F-111 LOADS model in 12ft w.t. at Ames Research Center, Moffett Field, CA with Robert Ziesser

View of the left cockpit and pilot's seat of the F-111 MAW aircraft. Unlike most fighter aircraft of the time, the F-111 had side-by-side seating. The pilot sat on the left side, and the weapons systems officer on the right. Both had control sticks to fly the aircraft. The two yellow and black striped handles would be used in an emergency to eject the entire F-111 cockpit. The F-111 also did not have ejection seats, but used a capsule.

View of the right cockpit of the F-111 MAW aircraft. Unlike most fighter aircraft of the time, the F-111 had side-by-side seating. The pilot sat on the left side, and the weapons systems officer on the right. Both had control sticks to fly the aircraft.

The General Dynamics TACT/F-111A (Serial #63-9778) banks over the Mojave Desert. Note the fully loaded racks of inert pratice bombs which were carried for weapon loads evaluations on the supercritical wing (SCW) that was the main feature of the Transonic Aircraft Technology F-111 research program. Intense interest in the results of the earlier F-8 SCW program spurred NASA and the U.S. Air Force to modify the number 13 F-111A for the TACT program. This aircraft participated in a major research and flight testing program that spanned nearly 20 years, beginning in 1971 at the NASA Flight Research Center at Edwards AFB, California.

The Bell X-5 swings its wings in this multiple exposure photograph. Variable-sweep wing technology later appeared on the F-111, F-14 and B-1.

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark in flight with supercritical mission adaptive wings (MAW) installed. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

From December 10, 1966, until his retirement on February 27, 1976, Stanley P. Butchart served as Chief (later, Director) of Flight Operations at NASA's Flight Research Center (renamed on March 26, 1976, the Hugh L. Dryden Flight Research Center). Initially, his responsibilities in this position included the Research Pilots Branch, a Maintenance and Manufacturing Branch, and an Operations Engineering Branch, the last of which not only included propulsion and electrical/electronic sections but project engineers for the X-15 and lifting bodies. During his tenure, however, the responsibilities of his directorate came to include not only Flight Test Engineering Support but Flight Systems and Loads laboratories. Before becoming Chief of Flight Operations, Butchart had served since June of 1966 as head of the Research Pilots Branch (Chief Pilot) and then as acting chief of Flight Operations. He had joined the Center (then known as the National Advisory Committee for Aeronautics' High-Speed Flight Research Station) as a research pilot on May 10, 1951. During his career as a research pilot, he flew a great variety of research and air-launch aircraft including the D-558-I, D-558-II, B-29 (plus its Navy version, the P2B), X-4, X-5, KC-135, CV-880, CV-990, B-47, B-52, B-747, F-100A, F-101, F-102, F-104, PA-30 Twin Comanche, JetStar, F-111, R4D, B-720, and B-47. Although previously a single-engine pilot, he became the Center's principal multi-engine pilot during a period of air-launches in which the pilot of the air-launch aircraft (B-29 or P2B) basically directed the operations. It was he who called for the chase planes before each drop, directed the positioning of fire rescue vehicles, and released the experimental aircraft after ensuring that all was ready for the drop. As pilot of the B-29 and P2B, Butchart launched the X-1A once, the X-1B 13 times, the X-1E 22 times, and the D-558-II 102 times. In addition, he towed the M2-F1 lightweight lifting body 14 times behind an R4

Installation Photos, 3/4 front view from below. F-111B in Ames 40x80 Foot Wind Tunnel. The General Dynamics/Grumman F-111B was a long-range carrier-based interceptor aircraft that was planned to be a follow-on to the F-4 Phantom II. The F-111B was developed in the 1960s by General Dynamics in conjunction with Grumman for the United States Navy (USN) as part of the joint Tactical Fighter Experimental (TFX) with the United States Air Force (USAF) to produce a common fighter for the services that could perform a variety of missions. It incorporated innovations such as variable-geometry wings, afterburning turbofan engines, and a long-range radar and missile weapons system.

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.

