight Research Station?
Dryden's Women's Advisory Group is sponsoring a panel discussion and slide presentation from the "computers" and other early women at Dryden on Thursday, June 13, at 2 p.m. in the ISF. Everyone is invited to participate in the presentation of several women who made significant contributions to the successes of the early team, including Betty Scott Love (1952 - 1973); Harriet DeVries Stephenson (1952 - 1982); and Beverly Swanson Cothren (1948 - 1952). After the discussion, refreshments will be served and everyone is invited to talk with the women individually.
Plan to join us for this enjoyable presentation.
Numerous space physics and plasma theories are being revised or overturned by data gathered during the Tethered Satellite System Reflight (TSS-1R) experiments on Space Shuttle Columbia's STS-75 mission last March.
Models, accepted by scientists for more than 30 years, are incorrect and must be rewritten. This assessment follows analysis by a joint U.S. - Italian Tethered Satellite investigating team of the information gathered during the mission.
During STS-75, a tether system was being unreeled to nearly 13 miles above Columbia's payload bay. Just short of the full distance, its tether broke. Nevertheless, the science instruments on the satellite and shuttle, which had been operating during the five hours of deployment operations, sent a flood of readings that were received and recorded by scientists on the ground. "Even the quick- look made to date reveals that this data harvest is rich in content," said Dr. Nobie Stone, NASA TSS-1R mission scientist at the Marshall Space Flight Center, Huntsville, Al.
"Perhaps the most significant finding," Stone said, "is that tether currents proved to be up to three times greater than existing theoretical models predicted prior to the mission. With the amount of power generated being directly proportional to the current, this bodes well for technological applications."
"Reversing the direction of current flow puts the system into an electric-motor mode," Stone explained. This harnessed energy could furnish thrust for reboosting a space station, satellite or shuttle in a decaying orbit.
"Traditionally, the primary source of power for long-term space platforms has been solar arrays," Stone said. "Those cells can only produce power when exposed to sunlight during the two-thirds of each 90-minute orbit when a space station, for instance, is not on Earth's dark side. However, a tether system might provide a constant source of energy," he noted. "It is very efficient and might serve as an effective back up power system."
Other important revelations from the STS-75 mission include observations of the satellite's thrusters interacting with the ionosphere while moving rapidly in Earth orbit. Stone said that when the thrusters were fired to adjust the satellite's spin rate, the neutral gas emitted became ionized.
The tethered satellite researchers noted that at that point, "a sudden jump" took place in the level of current flow, while the satellite's potential (voltage) dropped several hundred volts. They traced this effect to the small amount of gas released from the thrusters, becoming ionized in the vicinity of the satellite. A greater, more efficient current flow was observed. "The effect of neutral-gas ionization is not taken into consideration by existing theoretical models of current collection in the ionosphere," Stone said.
Also, for the first time ever, the high voltage plasma sheath and wake of a high-voltage satellite moving rapidly in the ionosphere was measured. "This is virtually impossible to study in a laboratory and is difficult to model mathematically," Stone said.
Tethered Satellite System investigators have just begun to scrutinize the data from STS-75. They expect that it will reveal more answers to questions about the workings of the Earth's upper atmosphere, its physics and the electrodynamic applications of tethered systems in space.
Note: As this issue of the X- Press went to press, NASA scheduled a press conference at NASA Headquarters to announce the findings of the failure board, chaired by Kenneth J. Szalai, that investigated the cause of the loss of the tethered satellite.
Charles A. Brown
Chief Information Officer
Editor's Note: The following is a memo recently circulated to Dryden staff, by Chief Information Officer Chuck Brown, regarding the proper use of the Internet and other electronic information transfer devices available to employees.
NASA Dryden Flight Research Center provides most of its employees direct access to the Internet and World Wide Web. This access empowers employees to exchange information with colleagues at other NASA Centers, at universities both in the United States and around the world, and with our customers and vendors. We are also able to download research data, scientific papers, policies, directives, and information which saves both time and money over requesting information and documents to be faxed or mailed to us.
With empowerment comes responsibility. It has been brought to my attention that Internet access is being misused. The NASA Inspector General, and Information Technology Security Manager have found employees using the computer systems for non-work related matters. (For example, accessing and downloading sexually explicit material, checking ESPN for sports scores, and other such general abuse.) Working for NASA is a public trust. When the NASA Internet address of "nasa.gov" is used, it is a representation of NASA analogous to use of NASA letterhead.
Dryden has a very clear policy regarding the use of government automated information resources. Dryden Management Instruction DMI 2410.7 states:
a. Official government business use includes, but are not limited to, the performance of NASA work-related duties, professional training and class work, work covered under grant agreements with NASA, tasks directed via NASA contracts, and support activities related to NASA contract tasking.
b. Activities authorized by a Branch Chief or higher, include (but are not limited to) activities related to functions sanctioned by management which are open to Center employees, such as office parties, office picnics, Center blood drives, car pools, and Center- sanctioned clubs and organizations including the Exchange Council and its sponsored activities, and the Child Care Facility.
c. E-Mail, C-FAX, and other electronic information transfer devices are authorized for personal use when communications cannot reasonably be made during non-business hours with a spouse or dependents (or those responsible for their care); local Government agencies, physicians, or dentists; or for emergency repairs to a residence or vehicle.
d. Informational interpersonal communications with professional associates, vendor representatives, clients, colleagues, and others related to the cultural environment of the job are allowed.
