Final preparations are underway for NASA’s B-52B to carry the Pegasus booster rocket and the hypersonic X-43A aircraft during a flight test. A dry run, known as a captive carry mission, was conducted to monitor the research hardware in flight for any challenges. The January 2004 X-43A flight was based at NASA’s Armstrong Flight Research Center in Edwards, California.

NASA's new B-52H mother ship at the ready, with renowned NASA B-52B 008 poised beside.

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.

Ready to go, NASA's new B-52H mother ship waits as NASA B-52B 008 taxis back from flight.

The Pegasus booster rocket, carrying the X-43A hypersonic aircraft, is mounted beneath NASA’s B-52B wing. A dry run, known as a captive carry mission, was conducted to monitor the research hardware in flight for any challenges. The January 2004 X-43A flight was based at NASA’s Armstrong Flight Research Center in Edwards, California.

NASA's venerable B-52B mothership launch aircraft served as the backdrop at its retirement ceremony on Dec. 17, 2004.

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

The small size of the X-43A scramjet is evident in this nose-on view while mounted to its modified Pegasus booster under the wing of NASA's B-52B mothership.

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.

Dryden Center director Kevin Petersen shakes hands with AFFTC commander, Brig. Gen. Curtis Bedke, at the retirement ceremony for NASA's B-52B.

DFRC director Kevin Petersen speaks to an audience of NASA and Air Force visitors, employees and special guests at the retirement ceremony for NASA's B-52B.

The X-43A is attached to the front of a Pegasus booster rocket, which is set to be carried beneath NASA’s B-52B wing. A dry run, known as a captive carry mission, was conducted to monitor the research hardware in flight for any challenges. The January 2004 X-43A flight was based at NASA’s Armstrong Flight Research Center in Edwards, California.

From left, pilot Craig Bomben, photographer Carla Thomas, pilot Frank Batteas, and videographer Lori Losey make up the flight crews for two F-18 high-performance jets to document a flight of NASA’s B-52B carrying a Pegasus booster rocket and the X-43A. A dry run, known as a captive carry mission, was conducted to monitor the research hardware in flight for any challenges. The January 2004 X-43A flight was based at NASA’s Armstrong Flight Research Center in Edwards, California.

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 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.

NASA Dryden Flight Research Center's workhorse B-52B launch aircraft, known as NASA 008, displays new markings.

NASA's B-52B mothership, escorted by two F-18s, makes a final flyover after its last research mission that launched the X-43A on its record Mach 9.6 flight.

With the X-43A and its booster rocket tucked under its right wing, NASA's venerable B-52B mothership climbs out after takeoff on its final research mission.

NASA engineers monitor mission progress from a Dryden control room prior to launch of the X-43A scramjet and its booster from NASA's B-52B mothership.

NASA X-43A Monitor Station Operator Brad Neal performs final checks and pre-flight preparations aboard the B-52 for the third X-43A research vehicle Mach 10 flight on November 16, 2004. Takeoff of the B-52B mothership carrying the X-43A took place at 1 p.m., PST, with launch of the booster rocket/X-43A approximately an hour later.

The third 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 November 16, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, California. Minutes later the X-43A separated from the Pegasus booster and accelerated to its intended speed of Mach 10.

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 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 third 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, California, on November 16, 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 10.

The third X-43A hypersonic research aircraft, attached to a modified Pegasus booster rocket, was taken to launch altitude by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, California, on November 16, 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 10.

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 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 third 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 November 16, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, California. Moments later the Pegasus booster ignited to accelerate the X-43A to its intended speed of Mach 10.

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

NASA's veteran silver B-52B, foreground, joined the new B-52H in NASA markings for a ceremony in Wichita, Kansas, April 12, 2002, marking the 50th anniversary of the B-52 aircraft

NASA's new white B-52H, shared ramp space with the veteran NASA B-52B mother ship in Wichita, Kansas, April 12, 2002 during the 50th anniversary of the B-52 aircraft.

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.

