The newly renovated NASA Glenn Research Center, GRC Lewis Fie...

Electrochemistry Branch, Research Contributions to the NASA Mission at the Lewis Research Center

NASA Lewis Research Center replaces the NACA Lewis Flight Propulsion Laboratory

A security guard examines the new sign near the entrance to the Lewis Research Center one day after the National Aeronautics and Space Administration (NASA) was officially established. NASA came into being on October 1, 1958, and the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory became the NASA Lewis Research Center. Lewis underwent a major reorganization and began concentrating its efforts almost exclusively on the space program. NACA Lewis researchers had been advocating further space research for years. As early as 1955, Lewis management urged the NACA expand its rocket engine research as a logical extension of its aircraft engine work. Lewis management claimed that space exploration was imperative for the nation’s survival during the Cold War. They called for an annual 25-percent increase in the NACA’s staff, a new space laboratory, a launching center, communications center, and other facilities. They were basically outlining what would be needed for the new space agency. During NASA’s first two years of existence, Lewis refocused its efforts almost completely on the space program. Less than 10 percent of the annual budget was dedicated to aeronautics. In the aftermath that followed President Kennedy’s April 1961 “Urgent Needs” address to Congress, NASA was given a seemingly unlimited budget. The Agency reorganized and began swelling its ranks through a massive recruiting effort to accomplish the accelerated lunar landing mission. Lewis personnel increased from approximately 2,700 in 1961 to over 4,800 in 1966.

NASA Aircraft in the Hangar at Lewis Research Center

Several aircraft parked inside the Flight Research Building, or hangar, at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. A Convair F-106B Delta Dart is in the foreground, a Convair F-102A Delta Dagger is to the right, a Douglas DC-3 is in the back to left, and a Convair T-29 is in background. Lewis’ Martin B-57B Canberra is not seen in this photograph. The F-102A had just been acquired by Lewis to serve as a chase plane for the F-106B. The Lewis team removed the weapons system and 700 pounds of wire from the F-106B when it was acquired on October 20, 1966. The staff cut holes in the wings and modified the elevons to mount the test nacelles. A 228-gallon fuel tank was installed in the missile bay, and the existing wing tanks were used for instrumentation. This photograph contains a rare view of the Block House, seen to the left of the aircraft. Lewis acquired three large developmental programs in 1962—the Centaur and Agena rockets and the M-1 engine. The center was short on office space at the time, and its flight research program was temporarily on the wane. Lewis management decided to construct a large cinderblock structure inside one half of the hangar to house the new personnel. This structure was used until 1965 when the new Developmental Engineering Building was built. The Block House was eventually torn down in 1973.

Werner von Braun Visits Lewis Research Center

Werner von Braun, National Aeronautics and Space Administration (NASA) Deputy Associate Administrator for Planning, among a group from Headquarters touring the Lewis Research Center in Cleveland, Ohio. Lewis Special Projects Chief Newell Sanders, left, describes a Short Takeoff and Landing wing-propulsion model. Lewis had recently converted the return leg of its 8- by 6-Foot Supersonic Wind Tunnel into the 9- by 15-Foot Low Speed Wind Tunnel to investigate Vertical and Short Takeoff and Landing propulsion systems. Gathered from the left near Sanders are James Daniels, Headquarters Executive Secretary; Oran Hicks, Acting Associate Administrator for the Headquarters Office of Advanced Research and Technology; Eugene Manganiello, Lewis Deputy Director; von Braun; Dr. Walter Olson, Lewis Assistant Director; Bruce Lundin, Lewis Director and Dr. Bernard Lubarsky, Lewis Assistant Director. Just months before this photograph, NASA asked von Braun to give up his post as Director of the Marshall Space Flight Center after nearly ten years in order to head up the strategic planning effort for the agency from Washington DC. Von Braun retired from NASA two years later.

Change-of-Pace Electric Vehicle at the Lewis Research Center

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including this modified Pacer, during the mid-1970s. The Electric Vehicle Project was just one of several energy-related programs that Lewis and the Energy Research and Development Administration (ERDA) undertook in the mid-1970s. NASA and ERDA embarked on this program in 1976 to determine the state of the current electric vehicle technology. As part of the project, Lewis tested a fleet composed of every commercially available electric car. The Cleveland-area Electric Vehicle Associates modified an American Motors Pacer vehicle to create this Change-of-Pace Coupe. It was powered by twenty 6-volt batteries whose voltage could be varied by a foot control. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. Lewis researchers found that the vehicle performance varied significantly from model to model. In general, the range, acceleration, and speed were lower than conventional vehicles. They also found that traditional gasoline-powered vehicles were as efficient as the electric vehicles. The researchers concluded, however, that advances in battery technology and electric drive systems would significantly improve the performance and efficiency.

Mercury Capsule Construction at the NASA Lewis Research Center

A NASA mechanic secures the afterbody to a Mercury capsule in the hangar at the Lewis Research Center. The capsule was one of two built at Lewis for the “Big Joe” launches scheduled for September 1959. The initial phase of Project Mercury consisted of a series of unmanned launches using the Air Force’s Redstone and Atlas boosters and the Langley-designed Little Joe boosters. The first Atlas launch, referred to as “Big Joe”, was a single attempt early in Project Mercury to use a full-scale Atlas booster to simulate the reentry of a mock-up Mercury capsule without actually placing it in orbit. The overall design of Big Joe had been completed by December 1958, and soon thereafter project manager Aleck Bond assigned NASA Lewis the task of designing the electronic instrumentation and automatic stabilization system. Lewis also constructed the capsule’s lower section, which contained a pressurized area with the electronics and two nitrogen tanks for the retrorockets. Lewis technicians were responsible for assembling the entire capsule: the General Electric heatshield, NASA Langley afterbody and recovery canister, and Lewis electronics and control systems. On June 9, 1959, the capsule was loaded on an air force transport aircraft and flown to Cape Canaveral. A team of 45 test operations personnel from Lewis followed the capsule to Florida and spent the ensuing months preparing it for launch. The launch took place in the early morning hours of September 9, 1959.

Centaur Launch Control Room at Lewis Research Center

A Centaur rocket control room in the Development Engineering Building (DEB) at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The DEB, completed in the mid-1960s, provided office space for several hundred development engineers outside the center’s main gate. The location of the DEB emphasized the development staff’s separation from the research side of the laboratory. This control room at Lewis was directly linked to Cape Kennedy. The Lewis staff in Cleveland could monitor and back up the Lewis launch team in the actual control room at the Cape. This photograph was taken during the preparations for the Titan-Centaur-Helios launch on December 10, 1974. The panels to the left listed the countdown events for the Centaur rocket. The launch countdown clock can be seen above these panels. The two panels on the right listed events predicted to occur during the flight and the availability of the tracking stations. The clock above the panels indicated the time remaining before the launch window expired. The Launch Vehicles Division was created in 1969 to manage the launches of all Centaur and Agena rockets. The Launch Vehicles Division worked with the engineers to design the payload in a manner that ensured that its size and weight were within Centaur’s parameters. They also developed the proper trajectory analysis for the launch. These trajectories often had to be adjusted if the launch did not occur on the planned date.

