In this undated photograph, Dr. von Braun is shown during a visit to McDonnell Aircraft to inspect Mercury spacecraft manufacturing.

S66-34167 (21 April 1966) --- Astronauts John W. Young (right), command pilot, and Michael Collins, pilot, the prime crew of the Gemini-10 spaceflight, prepare for a Manned Altitude Test Run in the Gemini-10 spacecraft. They are in McDonnell Aircraft's 30-foot altitude chamber. Photo credit: NASA

S66-32530 (14 April 1966) --- Astronauts John W. Young (right), command pilot, and Michael Collins, pilot, the prime crew of the Gemini-10 spaceflight, prepare for a Manned Altitude Test Run in the Gemini-10 spacecraft. They are in McDonnell Aircraft's 30-feet altitude chamber. Photo credit: NASA

S65-04896 (24 March 1965) --- Astronaut Edward H. White II, pilot of the Gemini-Titan 4 prime crew, is shown in the pressure chamber at McDonnell Aircraft Corp, St. Louis, Mo. during the simulation of extravehicular activity (EVA) at an altitude of 150,000 feet.

S66-51054 (15 Aug. 1966) --- Astronaut James A. Lovell Jr., prime crew command pilot of the Gemini-12 space mission, simulates using space food packet while seated in the Gemini-12 spacecraft in the 30-feet Altitude Chamber at McDonnell Aircraft Corporation, St. Louis, Missouri. Photo credit: NASA

Front View of McDonald XP-85 Plan Model. Parasite Airplane designed to be carried in the B-36 bombay (never built) At the time it was the smallest Jet powered airplane. The McDonnell XF-85 Goblin was an American prototype fighter aircraft conceived during World War II by McDonnell Aircraft. It was intended to be deployed from the bomb bay of the giant Convair B-36 bomber as a parasite fighter. The XF-85's intended role was to defend bombers from hostile interceptor aircraft, a need demonstrated during World War II

S65-20428 (23 March 1965) --- Astronaut John W. Young (center), pilot of the Gemini-Titan 3 flight, is shown during a steak breakfast which he was served about two hours prior to the 9:24 a.m. (EST) GT-3 launch. At left is J.S. McDonnell, board chairman and Chief Executive Officer of the McDonnell Aircraft Corporation. Dr. Charles A. Berry, chief of Center Medical Programs, is at right.

S63-03957 (1963) --- NASA and McDonnell Aircraft Corp. spacecraft technicians assist astronaut L. Gordon Cooper Jr. into his spacecraft prior to undergoing tests in the altitude chamber. These tests are used to determine the operating characteristcs of the overall environmental control system. Photo credit: NASA

McDonnell Douglas YAV-8B (Bu. No. 158394 NASA 704 VSRA) Harrier V/STOL Systems Research Aircraft hover Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig.125

91,591 Overhead view. McDonnell XF-88B Experimental Jet Fighter. Langley used this aircraft in the mid-1950s to explore the potential of a supersonic propeller. Photographed in Engineer in Charge A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen. Page 508. **Note see L57-2259 for eye level view.

S66-47635 (21 July 1966) --- McDonnell Aircraft Corporation personnel bolt the Gemini-11 spacecraft to a support ring for bore sighting in the Pyrotechnic Installation Building, Merritt Island, during checkout and preflight preparations at the Kennedy Space Center. Photo credit: NASA

S65-20604 (23 March 1965) --- Astronaut John W. Young, the pilot of the Gemini-Titan 3 three-orbit mission, is assisted by a McDonnell Aircraft Corp. engineer as he enters the Gemini spacecraft in the white room atop the Gemini launch vehicle.

S64-14861 (1962) --- Department of Defense (DOD) recovery personnel and spacecraft technicians from NASA and McDonnell Aircraft Corp., inspect astronaut John Glenn's Mercury spacecraft, Friendship 7, following its return to Cape Canaveral after recovery in the Atlantic Ocean. Photo credit: NASA

Foreword, front view of McDonnell Model XV-1 Convertiplane in the Ames 40x80 Foot Wind Tunnel. The McDonnell XV-1 was an experimental compound gyroplane developed for a joint research program between the United States Air Force and the United States Army to explore technologies to develop an aircraft that could take off and land like a helicopter but fly at faster airspeeds, similar to a conventional airplane. The XV-1 would reach a speed of 200 mph (322 km/h), faster than any previous rotorcraft, but the program was terminated due to the tip-jet noise and complexity of the technology which gave only a modest gain in performance.