Janus (111 miles or 179 kilometers across) seems to almost stare off into the distance, contemplating deep, moonish thoughts as the F ring stands by at the bottom of this image. From this image, it is easy to distinguish Janus' shape from that of a sphere. Many of Saturn's smaller moons have similarly irregular shapes that scientists believe may give clues to their origins and internal structure. Models combining the dynamics of this moon with its shape imply the existence of mass inhomogeneities within Janus. This would be a surprising result for a body the size of Janus. By studying more images of Janus, scientists may be able confirm this finding and determine just how complicated the internal structure of this small body is. This image is roughly centered on the side of Janus which faces away from Saturn. North on Janus is up and rotated 3 degrees to the right. The image was taken in visible light with the Cassini spacecraft narrow-angle camera on March 28, 2012. The view was obtained at a distance of approximately 54,000 miles (87,000 kilometers) from Janus. Image scale is 1,700 feet (520 meters) per pixel. http://photojournal.jpl.nasa.gov/catalog/PIA18299

P-34712 Range: 1.1 million kilometers (683,000 miles) This wide-angle Voyager 2 image, taken through the camera's clear filter, is the first to show Neptune's rings in detail. The two main rings, about 53,000 km (33,000 miles) and 63,000 km (39,000 miles) from Neptune, are 5 to 10 times brighter than in earlier images. The difference is due to lighting and viewing geometry. In approach images, the rings were seen in light scattered backward toward the spacecraft at a 15° phase angle. However, this image was taken at a 135° phase angle as Voyager left the planet. That geometry is ideal for detecting microscopic particles that forward scatter light preferentially. The fact that Neptune's rings are so much brighter at that angle means the particle-size distribution is quite different from most of Uranus' and Saturn's rings, which contain fewer dust-size grains. However, a few componenets of the Saturian and Uranian ring systems exhibit forward-scattering behavior: The F ring and the Encke Gap ringlet at Saturn and 1986U1R at Uranus. They are also narrow, clumpy ringlets with kinks, and are associated with nearby moonlets too small to detect directly. In this image, the main clumpy arc, composed of three features each about 6 to 8 degrees long, is clearly seen. Exposure time for this image was 111 seconds.

STS006-45-111 (7 April 1983) --- Astronaut Donald H. Peterson (port side) and F. Story Musgrave, STS-6 mission specialists, evaluate the handrail system on the starboard longeron and aft bulkhead, respectively, during a long extravehicular activity (EVA) aboard the Earth-orbiting space shuttle Challenger. The vertical stabilizer and orbital maneuvering system (OMS) pods frame a portion of Mexico?s state of Jalisco below. Punta Farallon and Sahta da Tencatita, about 120 kilometers (75 miles) south of Puerto Vallarta, are visible. Pacific waters form about half of the backdrop for this scene, photographed by one of two crew members who remained inside the spacecraft during the EVA. Astronaut Karol J. Bobko, pilot, took a number of pictures of his fellow crew members during their outside tasks and astronaut Paul J. Weitz, commander, took some photographs while remaining in command of the reusable vehicle. Photo credit: NASA

Janus and Tethys demonstrate the main difference between small moons and large ones. It's all about the moon's shape. Moons like Tethys (660 miles or 1,062 kilometers across) are large enough that their own gravity is sufficient to overcome the material strength of the substances they are made of (mostly ice in the case of Tethys) and mold them into spherical shapes. But small moons like Janus (111 miles or 179 kilometers across) are not massive enough for their gravity to form them into a sphere. Janus and its like are left as irregularly shaped bodies. Saturn's narrow F ring and the outer edge of its A ring slice across the scene. This view looks toward the unilluminated side of the rings from about 0.23 degrees below the ring plane. The image was taken in visible green light with the Cassini spacecraft narrow-angle camera on Oct. 27, 2015. The view was obtained at a distance of approximately 593,000 miles (955,000 kilometers) from Janus. Image scale at Janus is 3.7 miles (6 kilometers) per pixel. Tethys was at a distance of 810,000 miles (1.3 million kilometers) for an image scale of 5 miles (8 kilometers) per pixel. http://photojournal.jpl.nasa.gov/catalog/PIA18353

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The four dark bands on the right wing are the locations of pressure orifices used to measure surface pressures and shock locations on the MAW. The El Paso Mountains and Red Rock Canyon State Park Califonia, about 30 miles northwest of Edwards Air Force Base, are seen directly in the background. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

This photograph shows a modified General Dynamics TACT/F-111A Aardvaark with supercritical wings installed. The aircraft, with flaps and landing gear down, is in a decending turn over Rogers Dry Lakebed at Edwards Air Force Base. Starting in 1971 the NASA Flight Research Center and the Air Force undertook a major research and flight testing program, using F-111A (#63-9778), which would span almost 20 years before completion. Intense interest over the results coming from the NASA F-8 supercritical wing program spurred NASA and the Air Force to modify the General Dynamics-Convair F-111A to explore the application of supercritical wing technology to maneuverable military aircraft. This flight program was called Transonic Aircraft Technology (TACT).