Electric Vehicles near the Hangar at the Lewis Research Center

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including these, during the mid-1970s. Lewis and the Energy Research and Development Administration (ERDA) engaged in several energy-related programs in the mid-1970s, including the Electric Vehicle Project. NASA and ERDA undertook the program in 1976 to determine the state of the current electric vehicle technology. The tests were primarily conducted on a 7.5-mile track at the Transportation Research Center located approximately 160 miles southwest of Cleveland, Ohio. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. From left to right: RIPP-Electric, EVA Contactor, Otis P-500, C.H. Waterman DAF, Zagato Elcar, unknown, Sebring-Vanguard Citicar, and Hattronic Minivan

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Metro Electric Vehicle Evaluation at the Lewis Research Center

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including this Metro, during the mid-1970s. Lewis and the Energy Research and Development Administration (ERDA) engaged in several energy-related programs in the mid-1970s, including the Electric Vehicle Project. NASA and ERDA undertook the program in 1976 to determine the state of the current electric vehicle technology. As part of the project, Lewis and ERDA tested every commercially available electric car model. Electric Vehicle Associates, located in a Cleveland suburb, modified a Renault 12 vehicle to create this Metro. Its 1040-pound golfcart-type battery provided approximately 106 minutes of operation. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. The researchers found the performance of the different vehicles varied significantly. In general, the range, acceleration, and speed were lower than that found on conventional vehicles. They also found that traditional gasoline-powered vehicles were as efficient as the electric vehicles. The researchers concluded, however, that advances in battery technology and electric drive systems would significantly improve efficiency and performance.

Astronaut Judy Resnik Visits Lewis Research Center

Astronaut Judy Resnik visits the National Aeronautics and Space Administration (NASA) Lewis Research Center on July 18, 1979, the tenth anniversary of the Apollo 11 mission. The event, sponsored by the center’s Public Information Office, was attended by Lewis staff, Cleveland-area media and personalities, and the public. During her time in Cleveland, Resnik appeared on a local television program, gave a press conference, lunched with NASA officials, addressed employees at Lewis, and then met the public at the center’s Visitors Information Center. Resnik related her recent experiences as one of the first US female astronauts and her duties as a mission specialist. The Akron, Ohio native earned a Bachelor’s degree in electrical engineering from Carnegie-Mellon University in 1970 and a doctorate in electrical engineering from the University of Maryland in 1977. Resnik served as a biomedic engineer and staff fellow in the Laboratory of Neurophysiology at the National Institutes of Health from 1974 to 1977, where she performed biological research experiments on visual systems. She served as a senior systems engineer in private industry prior to her selection as an astronaut. Resnik first flew as a mission specialist on STS 41-D, Discovery’s maiden flight, in 1984. Resnik was killed in the January 28, 1986 Challenger accident.

Library Staff operate a Microfilm Reader at the Lewis Research Center

Jean Neidengard and George Mandel operate a Kodak Recordak microfilm reader in the library at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The library was located in the Administration Building until the mid-1960s. It was then moved to the Propulsion Systems Laboratory Office Building. In 2008 the library was moved once again, to the Research Analysis Center. At the time of this photograph, the Lewis library claimed to possess “One of the most complete aero-technical collections in the world.” It was doing a brisk business in the early 1960s. During 1960 alone the library acquired 19,000 new documents and provided 100,000 documents to customers. The library’s eleven-person staff provided reference services, archived technical reports, and supplied periodicals. The staff also included Sam Reiss, a full-time translator who could read 30 languages. He translated technical reports from all over the world for the Lewis research staff. Jean Neidengard oversaw the secret Atomic Energy Commission (AEC) documents in the collection. NASA was partnering with the AEC at the time on Nuclear Engine for Rocket Vehicle Application (NERVA) program. NASA Lewis was the agency’s lead center in the NERVA program. Neidengard’s husband Bill was the head mechanic in the Propulsion Systems Laboratory. George Mandel led the library staff from 1955 to 1968.

U-2 Aircraft at the Lewis Research Center

A National Aeronautics and Space Administration (NASA) Lockheed U-2 aircraft on display at the 1973 Inspection of the Lewis Research Center in Cleveland, Ohio. Lockheed developed the U-2 as a high-altitude reconnaissance aircraft in the early 1950s before satellites were available. The U-2 could cruise over enemy territory at 70,000 feet and remain impervious to ground fire, interceptor aircraft, and even radar. An advanced camera system was designed specifically for the aircraft. The pilot is required to use a pressure suit similar to those worn by astronauts. NASA’s Ames Research Center received two U-2 aircraft in April 1971 to conduct high-altitude research. They were used to study and monitor various Earth resources, celestial bodies, atmospheric chemistry, and oceanic processes. NASA replaced its U-2s with ER-2 aircraft in 1981 and 1989. The ER-2s were designed to carry up to 2600 pounds of scientific equipment. The ER-2 program was transferred to Dryden Flight Research Center in 1997. Since the inaugural flight for this program on August 31, 1971, NASA’s U-2 and ER-2 aircraft have flown more than 4500 data missions and test flights for NASA, other federal agencies, states, universities, and the private sector.

Rocket Engines Displayed for 1966 Inspection at Lewis Research Center

An array of rocket engines displayed in the Propulsion Systems Laboratory for the 1966 Inspection held at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis engineers had been working on chemical, nuclear, and solid rocket engines throughout the 1960s. The engines on display are from left to right: two scale models of the Aerojet M-1, a Rocketdyne J-2, a Pratt and Whitney RL-10, and a Rocketdyne throttleable engine. Also on display are several ejector plates and nozzles. The Chemical Rocket Division resolved issues such as combustion instability and screech, and improved operation of cooling systems and turbopumps. The 1.5-million pound thrust M-1 engine was the largest hydrogen-fueled rocket engine ever created. It was a joint project between NASA Lewis and Aerojet-General. Although much larger in size, the M-1 used technology developed for the RL-10 and J-2. The M-1 program was cancelled in late 1965 due to budget cuts and the lack of a post-Apollo mission. The October 1966 Inspection was the culmination of almost a year of events held to mark the centers’ 25th anniversary. The three‐day Inspection, Lewis’ first since 1957, drew 2000 business, industry, and government executives and included an employee open house. The visitors witnessed presentations at the major facilities and viewed the Gemini VII spacecraft, a Centaur rocket, and other displays in the hangar. In addition, Lewis’ newest facility, the Zero Gravity Facility, was shown off for the first time.