I have instructed the Information Technology Manager to advise me of all incidents of misuse of the Internet. If required, the appropriate manager will be informed so corrective action can be taken.
Are you excited about Dryden? Would you like to share your experiences with people who are interested in aeronautics and space? Volunteer as a member of the Dryden Speakers Bureau.
In 1961, President John F. Kennedy challenged the National Aeronautics and Space Administration to win the race to the Moon. America met that challenge and established our country's leadership in space for decades to follow.
Today, NASA continues to serve as a drive for economic, technological, and educational growth in our country. It inspires Americans to dream. As the United States looks to the future, NASA's aeronautics and space science programs help keep America in the forefront of technology.
NASA belongs to every American, and the work the Agency does enriches our daily way of life. The NASA Speakers Bureau has been established to share how the Agency programs affect people now and in future generations.
Dryden is looking for a few good men and women to participate in the NASA Speakers Bureau. Engineers and other employees are needed to be available for lectures and presentations to civic groups, schools, professional organizations, and other groups. Speakers provide presentations appropriate for every audience, from children to executives.
If you are interested in volunteering to serve as a speaker please call Dill Hunley in the External Affairs Office at ext. 3447.
by Donna McVeigh
Office Manager, External Affairs
Fred Brown, News Chief in Dryden's Public Affairs and Media Support Group, comes to us from Goddard Space Flight Center where he has worked since 1993.
Brown served as a public affairs specialist and as editor of the Goddard News. He was also the television coordination/producer for Goddard events. Brown has extensive experience as the lead public affairs specialist for several Goddard Shuttle science payloads. Brown also served as launch commentator for the flight of the Atlas rocket that lifted a meteorological satellite into orbit from Vandenberg Air Force Base in Lompoc, Calif.
Born and raised in New York City, Brown began his career as a commentator for his junior high school football team at the age of 13. After finishing school, he served in the United States Marine Corps for almost ten years, where he was a public affairs specialist and broadcaster. His Marine Corps service culminated with a tour in Saudi Arabia, during Desert Storm, where he was stationed with the Armed Forces Radio and Television Service's Desert Network. In addition to his routine tasks, he also supported the troops on the weekends with an entertainment radio program. Some of his favorite work was providing public affairs support for the Marine Air Wing, which flew F-18s and AV-8 Harriers.
Brown majored in Speech Communications with a minor in Radio and Television from York College of Pennsylvania. He is married, has a daughter, and enjoys reading, movies, running and sports. Music is his love, especially jazz. He hosted jazz radio shows while in the USMC and as a civilian during college. To stay up on current affairs, Brown reads at least four different newspapers daily and enjoys studying history.
Fred Brown is looking forward to the challenges of telling the DFRC Flight Research story and is a welcome addition to Dryden's External Affairs Office. He will be responsible for news releases, interview requests, media contacts, and the planning and preparation of NASA television feeds, video and motion picture productions on Dryden themes. No stranger to the desert, Brown's Marine Corps experience included a tour of duty at MCAS Yuma, Az., where the summer temperatures often break 110¡F.
Dryden's Mike Yettaw was recently the recipient of the coveted Silver Snoopy Award, presented by astronaut Ken Bowersox. Yettaw, an Electronics Technician Work Leader, began his Dryden career in 1983. Yettaw is currently responsible for the Western Aeronautical Test Range (WATR) Communications Facility and for all the upgrades, modifications, and enhancements to the systems in that facility. Yettaw has dedicated his time and effort into providing a reliable and redundant communications capability for the Space Shuttle Program and for minimizing or eliminating the possibility of disruption to communications with the orbiter when landing at Dryden.
June 19 - 20 - Pizza Nights (Graziano's in Mojave): Tickets are $7.50 per pizza. Price includes an extra large pizza with two toppings plus a beverage (either a pitcher of beer or soft drink, or a carafe of wine). Limit is two pizzas per family. Time is from 5:00 p.m. to 9:00 p.m.
Jul 13 - Hollywood Bowl:Strike up the Gershwin Band and Hollywood Bowl Orchestra with Conductor John Mauceri. All Gershwin, all night! Cost per person is $15.00. Bus leaves the Lancaster Park and Ride at 5:30 p.m.
Note: The employee Services Trailer hours are Monday through Thursday 6 a.m. to 3:30 p.m. and on Friday 7:30 a.m. to 3:45 p.m.
Beginning with the STS-78 Shuttle Mission, the mission decals will be available to employees for pick-up at the employee exchange trailer.
See Joan in the Employee Services trailer or call ext. 3685 for more information.
Editor's Note: Due to late- breaking news and space availability, the NADA Dryden 50th Anniversary Historical Memorabilia column by Bernadine R. Herrick and Wen Painter was not published in this edition of the X-Press. If you have any questions that you would like to have answered, send them to Bernadine Herrick by Quickmail. Look for the first column in the July issue.
Kudos to all those involved in the Daughters and Sons to Work day observances here at Dryden. Kudos to all those Dryden employees who organized the events, volunteered to help with tours, the simulators and by speaking to the sons and daughters. The experiences are sure to be remembered by the Dryden sons and daughters who participated.
Cheryl Agin-Heathcock, X-Press Editor
Dryden
External Affairs Office
NASA Dryden Flight Research Center
Edwards, CA 93523
(805) 258-3447
pao@news.dfrc.nasa.gov
Modified: June 3, 1996