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The AFTI/F111A is seen banking towards Rodgers Dry Lake and Edwards Air Force Base. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

The General Dynamics TACT/F-111A Aardvark is seen In a banking-turn over the California Mojave desert. This photograph affords a good view of the supercritical wing airfoil shape. Starting in 1971 the NASA Flight Research Center and the Air Force undertook a major research and flight testing program, using F-111A (#63-9778), which would span almost 20 years before completion. Intense interest over the results coming from the NASA F-8 supercritical wing program spurred NASA and the Air Force to modify the General Dynamics F-111A to explore the application of supercritical wing technology to maneuverable military aircraft. This flight program was called Transonic Aircraft Technology (TACT).

On July 19, 2013, in an event celebrated the world over, NASA's Cassini spacecraft slipped into Saturn's shadow and turned to image the planet, seven of its moons, its inner rings -- and, in the background, our home planet, Earth. With the sun's powerful and potentially damaging rays eclipsed by Saturn itself, Cassini's onboard cameras were able to take advantage of this unique viewing geometry. They acquired a panoramic mosaic of the Saturn system that allows scientists to see details in the rings and throughout the system as they are backlit by the sun. This mosaic is special as it marks the third time our home planet was imaged from the outer solar system; the second time it was imaged by Cassini from Saturn's orbit; and the first time ever that inhabitants of Earth were made aware in advance that their photo would be taken from such a great distance. With both Cassini's wide-angle and narrow-angle cameras aimed at Saturn, Cassini was able to capture 323 images in just over four hours. This final mosaic uses 141 of those wide-angle images. Images taken using the red, green and blue spectral filters of the wide-angle camera were combined and mosaicked together to create this natural-color view. A brightened version with contrast and color enhanced (Figure 1), a version with just the planets annotated (Figure 2), and an annotated version (Figure 3) are shown above. This image spans about 404,880 miles (651,591 kilometers) across. The outermost ring shown here is Saturn's E ring, the core of which is situated about 149,000 miles (240,000 kilometers) from Saturn. The geysers erupting from the south polar terrain of the moon Enceladus supply the fine icy particles that comprise the E ring; diffraction by sunlight gives the ring its blue color. Enceladus (313 miles, or 504 kilometers, across) and the extended plume formed by its jets are visible, embedded in the E ring on the left side of the mosaic. At the 12 o'clock position and a bit inward from the E ring lies the barely discernible ring created by the tiny, Cassini-discovered moon, Pallene (3 miles, or 4 kilometers, across). (For more on structures like Pallene's ring, see PIA08328). The next narrow and easily seen ring inward is the G ring. Interior to the G ring, near the 11 o'clock position, one can barely see the more diffuse ring created by the co-orbital moons, Janus (111 miles, or 179 kilometers, across) and Epimetheus (70 miles, or 113 kilometers, across). Farther inward, we see the very bright F ring closely encircling the main rings of Saturn. Following the outermost E ring counter-clockwise from Enceladus, the moon Tethys (662 miles, or 1,066 kilometers, across) appears as a large yellow orb just outside of the E ring. Tethys is positioned on the illuminated side of Saturn; its icy surface is shining brightly from yellow sunlight reflected by Saturn. Continuing to about the 2 o'clock position is a dark pixel just outside of the G ring; this dark pixel is Saturn's Death Star moon, Mimas (246 miles, or 396 kilometers, across). Mimas appears, upon close inspection, as a very thin crescent because Cassini is looking mostly at its non-illuminated face. The moons Prometheus, Pandora, Janus and Epimetheus are also visible in the mosaic near Saturn's bright narrow F ring. Prometheus (53 miles, or 86 kilometers, across) is visible as a faint black dot just inside the F ring and at the 9 o'clock position. On the opposite side of the rings, just outside the F ring, Pandora (50 miles, or 81 kilometers, across) can be seen as a bright white dot. Pandora and Prometheus are shepherd moons and gravitational interactions between the ring and the moons keep the F ring narrowly confined. At the 11 o'clock position in between the F ring and the G ring, Janus (111 miles, or 179 kilometers, across) appears as a faint black dot. Janus and Prometheus are dark for the same reason Mimas is mostly dark: we are looking at their non-illuminated sides in this mosaic. Midway between the F ring and the G ring, at about the 8 o'clock position, is a single bright pixel, Epimetheus. Looking more closely at Enceladus, Mimas and Tethys, especially in the brightened version of the mosaic, one can see these moons casting shadows through the E ring like a telephone pole might cast a shadow through a fog. In the non-brightened version of the mosaic, one can see bright clumps of ring material orbiting within the Encke gap near the outer edge of the main rings and immediately to the lower left of the globe of Saturn. Also, in the dark B ring within the main rings, at the 9 o'clock position, one can see the faint outlines of two spoke features, first sighted by NASA's Voyager spacecraft in the early 1980s and extensively studied by Cassini. Finally, in the lower right of the mosaic, in between the bright blue E ring and the faint but defined G ring, is the pale blue dot of our planet, Earth. Look closely and you can see the moon protruding from the Earth's lower right. (For a higher resolution view of the Earth and moon taken during this campaign, see PIA14949.) Earth's twin, Venus, appears as a bright white dot in the upper left quadrant of the mosaic, also between the G and E rings. Mars also appears as a faint red dot embedded in the outer edge of the E ring, above and to the left of Venus. For ease of visibility, Earth, Venus, Mars, Enceladus, Epimetheus and Pandora were all brightened by a factor of eight and a half relative to Saturn. Tethys was brightened by a factor of four. In total, 809 background stars are visible and were brightened by a factor ranging from six, for the brightest stars, to 16, for the faintest. The faint outer rings (from the G ring to the E ring) were also brightened relative to the already bright main rings by factors ranging from two to eight, with the lower-phase-angle (and therefore fainter) regions of these rings brightened the most. The brightened version of the mosaic was further brightened and contrast-enhanced all over to accommodate print applications and a wide range of computer-screen viewing conditions. Some ring features -- such as full rings traced out by tiny moons -- do not appear in this version of the mosaic because they require extreme computer enhancement, which would adversely affect the rest of the mosaic. This version was processed for balance and beauty. This view looks toward the unlit side of the rings from about 17 degrees below the ring plane. Cassini was approximately 746,000 miles (1.2 million kilometers) from Saturn when the images in this mosaic were taken. Image scale on Saturn is about 45 miles (72 kilometers) per pixel. This mosaic was made from pictures taken over a span of more than four hours while the planets, moons and stars were all moving relative to Cassini. Thus, due to spacecraft motion, these objects in the locations shown here were not in these specific places over the entire duration of the imaging campaign. Note also that Venus appears far from Earth, as does Mars, because they were on the opposite side of the sun from Earth. http://photojournal.jpl.nasa.gov/catalog/PIA17172