Lockheed F-94B Starfire at the NASA Lewis Research Center

A Lockheed F-94B Starfire on the hangar apron at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The Air Force contracted Lockheed in November 1948 to create the new F-94s fighters. The first test flight occurred only months later in April 1949. This quick turnaround was due to the fact that the F-94 was based largely on the TF-80 fighter and constructed with parts from the P-80, including its two General Electric I-40 turbojet engines. The F-94Bs entered the Korean War in late 1951, but were initially prevented from flying over enemy territory due to fear that their fire control system would be copied by the enemy if an F-94B went down. The Starfire went on to perform scores of missions escorting B-29 and B-26 bombers deep into enemy territory and acting as interceptors against enemy fighters. In mid-1954 the F-94s were retired from active military service. Lewis acquired the F-94B Starfire in April 1956. At the time, the aircraft industry was preparing for the first use of jet engines for commercial aviation. The amount of noise generated by the engines was a major obstacle. Lewis undertook an extensive program to understand the causes of the noise and develop methods for reducing it. This program included the study of aerodynamic sound at high speed and altitude using the F-94B.

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

ZERO GRAVITY AIRCRAFT KC135 FLIGHTS AT LEWIS RESEARCH CENTER (Glenn Research Center)

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Entrance to the NACA's Flight Propulsion Research Laboratory

The sign near the entrance of the National Advisory Committee for Aeronautics (NACA) Flight Propulsion Research Laboratory. The name was changed several weeks later to the Lewis Flight Propulsion Laboratory in honor of the NACA’s former Director of Aeronautical Research, George W. Lewis. The research laboratory has had five different names since its inception in 1941. The Cleveland laboratory was originally known as the NACA Aircraft Engine Research Laboratory. In 1947 it was renamed the NACA Flight Propulsion Research Laboratory to reflect the expansion of the research activities beyond just engines. Following the death of George Lewis, the name was changed to the NACA Lewis Flight Propulsion Laboratory in September 1948. On October 1, 1958, the lab was incorporated into the new NASA space agency, and it was renamed the NASA Lewis Research Center. Following John Glenn’s flight on the space shuttle, the name was changed again to the NASA Glenn Research Center on March 1, 1999. From his office in Washington DC, George Lewis managed the aeronautical research conducted at the NACA for over 20 years. His most important accomplishment, however, may have been an investigative tour of German research facilities in the fall of 1936. The visit resulted in the broadening of the scope of the NACA’s research and the physical expansion that included the new engine laboratory in Cleveland.

NASA Glenn Research Center at Lewis Field 50th Anniversary Open House

Apollo Contour Engine Model being tested in the NASA Lewis Resea

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Apollo Contour Engine Model being tested in the NASA Lewis Resea

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Martin B-57B Canberra with a Noise Suppressor on its Right Engine

A Martin B-57B Canberra outfitted with a noise suppressor on its right engine at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The aircraft was being prepared for the October 1966 Inspection of the center. The Inspection also marked Lewis’ twentieth anniversary. Lewis researchers had been studying engine noise for almost a decade, but the problem seemed to be increasing in the mid-1960s with heavier airline traffic and larger engines. Researchers discovered early on that the majority of the noise did not emanate from the engine itself, but from the mixing of the hot exhaust gasses with the atmosphere. Attempts to reduce the turbulence using new exhaust nozzles were successful but often resulted in decreased engine performance. The researchers decided to try to lower the jet nozzle exit velocity without decreasing its thrust. The inlet mass air flow had to be increased to accomplish this. The Lewis B-57B was powered by two Wright Aeronautical J65 turbojets. Lewis engineers modified the stators on the two engines to simulate the noise levels from more-modern turbofan engines. A noise suppressor was added to only one of the two engines, seen here on the left. The engines were run one at a time at power levels similar to landing while the aircraft sat on the Lewis hangar apron. A microphone and recording equipment was setup to capture the noise levels. The engine with the suppressor produced 13 fewer decibels than the standard engine.

John Glenn Prepares for a Test in the Multi-Axis Space Test Inertia Facility

Mercury astronaut John Glenn prepares for a test in the Multi-Axis Space Test Inertia Facility (MASTIF) inside the Altitude Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The MASTIF was a three-axis test rig with a pilot’s chair mounted in the center. The device was designed to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig was then spun on three axes from 2 to 50 rotations per minute. Small nitrogen gas thrusters were used by the astronauts to bring the MASTIF under control. In February and March 1960, the seven Project Mercury astronauts traveled to Cleveland to train on the MASTIF. Warren North and a team of air force physicians were on hand to monitor their health. After being briefed by Lewis pilot Joe Algranti and researcher James Useller, the rider would climb into the rig and be secured in the chair, as seen in this photograph. A Lewis engineer would then slowly set the MASTIF in motion. It was the astronaut’s job to bring it under control. Each individual was required to accumulate 4.5 to 5 hours of MASTIF time. Glenn became the first American to orbit the earth on February 20, 1962 in the Friendship 7 Mercury capsule. In March 1999, the Lewis Research Center was renamed the John H. Glenn Research Center at Lewis Field.

NASA Advisory Council Meeting at NASA Ames Research Center NRP Conference Center. Lewis Braxton, III (left) Charile Bolden, NASA Administrator

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Lockheed YF-12 Blackbird Model in the 10- by 10-Foot Supersonic Wind Tunnel

Robert Cubbison examines a model of the Lockheed YF-12 Blackbird in the test section of the 10- by 10-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The YF-12 was an experimental fighter version of Lockheed’s A-12 reconnaissance aircraft which had been developed into the renowned SR-71 Blackbird. NASA possessed two YF-12s at its Dryden Flight Research Center which could be used by researchers at all the NASA centers. During its nine-year life, the Dryden’s YF-12 research program logged 297 flights with approximately 450 flight hours. Lewis researchers were studying the YF-12’s inlet airflow in the 10- by 10-foot wind tunnel in late 1977. The advanced supersonic cruise aircraft of the time used mixed-compression inlets. These types of inlets were prone to flameout during atmospheric disturbances. Researchers at Lewis and Dryden developed a program to study these flameouts by artificially introducing flow disturbances. Testing at Dryden with a specially-equipped YF-12 aircraft yielded limited results. Lewis’ tests in the 10- by 10 were unsuccessful at inducing upstream disturbances. The researchers used two methods—a falling plate and a servo-driven wing.

Ames Aeronautica Laboratory Dedication ceremonies; Dr. Lewis and Smity DeFrance, Director, Ames Research Center standing in front of shock-wave picture.

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Pilot Ed Lewis with T-34C aircraft on ramp

NASA pilot Ed Lewis with the T-34C aircraft on the Dryden Flight Research Center Ramp. The aircraft was previously used at the Lewis Research Center in propulsion experiments involving turboprop engines, and was used as a chase aircraft at Dryden for smaller and slower research projects. Chase aircraft accompany research flights for photography and video purposes, and also as support for safety and research. At Dryden, the T-34 is used mainly for smaller remotely piloted vehicles which fly slower than NASA's F-18's, used for larger scale projects. This aircraft was returned to the U.S. Navy in May of 2002.