NASA's new white B-52H, destined to join a veteran B-52B mother ship at NASA's Dryden Flight Research Center, was exhibited at the Boeing plant in Wichita, Kansas, April 12, 2002 during the 50th anniversary commemoration of the B-52 series of aircraft.

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.

Retired NASA Dryden research pilot Ed Schneider served as master of ceremonies at the retirement ceremony for NASA's B-52B, on Dec. 17, 2004.

B-52B Cockpit Instrument Panel

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.

NASA's new B-52H is seen here on the ramp at the Dryden Flight Research Center, Edwards, California.

NASA's new B-52H is seen here on the ramp at the Dryden Flight Research Center, Edwards, California.

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.

Hitching a ride on the same B-52 mother ship that once launched X-15 research aircraft in the 1960s, NASA's X-43A scramjet and it's Pegasus booster rocket performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004. The X-43 and it's booster remained mated to the B-52 throughout this mission, 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.

Hitching a ride on the same B-52 mother ship that once launched X-15 research aircraft in the 1960s, NASA's X-43A scramjet and it's Pegasus booster rocket performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004. The X-43 and it's booster remained mated to the B-52 throughout this mission, 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.

Shadowed by two F/A-18s, NASA Dryden's venerable NB-52B is saluted by employees as it makes its final flyover after the last X-43A launch in November 2004.

The Pegasus rocket that powered NASA's X-43A scramjet to almost Mach 10 test conditions leaves a bright arc in the Pacific sky during the boost phase.

Orbital Sciences Corp. technicians remove protective shrouds from the modified Pegasus booster before takeoff on the X-43A's Mach 9.6 record scramjet flight.

NASA avionics technicians Randy Wagner and Terry Bishop make final adjustments on the scramjet-powered X-43A before its record Mach 9.6 flight.

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A. Visible in the photo, taken two days before the X-43's captive carry flight in January 2004, are [foreground to background]; Tony Kawano (Range Safety Officer), Brad Neal (Mission Controller), and Griffin Corpening (Test Conductor).

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.

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Space Shuttle Solid Rocket Booster Drop Test Vehicle (SRB-DTV) captive flight on NB-52B

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket are nestled under the wing of NASA's NB-52B carrier aircraft during pre-flight systems testing at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va. After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

As part of a combined systems test conducted by NASA Dryden Flight Research Center, NASA's NB-52B carrier aircraft rolls down a taxiway at Edwards Air Force Base with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket attached to a pylon under its right wing. The taxi test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va. After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

The X-38 prototype of the Crew Return Vehicle for the International Space Station drops away from its launch pylon on the wing of NASA's NB-52B mothership as it begins its eighth free flight on Thursday, Dec. 13, 2001. The 13-minute test flight of X-38 vehicle 131R was the longest and fastest and was launched from the highest altitude to date in the X-38's atmospheric flight test program. A portion of the descent was flown under remote control by a NASA astronaut from a ground vehicle configured like the CRV's interior before the X-38 made an autonomous landing on Rogers Dry Lake.

Space Shuttle Solid Rocket Booster Drop Test Vehicle (SRB-DTV) mated to NB-52B in snow

Space Shuttle Solid Rocket Booster Drop Test Vehicle (SRB-DTV) with chutes open after release from NB-52B

Space Shuttle Solid Rocket Booster Drop Test Vehicle (SRB-DTV) first release from NB-52B

NASA's NB-52B carrier aircraft rolls down a taxiway at Edwards Air Force Base with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket slung from a pylon under its right wing. Part of a combined systems test conducted by NASA's Dryden Flight Research Center at Edwards, the taxi test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va.,After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10, with the first tentatively scheduled for late spring to early summer, 2001.

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va.,After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

B-52H over Dryden Flight Research Center

NASA Dryden's B-52H in flight

NASA Dryden's B-52H in flight.

A newly arrived B-52H is seen here alongside NASA Dryden's venerable B-52 "B" model during its arrival ceremony on August 1, 2001.

B-52H over Dryden Flight Research Center

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135