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of sp

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

NASA Dryden research pilot Gordon Fullerton is greeted by his wife Marie on the Dryden ramp after his final flight in a NASA F/A-18 on Dec. 21, 2007.

Richard A. Searfoss became a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif., in July 2001. He brought to Dryden more than 5,000 hours of military flying time and 939 hours in space. Searfoss served in the U.S. Air Force for more than 20 years, retiring with the rank of colonel. Following graduation in 1980 from Undergraduate Pilot Training at Williams Air Force Base, Ariz., Searfoss flew F-111s at RAF Lakenheath, England, and Mountain Home Air Force Base, Idaho. In 1988 he attended the U.S. Naval Test Pilot School, Patuxent River, Md., as a U.S. Air Force exchange officer. He was an instructor pilot at the U.S. Air Force Test Pilot School, Edwards Air Force Base, Calif., when selected for the astronaut program in January 1990. Searfoss became an astronaut in July 1991. A veteran of three space flights, Searfoss has logged 39 days in space. He served as STS-58 pilot on the seven-person life science research mission aboard Space Shuttle Columbia, launching from NASA's Kennedy Space Center, Fla., on Oct. 18, 1993, and landing at Edwards Air Force Base, Calif., on Nov. 1, 1993. The crew performed a number of medical experiments on themselves and 48 rats, expanding knowledge of human and animal physiology. Searfoss flew his second mission as pilot of STS-76 aboard the Space Shuttle Atlantis. During this nine-day mission, which launched March 22, 1996, the crew preformed the third docking of an American spacecraft with the Russian space station Mir. The crew transported to Mir nearly two tons of water, food, supplies, and scientific equipment, as well as U.S. Astronaut Shannon Lucid to begin her six-month stay in space. Completing 145 orbits, STS-76 landed at Edwards Air Force Base, Calif., on March 31, 1996. Searfoss commanded a seven-person crew on the STS-90 Neurolab mission launched on April 17, 1998. The crew served as both experiment subjects and operators for life science experiments focusing on the effects of m

Stan Butchart climbing into B-47.