In this photograph, the C-140 JetStar is fitted with a model of a high-speed propeller. Three different designs were tested at NASA's Dryden Flight Research Facility in 1981-1982. Their swept-back blades were intended to increase the speed and fuel efficiency of turboprop aircraft. Speeds of Mach 0.8 were thought possible, while using 20 to 30 percent less fuel than standard jet engines.

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Main Entrance of NASA Glenn Research Center

Quiet Clean Short Haul Experimental Engine

Program manager Carl Ciepluch poses with a model of the Quiet Clean Short Haul Experimental Engine (QCSEE) conceived by the National Aeronautics and Space Administration (NASA) Lewis Research Center. The QCSEE engine was designed to power future short-distance transport aircraft without generating significant levels of noise or pollution and without hindering performance. The engines were designed to be utilized on aircraft operating from small airports with short runways. Lewis researchers investigated two powered-lift designs and an array of new technologies to deal with the shorter runways. Lewis contracted General Electric to design the two QCSEE engines—one with over-the-wing power-lift and one with an under-the-wing design. A scale model of the over-the-wing engine was tested in the Full Scale Tunnel at the Langley Research Center in 1975 and 1976. Lewis researchers investigated both versions in a specially-designed test stand, the Engine Noise Test Facility, on the hangar apron. The QCSEE engines met the goals set out by the NASA researchers. The aircraft industry, however, never built the short-distance transport aircraft for which the engines were intended. Different technological elements of the engine, however, were applied to some future General Electric engines.

Vibration Test of a SNAP-8 Sodium-Potassium Alloy Pump

Aeronautics and Space Administration (NASA) Lewis Research Center. Aerojet General was contracted to design the SNAP-8 generator which employed a mercury Rankine system to convert the reactor’s heat into electrical power. The hermetically-sealed pump was designed to generate from 35 to 90 kilowatts of electrical power. In 1964 a SNAP-8 test rig with a mercury boiler and condenser was set up in cell W-1 of Lewis’ Engine Research Building to study the transients in the system’s three loops. In 1967 a complete Rankine system was operated for 60 days in W-1 to verify the integrity of the Lewis-developed mercury boiler. Further tests in 1969 verified the shutdown and startup of the system under normal and emergency conditions. Aerojet operated the first full-Rankine system in June 1966 and completed a 2500-hour endurance test in early 1969. Lewis and Aerojet’s success on the Rankine system was acknowledged with NASA Group Achievement Award in November 1970. The 1970 vibration tests, seen here, were conducted in Lewis’ Engine Research Building’s environmental laboratory. The testing replicated the shock and vibration expected to occur during the launch into space and subsequent maneuvering. The pump was analyzed on each of its major axes.

Advanced Combustor in the Four Burner Area

Engineer Frank Kutina and a National Aeronautics and Space Administration (NASA) mechanic examine the setup of an advanced combustor rig inside one of the test cells at the Lewis Research Center’s Four Burner Area in the Engine Research Building. Kutina, of the Research Operations Branch, served as go-between for the researchers and the mechanics. He helped develop the test configurations and get the hardware installed. At the time of this photograph, Lewis Center Director Abe Silverstein had just established the Airbreathing Engine Division to address the new propulsion of the 1960s. After nearly a decade of focusing almost exclusively on space, NASA Lewis began tackling issues relating to the new turbofan engine, noise reduction, energy efficiency, supersonic transport, and the never-ending quest for higher performance levels with smaller and more lightweight engines. The Airbreathing Engine Division’s Combustion Branch was dedicated to the study and mitigation of the high temperatures and pressures found in advanced combustor designs. These high temperatures and pressures could destroy engine components. The Lewis investigation included film cooling, diffuser flow, and jet mixing. Components were tested in smaller test cells, but a full-scale augmenting burner rig, seen here, was tested extensively in the Four Burner Area test cell.

Solar Mirror Fabrication in the Technical Services Building

Daniel Bernatowicz, Chief of the Advanced Power Systems Branch at the National Aeronautics and Space Administration (NASA) Lewis Research Center, examines a 20-foot section of a solar mirror being fabricated in the Jig Bore Room of the Technical Services Building. NASA Lewis was conducting a wide-ranging effort to explore methods of generating electrical power for spacecraft. One method employed a large parabolic mirror to concentrate the sun’s energy. The mirror had to remain rigid and withstand micrometeoroids, but remain light and compact enough to be easily launched. In 1963 Bernatowicz and his researchers undertook a program to design a solar mirror to work with the Brayton cycle system on a space station. The mirror in this photograph was prepared for a conference on Advanced Technology in Space Power Systems held at Lewis in late August 1966. Lewis experts discussed advances with batteries, fuel cells, isotope and thermoelectric generators, and the SNAP-8 space power system. Lewis was developing several types of solar mirrors to work with a Brayton cycle electric generating system. The mirror’s 12 sections were shaped using a unique forming process developed at Lewis, coated with an epoxy, and plated with aluminum. The mirror concentrated the Sun's rays on a heat storage receiver containing lithium fluoride. This material was heated to produce power in a turbogenerator system, while additional heat was stored for use when the unit was in the Earth's shadow.

Newly Acquired Gulfstream C-131B Samaritan in the Hangar

The National Aeronautics and Space Administration (NASA) Lewis Research Center acquired this Gulfstream C-131B Samaritan from the Air Force in July 1976. The center obtained the aircraft to support its current earth resources work. The C-131B is seen here inside the Lewis hangar being refurbished and converted into a flying laboratory. The modifications were led by Lewis Chief of Flight Operations Robert Hogan. The cockpit and cabin were modified and packed with instrumentation. The new equipment included Sideways Looking Airborne Radar (SLAR), geothermal sensors, radar antennas, and an inertial navigation system. In addition, portals were installed underneath the fuselage for cameras and remote sensing equipment. NASA’s C-131B was used to support researchers tracking ice flows on the Great Lakes and in Prudhoe Bay, Alaska. It was also used for the center’s program to determine heating losses in the Cleveland area’s residential and commercial structures. The aircraft was later donated to the University of Georgia.

The Multi-Axis Space Test Inertia Facility in the Altitude Wind Tunnel

National Aeronautics and Space Administration (NASA) pilot Joe Algranti tests the Multi-Axis Space Test Inertia Facility (MASTIF) inside the Altitude Wind Tunnel while researcher Robert Miller looks on. The MASTIF was a three-axis rig with a pilot’s chair mounted in the center to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig then spun on three axes from 2 to 50 rotations per minute. Small nitrogen gas thrusters were used by the astronauts to bring the MASTIF under control. The device was originally designed in early 1959 without the chair and controllers. It was used by Lewis researchers to determine if the Lewis-designed autopilot system could rectify the capsule’s attitude following separation. If the control system failed to work properly, the heatshield would be out of place and the spacecraft would burn up during reentry. The system was flight tested during the September 1959 launch of the Lewis-assembled Big Joe capsule. The MASTIF was adapted in late 1959 for the astronaut training. NASA engineers added a pilot’s chair, a hand controller, and an instrument display to the MASTIF in order familiarize the astronauts with the sensations of an out-of-control spacecraft. NASA Lewis researcher James Useller and Algranti perfected and calibrated the MASTIF in the fall of 1959. In February and March 1960, the seven Project Mercury astronauts traveled to Cleveland to train on the MASTIF.

NASA Engineer and Technician Instrument Zero Gravity Spheres

An engineer and technician at the National Aeronautics and Space Administration (NASA) Lewis Research Center install the instrumentation on spherical fuel tanks for an investigation of the behavior of liquids in microgravity. Lewis researchers were undertaking a broad effort to study the heat transfer properties of high energy propellants such as liquid hydrogen in microgravity. In the center’s 2.2-Second Drop Tower they investigated the wetting characteristics of liquid and the liquid-vapor configurations, and predicted the equilibrium state in microgravity conditions. Lewis was also conducting a series microgravity investigations which launched 9-inch diameter spherical dewars, seen here, on an Aerobee sounding rocket. A camera inside the rocket filmed the liquid hydrogen’s behavior during its 4 to 7 minutes of freefall. The researchers concluded, however, that they needed to extend the weightlessness period to obtain better results. So they designed an experiment to be launched on an Atlas missile that would provide 21 minutes of weightlessness. The experiment was flight qualified at Lewis. The 36-percent full liquid hydrogen stainless steel dewar was launched on the Atlas on February 25, 1964. The instrumentation measured temperature, pressure, vacuum, and liquid level. Temperature instrumentation indicated wall drying during the freefall. The resultant pressure-rise characteristics were similar to those used for the normal-gravity test.

Centaur 6A Rocket in the Space Power Chambers Shop Area

A researcher prepares a Centaur 6A second-stage rocket for a series of tests in the Space Power Chambers’ vacuum tank at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis was assigned oversight of the Centaur Program in the fall of 1962. Prior to that, Centaur’s only launch had failed shortly after liftoff. Lewis engineers undertook an expansive effort to quickly resolve Centaur’s problems and prepare it for its planned missions to send Surveyor spacecraft to land on the moon. For one test program, a complete Centaur vehicle was lowered into the vacuum chamber at the Space Power Chambers to verify that its electronics and electrical systems functioned reliably in a space environment. At the time, electronic malfunctions were one of the most likely causes of failures in space. Studying these systems during long soaks inside the space tank helped the Lewis team calibrate them and facilitate the monitoring of the spacecraft during an actual flight. The Centaur for the tests was delivered to Cleveland in a C-130 aircraft on September 27, 1963. The rocket was set up in the facility’s high bay where Lewis technicians and General Dynamics consultants updated its flight systems to match the upcoming Atlas-Centaur-4 mission, as seen in this photograph.

Tilt Nacelle Vertical and Short Takeoff and Landing Engine

Center Director John McCarthy, left, and researcher Al Johns pose with a one-third scale model of a Grumman Aerospace tilt engine nacelle for Vertical and Short Takeoff and Landing (V/STOL) in the 9- by 15-Foot Low Speed Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers had been studying tilt nacelle and inlet issues for several years. One area of concern was the inlet flow separation during the transition from horizontal to vertical flight. The separation of air flow from the inlet’s internal components could significantly stress the fan blades or cause a loss of thrust. In 1978 NASA researchers Robert Williams and Al Johns teamed with Grumman’s H.C. Potonides to develop a series of tests in the Lewis 9- by 15-foot tunnel to study a device designed to delay the flow separation by blowing additional air into the inlet. A jet of air, supplied through the hose on the right, was blown over the inlet surfaces. The researchers verified that the air jet slowed the flow separation. They found that the blowing on boundary layer control resulted in a doubling of the angle-of-attack and decreases in compressor blade stresses and fan distortion. The tests were the first time the concept of blowing air for boundary layer control was demonstrated. Boundary layer control devices like this could result in smaller and lighter V/STOL inlets.

Turboprop Model in the 8- by 6-Foot Supersonic Wind Tunnel

National Aeronautics and Space Administration (NASA) engineer Robert Jeracki prepares a Hamilton Standard SR-1 turboprop model in the test section of the 8- by 6-Foot Supersonic Wind Tunnel at the Lewis Research Center. Lewis researchers were analyzing a series of eight-bladed propellers in their wind tunnels to determine their operating characteristics at speeds up to Mach 0.8. The program, which became the Advanced Turboprop, was part of a NASA-wide Aircraft Energy Efficiency Program which was designed to reduce aircraft fuel costs by 50 percent. The ATP concept was different from the turboprops in use in the 1950s. The modern versions had at least eight blades and were swept back for better performance. After Lewis researchers developed the advanced turboprop theory and established its potential performance capabilities, they commenced an almost decade-long partnership with Hamilton Standard to develop, verify, and improve the concept. A series of 24-inch scale models of the SR-1 with different blade shapes and angles were tested in Lewis’ wind tunnels. A formal program was established in 1978 to examine associated noise levels, aerodynamics, and the drive system. The testing of the large-scale propfan was done on test rigs, in large wind tunnels, and, eventually, on aircraft.

Convair F-106B Delta Dart with Air Sampling Equipment

The National Aeronautics and Space Administration (NASA) Lewis Research Center’s Convair F-106B Delta Dart equipped with air sampling equipment in the mid-1970s. NASA Lewis created and managed the Global Air Sampling Program (GASP) in 1972 in partnership with several airline companies. NASA researchers used the airliners’ Boeing 747 aircraft to gather air samples to determine the amount of pollution present in the stratosphere. Private companies developed the air sampling equipment for the GASP program, and Lewis created a particle collector. The collector was flight tested on NASA Lewis’ F-106B in the summer of 1973. The sampling equipment was automatically operated once the proper altitude was achieved. The sampling instruments collected dust particles in the air so their chemical composition could be analyzed. The equipment analyzed one second’s worth of data at a time. The researchers also monitored carbon monoxide, monozide, ozone, and water vapor. The 747 flights began in December 1974 and soon included four airlines flying routes all over the globe. The F-106B augmented the airline data with sampling of its own, seen here. It gathered samples throughout this period from locations such as New Mexico, Texas, Michigan, and Ohio. In July 1977 the F-106B flew eight GASP flights in nine days over Alaska to supplement the earlier data gathered by the airlines.

Specially-Equipped Martin XB-25E Icing Research Aircraft

In 1946 the Lewis Flight Propulsion Laboratory became the NACA’s official icing research center. In addition to the Icing Research Tunnel, the lab possessed several aircraft modified for icing work, including a Consolidated B-24M Liberator and a North American XB-25E Mitchell, seen here. The XB-25E’s frequent engine fires allegedly resulted in its “Flamin’ Maimie” nickname. The aircraft’s nose art, visible in this photograph, includes a leather-jacketed mechanic with an extinguisher fleeing a fiery woman. North American developed the B-25 in the mid-1930s as a transport aircraft, but it was hurriedly reconfigured as a medium bomber for World War II. This XB-25E was a single prototype designed in 1942 specifically to test an exhaust gas ice prevention system developed by NACA researcher Lewis Rodert. The system circulated the engines’ hot bleed air to the wings, windshield, and tail. The XB-25E was utilized at the NACA’s Ames Aeronautical Laboratory for two years before being transferred to Cleveland in July 1944. NACA Lewis mechanics modified the aircraft further by installing electrical heating in the front fuselage, propellers, inboard sing, cowls, and antennae. Lewis pilots flew the B-24M and XB-25E into perilous weather conditions all across the country to study both deicing technologies and the physics of ice-producing clouds. These dangerous flights led to advances in weather sensing instruments and flight planning.

Wooden Fan Blades in the Icing Research Tunnel

The drive fan for the Icing Research Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The Lewis Icing Research Program, which began during World War II, utilized both research aircraft and the icing tunnel throughout the 1940s and 1950s. The research program was cancelled in 1958 as Lewis focused on space. The tunnel continued to be used occasionally for industrial customers in the 1960s and early 1970s. Lewis’ icing research was formally reinstituted just months before this photograph in 1978. The Icing Research Tunnel’s original 4100-horsepower induction motor was coupled directly to the 24-foot-diameter fan. Neoprene boots protected the leading edges of the 12 spruce fan blades. The system generated air speeds up to 300 miles per hour through the tunnel’s 6- by 9-foot test section. A large tail faring extended from the center of the fan to uniformly guide the airflow down the tunnel. NASA Headquarters ordered modifications to the Icing Research Tunnel in 1985 after wooden fan blades in a wind tunnel at Langley Research Center failed. Despite the fact that the large hub, seen in the center of the fan, provided an extra layer of protection against blade failure, Headquarters ordered the installation of a new set of wooden blades. The blades were ordered but not installed. The tunnel technicians instead agreed to inspect the fan after each run. A new 5000-horsepower motor was installed in 1987, and the original fan blades were finally replaced in 1993.

Multi-Nozzle Base Flow Model in the 10- by 10-Foot Supersonic Wind Tunnel

Researchers check the setup of a multi-nozzle base flow model in the 10- by 10-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. NASA researchers were struggling to understand the complex flow phenomena resulting from the use of multiple rocket engines. Robert Wasko and Theodore Cover of the Advanced Development and Evaluation Division’s analysis and operations sections conducted a set of tests in the 10- by 10 tunnel to further understand the flow issues. The Lewis researchers studied four and five-nozzle configurations in the 10- by 10 at simulated altitudes from 60,000 to 200,000 feet. The nozzles were gimbaled during some of the test runs to simulate steering. The flow field for the four-nozzle clusters was surveyed in the center and the lateral areas between the nozzles, whereas the five-nozzle cluster was surveyed in the lateral area only.

Advanced Turboprop Model in the 8- by 6-Foot Supersonic Wind Tunnel

NASA Lewis Research Center researcher, John S. Sarafini, uses a laser doppler velocimeter to analyze a Hamilton Standard SR-2 turboprop design in the 8- by 6-Foot foot Supersonic Wind Tunnel. Lewis researchers were analyzing a series of eight-bladed propellers in their wind tunnels to determine their operating characteristics at speeds up to Mach 0.8. The program, which became the Advanced Turboprop (ATP), was part of a NASA-wide Aircraft Energy Efficiency Program undertaken to reduce aircraft fuel costs by 50 percent. The ATP concept was different from the turboprops in use in the 1950s. The modern versions had at least eight blades and were swept back for better performance. Bell Laboratories developed the laser doppler velocimeter technology in the 1960s to measure velocity of transparent fluid flows or vibration motion on reflective surfaces. Lewis researchers modified the device to measure the flow field of turboprop configurations in the transonic speed region. The modifications were necessary to overcome the turboprop’s vibration and noise levels. The laser beam was split into two beams which were crossed at a specific point. This permits researchers to measure two velocity components simultaneously. This data measures speeds both ahead and behind the propeller blades. Researchers could use this information as they sought to advance flow fields and to verify computer modeling codes.

NASA Pilot and Researcher Prepare for a Solar Cell Calibration Flight

Pilot Earle Boyer and researcher Henry Brandhorst prepare for a solar cell calibration flight in a Martin B-57B Canberra at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis was in the early stages of decades-long energy conversion and space power research effort. Brandhorst, a member of the Chemistry and Energy Conversion Division, led a team of Lewis researchers in a quest to develop new power sources to sustain spacecraft in orbit. Solar cells proved to be an important source of energy, but researchers discovered that their behavior varied at different atmospheric levels. Their standardization and calibration were critical. Brandhorst initiated a standardized way to calibrate solar cells in the early 1960s using the B-57B aircraft. The pilots would take the aircraft up into the troposphere and open the solar cell to the sunlight. The aircraft would steadily descend while instruments recorded how much energy was being captured by the solar cell. From this data, Brandhorst could determine the estimated power for a particular solar cell at any altitude. Pilot Earle Boyer joined NASA Lewis in October 1962. He had flown Convair F-102 Delta Dagger fighters in the Air Force and served briefly in the National Guard before joining the Langley Research Center. Boyer was only at Langley a few months before he transferred to Cleveland. He flew the B-57B, a Convair F-106 Delta Dart, Gulfstream G-1 with an experimental turboprop, Learjet and many other aircraft over the next 32 years at Lewis.

Artistic View of Mercury Astronaut Training

This composite image includes a photograph of pilot Joe Algranti testing the Multi-Axis Space Test Inertia Facility (MASTIF) inside Altitude Wind Tunnel at NASA’s Lewis Research Center with other images designed to simulate the interior of a Mercury space capsule. As part of the space agency’s preparations for Project Mercury missions, the seven Mercury astronauts traveled to Cleveland in early 1960 to train on the MASTIF. Researchers used the device to familiarize the astronauts with the sensations of an out-of-control spacecraft. The MASTIF was a three-axis rig with a pilot’s chair mounted in the center. An astronaut was secured in a foam couch in the center of the rig. The rig then spun on three axes from 2 to 50 rotations per minute. The astronauts used small nitrogen gas thrusters to bring the MASTIF under control. In the fall of 1959, prior to the astronauts’ visit, Lewis researcher James Useller and Algranti perfected and calibrated the MASTIF.

LEWIS WOOTEN, NEW DIRECTOR OF THE MISSION OPERATIONS LABORATORY AT NASA'S MARSHALL SPACE FLIGHT CENTER IN HUNTSVILLE, ALABAMA, MANAGES OPERATIONS IN THE PAYLOAD OPERATIONS INTEGRATION CENTER-THE COMMAND POST FOR ALL SCIENCE AND RESEARCH ACTIVITIES ON THE INTERNATIONAL SPACE STATION

Lewis Wooten in the MSFC Payload Operations Integration facility.

NASA Ames Research Center 70 Year Anniversary Gala Dinner held at Santa Clara University, Santa Clara, California with special guest speaker Nichelle Nichols of Star Trek fame. Here with Lewis Braxton III, Deputy Center Director

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Researcher and Mechanic with Solar Collector in Solar Simulator Cell

Researcher Susan Johnson and a mechanic examine a flat-plate solar collector in the Solar Simulator Cell in the High Temperature Composites Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The Solar Simulator Cell allowed the researchers to control the radiation levels, air temperature, airflow, and fluid flow. The flat-plate collector, seen in a horizontal position here, was directed at the solar simulator, seen above Johnson, during the tests. Lewis researchers were studying the efficiency of various flat- plate solar collector designs in the 1970s for temperature control systems in buildings. The collectors consisted of a cover material, absorber plate, and parallel flow configuration. The collector’s absorber material and coating, covers, honeycomb material, mirrors, vacuum, and tube attachment could all be modified. Johnson’s study analyzed 35 collectors. Johnson, a lifelong pilot, joined NASA Lewis in 1974. The flat-plate solar collectors, seen here, were her first research project. Johnson also investigated advanced heat engines for general aviation and evaluated variable geometry combustors and liners. Johnson earned the Cleveland Technical Society’s Technical Achievement Award in 1984.

Test Package Plummets in the Zero Gravity Research Facility

National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers had been studying the behavior of liquid in microgravity for several years using ballistic rocket flights, aircraft flying series of parabolas, and in the 2.2-Second Drop Tower. It was easier to control experiments and repeat tests based on almost instantaneous test results in the Zero Gravity Research Facility than missiles or aircraft. It also more than doubled the microgravity time of the original drop tower. The experiments were enclosed in a large experiment package that was suspended inside the chamber. A vacuum was introduced to the chamber before the package was released. The test equipment allowed researchers to film and take measurements of the experiment as it was falling. The 2500‐pound package was slowed by special Styrofoam‐like pellets in a decelerator cart. An experiment, traveling 176 feet per second, was stopped in about 15 feet of deceleration material. The facility’s designers struggled to determine the correct type of deceleration pellets to use. For several years Lewis engineers tested various samples from manufacturers. The final selection was not made until the facility’s completion in May 1966, just before the facility made its public debut at the 1966 Inspection of the Center.

Space Shuttle Pressure Data Model in the 10- by 10-Foot Supersonic Wind Tunnel

Technicians examine a scale model of the space shuttle used to obtain pressure data during tests in the 10- by 10-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers used the 10- by 10 tunnel extensively in the 1970s to study shuttle configurations in order to forecast conditions during an actual flight. These tests included analysis of the solid rocket boosters’ aerodynamics, orbiter forebody angle -of -attack and air speed, base heating for entire shuttle, and engine-out loads. The test seen in this photograph used a 3.5- percent scale aluminum alloy model of the entire launch configuration. The program was designed to obtain aerodynamic pressure data. The tests were part of a larger program to study possible trouble areas for the shuttle’s new Advanced Flexible Reusable Surface Insulation. The researchers obtained aeroacoustic data and pressure distributions from five locations on the model. Over 100 high-temperature pressure transducers were attached to the model. Other portions of the test program were conducted at Lewis’ 8- by 6-Foot Supersonic Wind Tunnel and the 11- by 11-Foot Transonic Wind Tunnel at Ames Research Center.

SPHINX Satellite Testing in the Electric Propulsion Laboratory

Researchers examine the Space Plasma-High Voltage Interaction Experiment (SPHINX) satellite in the Electric Propulsion Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis’ Spacecraft Technology Division designed SPHINX to study the electrical interaction of its experimental surfaces with space plasma. They sought to determine if higher orbits would improve the transmission quality of communications satellites. Robert Lovell, the Project Manager, oversaw vibrational and plasma simulation testing of the satellite in the Electric Propulsion Laboratory, seen here. SPHINX was an add-on payload for the first Titan/Centaur proof launch in early 1974. Lewis successfully managed the Centaur Program since 1962, but this would be the first Centaur launch with a Titan booster. Since the proof test did not have a scheduled payload, the Lewis-designed SPHINX received a free ride. The February 11, 1974 launch, however, proved to be one of the Launch Vehicle Division’s lowest days. Twelve minutes after the vehicle departed the launch pad, the booster and Centaur separated as designed, but Centaur’s two RL-10 engines failed to ignite. The launch pad safety officer destroyed the vehicle, and SPHINX never made it into orbit. Overall Centaur has an excellent success rate, but the failed SPHINX launch attempt caused deep disappointment across the center.

NASA Researchers Examine a Pratt and Whitney RL-10 Rocket Engine

Lead Test Engineer John Kobak (right) and a technician use an oscilloscope to test the installation of a Pratt and Whitney RL-10 engine in the Propulsion Systems Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. In 1955 the military asked Pratt and Whitney to develop hydrogen engines specifically for aircraft. The program was canceled in 1958, but Pratt and Whitney decided to use the experience to develop a liquid-hydrogen rocket engine, the RL-10. Two of the 15,000-pound-thrust RL-10 engines were used to power the new Centaur second-stage rocket. Centaur was designed to carry the Surveyor spacecraft on its mission to soft-land on the Moon. Pratt and Whitney ran into problems while testing the RL-10 at their facilities. NASA Headquarters assigned Lewis the responsibility for investigating the RL-10 problems because of the center’s long history of liquid-hydrogen development. Lewis’ Chemical Rocket Division began a series of tests to study the RL-10 at its Propulsion Systems Laboratory in March 1960. The facility contained two test chambers that could study powerful engines in simulated altitude conditions. The first series of RL-10 tests in early 1961 involved gimballing the engine as it fired. Lewis researchers were able to yaw and pitch the engine to simulate its behavior during a real flight.

Coherent Turbulence Rig in the Engine Research Building

An engineer examines the Coherent Turbulence Rig in the Engine Research Building at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Coherent turbulence occurs when waves of uniform size and alignment are present in airflow. Researchers at NASA Lewis were interested in determining the relation between the size of the waves and their heat transfer properties. The massive 4.25-acre Engine Research Building contains dozens of test cells, test stands, and altitude chambers. A powerful a collection of compressors and exhausters located in the central portion of the basement provides process air and exhaust for these test areas. This system is connected to similar process air systems in the laboratory’s other large test facilities. The Central Control Room coordinates this activity and communicates with the local utilities.

Lawrence Livermore National Laboratories media Day for their LLNL project aimed at aerodynamic truck and trailer devices. Tests are being preformed in the Ames Full-Scale Aerodynamic Complex 80x120 foot wind tunnel. Lewis Braxton III, Deputy Director Ames Research Center speaker.

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The Ring Flame Stabilizer has been developed in conjunction with Lewis Research Center. This device can lower pollutant emissions (which contribute to smog and air pollution) from natural-gas appliances such as furnaces and water heaters by 90 percent while improving energy efficiency by 2 percent.

Microgravity

Stator Blade with Thermal Barrier Testing on Hot Gas Rig

A 1-foot long stator blade with a thermal coating subjected to intense heat in order to test its strength at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers sought to determine optimal types of ceramic coatings to increase the durability of metals. The research was primarily intended to support the design of stator blades for high-performance axial-flow compressor and turbofan engines. The coatings reduced the temperature of the metal and the amount of required cooling. As engines became more and more sophisticated, compressor blades were required to withstand higher and higher temperatures. Lewis researchers developed a dual-layer thermal-barrier coating that could be applied to turbine vanes and blades and combustion liners. This new sprayable thermal-barrier coating was evaluated for its durability, strength, fatigue, and aerodynamic penalties. This hot-gas rig fired the scorching gas at the leading edge of a test blade. The blade was cooled by an internal air flow. The blades were heated at two different velocities during the program. When using Mach 0.3 gases the entire heating and cooling cycle only lasted 30 seconds. The cycle lasted 60 minutes during tests at Mach 1.

Advanced Technology Transport Model in the 8- by 6-Foot Supersonic Wind Tunnel

A researcher examines an Advanced Technology Transport model installed in the 8- by 6-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The Advanced Technology Transport concept was a 200-person supersonic transport aircraft that could cruise at Mach 0.9 to 0.98 with low noise and pollution outputs. General Electric and Pratt and Whitney responded to NASA Lewis’ call to design a propulsion system for the aircraft. The integration of the propulsion system with the airframe was one of the greatest challenges facing the designers of supersonic aircraft. The aircraft’s flow patterns and engine nacelles could significantly affect the performance of the engines. NASA Lewis researchers undertook a study of this 0.30-scale model of the Advanced Technology Transport in the 8- by 6-foot tunnel. The flow-through nacelles were located near the rear of the fuselage during the initial tests, seen here, and then moved under the wings for ensuing runs. Different engine cowl shapes were also analyzed. The researchers determined that nacelles mounted at the rear of the aircraft produced more efficient airflow patterns during cruising conditions at the desired velocities. The concept of the Advanced Technology Transport, nor any other US supersonic transport, has ever come to fruition. The energy crisis, environmental concerns, and inadequate turbofan technology of the 1970s were among the most significant reasons.

NASA Researcher with a Coaxial Plasma Gun

Researcher Charles Michels operates a coaxial plasma gun rig in Cell SW-13 of the Engine Research Building at the National Aeronautics and Space Administration (NASA) Lewis Research Center. From 1962 to 1967 NASA Lewis investigated coaxial plasma guns powered by conventional capacitor banks. The studies were part of a larger effort to identify electromagnetic accelerators for space propulsion. NASA worked with General Dynamics, General Electric, General Motors, and Republic Aviation on the project. NASA Lewis conducted a research program to determine which factors influenced the coaxial gun’s efficiency and analyze the acceleration process. The system had not previously been used for propulsion applications. The single-shot gun’s fast gas valve and capacitor banks with variable-delay ignition source permitted the evaluation of gun performance under controllable propellant quantity and distribution conditions. The coaxial plasma gun was the most basic type of electromagnetic accelerator. It included a charged capacitor in series with a pair of coaxial electrodes. An electrical breakdown occurred when gas was admitted to the inter-electrode region. The gas instantly became a good conductor and formed a conducting sheet that separated the magnetic field from the open region beyond. The highly-conducting gas was basically expelled by the force of the magnetic pressure. This type of thruster could operate at the high instantaneous power levels without decreasing its average power level.

Test Stand at the Rocket Engine Test Facility

The thrust stand in the Rocket Engine Test Facility at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The Rocket Engine Test Facility was constructed in the mid-1950s to expand upon the smaller test cells built a decade before at the Rocket Laboratory. The $2.5-million Rocket Engine Test Facility could test larger hydrogen-fluorine and hydrogen-oxygen rocket thrust chambers with thrust levels up to 20,000 pounds. Test Stand A, seen in this photograph, was designed to fire vertically mounted rocket engines downward. The exhaust passed through an exhaust gas scrubber and muffler before being vented into the atmosphere. Lewis researchers in the early 1970s used the Rocket Engine Test Facility to perform basic research that could be utilized by designers of the Space Shuttle Main Engines. A new electronic ignition system and timer were installed at the facility for these tests. Lewis researchers demonstrated the benefits of ceramic thermal coatings for the engine’s thrust chamber and determined the optimal composite material for the coatings. They compared the thermal-coated thrust chamber to traditional unlined high-temperature thrust chambers. There were more than 17,000 different configurations tested on this stand between 1973 and 1976. The Rocket Engine Test Facility was later designated a National Historic Landmark for its role in the development of liquid hydrogen as a propellant.

Centaur Rocket Lowered into Vacuum Tank

A Centaur second-stage rocket is lowered into the vacuum tank inside the Space Power Chambers at NASA’s Lewis Research Center. Centaur was to be paired with an Atlas booster to send the Surveyor spacecraft to the moon as a precursor to the Apollo landings. Lewis was assigned responsibility for the Centaur Program after the failure of its first developmental flight in May 1962. Lewis’ Altitude Wind Tunnel was converted into two large test chambers—the Space Power Chambers. The facility’s vacuum chamber, seen here, allowed the Centaur to be stood up vertically and subjected to atmospheric conditions-- pressures, temperature, and radiation--similar to those it would encounter in space. The Centaur for these tests was delivered to Cleveland in a C‒130 aircraft on September 27, 1963. The rocket was set up in the facility’s high bay where Lewis technicians and General Dynamics consultants updated its flight systems to match the upcoming Atlas-Centaur‒4 mission. Months were spent reharnessing the Centaur’s electronics, learning about the systems, and being taught how to handle flight hardware. By early spring 1964, the extensive setup of both the spacecraft and the chamber was finally completed. On March 19 the Centaur was rolled out from the shop, hoisted high into the air by a crane, and lowered into the waiting space tank. Researchers were able to verify that the Centaur’s electronics and electrical systems functioned reliably in a space environment.

Grumman OV-1B Mohawk Maps the Ice over the Great Lakes

A Grumman OV-1B Mohawk maps Great Lakes’ ice flows for the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The regular freezing of large portions of the Great Lakes during the winter frequently stalled the region’s shipping industry. Lewis developed two complementary systems to monitor the ice. The Side Looking Airborne Radar (SLAR) system used microwaves to measure the ice distribution, and electromagnetic systems employed noise modulation to determine the thickness of the ice. Once this dual system was in place, the information could be generated during a single pass of a research aircraft and quickly distributed to ship captains planning their routes. The SLAR was superior to aerial photography for this task because it was able to penetrate cloud cover. The SLAR system used pulsed microwaves to examine a band of ice or water on either side of the aircraft up to 31 miles wide. The Lewis ice mapping devices were first tested during the winter of 1972 and 1973. The system was installed on the tail of the Coast Guard’s OV-1B aircraft. An infrared thermal mapping instrument was installed on Lewis’ DC-3 to determine the ice temperature and estimate its thickness. The team created 160 ice charts that were sent to 28 ships and 2 icebreakers. Shipping was able to continue throughout the season for the first time that winter.