S65-57481 (25 Oct. 1965) --- Astronaut James A. Lovell Jr., pilot of the Gemini-7 spaceflight, undergoes weight and balance tests in the Pyrotechnic Installation Building, Merritt Island, Kennedy Space Center. Talking with Lovell are (left to right) Charlie Beaty, McDonnell Aircraft Corporation; Karl Stoien, MAC; NASA suit technician Al Rochferd; and Norm Batterson, Weber Aircraft Corporation. Photo credit: NASA

S62-00994 (1962) --- Astronaut John H. Glenn Jr., pilot of the Mercury-Atlas 6 mission, practices insertion into the Mercury "Friendship 7? spacecraft, with help of a McDonnell Aircraft Corporation technician, during MA-6 preflight training activity at Cape Canaveral, Florida. He is wearing the full pressure suit. Photo credit: NASA

S63-03952 (1963) --- Astronaut L. Gordon Cooper Jr. explains the 16mm handheld spacecraft camera to his backup pilot astronaut Alan Shepard. The camera, designed by J.R. Hereford of McDonnell Aircraft Corp., will be used by Cooper during the Mercury-Atlas 9 (MA-9) mission to photograph experiments in space for M.I.T. and the Weather Bureau. Photo credit: NASA

S64-25295 (March 1964) --- Astronauts Virgil I. (Gus) Grissom (right) and John W. Young, prime crew for the first manned Gemini mission (GT-3), are shown inside a Gemini mission simulator at McDonnell Aircraft Corp., St. Louis, MO. The simulator will provide Gemini astronauts and ground crews with realistic mission simulation during intensive training prior to actual launch.

S65-21090 (23 March 1965) --- Astronauts Virgil I. Grissom, command pilot; and John W. Young, pilot, wait inside their Gemini-3 spacecraft just after the hatches were closed prior to liftoff. McDonnell Aircraft Corp. technicians can be seen making final adjustments and inspection prior to leaving the white room atop the Titan launch vehicle at Pad 19, Cape Kennedy, Florida. The Gemini-Titan 3 spacecraft is being prepared for launch.

S65-28742 (21 Aug. 1965) --- View of Mission Control Center at Cape Kennedy, Florida, moments after the Gemini-5 spacecraft was launched from Pad 19 on Aug. 21, 1965. Standing at right is astronaut Donald K. Slayton, assistant director for Flight Crew Operations, Manned Spacecraft Center. Seated (wearing dark shirt) is astronaut Russell L. Schweickart. Other NASA and McDonnell Aircraft Col. personnel also monitor the progress of the flight.

S63-03960 (1 Feb. 1963) --- Astronaut L. Gordon Cooper Jr., prime pilot for the Mercury-Atlas 9 (MA-9) mission, checks over the instrument panel from Mercury spacecraft #20 with Robert Graham, McDonnell Aircraft Corp. spacecraft engineer. It contains the instruments necessary to monitor spacecraft systems and sequencing, the controls required to initiate primary sequences manually, and flight control displays. Photo credit: NASA

S65-61837 (27 Nov. 1965) --- The Gemini-7 backup crew seen in the White Room atop Pad 19 during Gemini-7 simulation flight activity. McDonnell Aircraft Corporation technicians assist in the exercise. Astronaut Edward H. White II (in foreground) is the Gemini-7 backup crew command pilot; and astronaut Michael Collins (right background) is the backup crew pilot. Photo credit: NASA

S66-33407 (10 May 1966) --- Astronauts Thomas P. Stafford (right foreground), command pilot; and Eugene A. Cernan, pilot, prepare to enter the Gemini-9 spacecraft in the white room atop Pad 19 during a Gemini-9/Agena simultaneous launch demonstration. This test is a coordinated countdown of the Atlas-Agena and the Gemini-Titan vehicles. NASA and McDonnell Aircraft Corporation personnel stand by to assist with the insertion of the astronauts into the spacecraft. Photo credit: NASA

S65-21093 (23 March 1965) --- Astronaut Virgil I. Grissom (facing camera at right), command pilot of the Gemini-Titan 3 flight, is shown during a steak breakfast which he was served about two hours prior to the 9:24 a.m. (EST) GT-3 launch on March 23, 1965. Pictured in the foreground are Donald K. Slayton (right), assistant director for Flight Crew Operations; and Walter Burke, general manager of McDonnell Aircraft Corporation Spacecraft and Missiles. Pictured in the background are astronaut Alan B. Shepard Jr. (left) and Walter C. Williams, former deputy director of the Manned Spacecraft Center, now with a private aerospace firm.

KENNEDY SPACE CENTER, FLA. -- PROJECT MERCURY'S SECOND suborbital astronaut training flight will be attempted during the week of July 16 with McDonnell Aircraft Corporation's production spacecraft number 11, which has been named 'Liberty Bell 7.' The number seven stresses the team effort of the seven Mercury pilots necessary for conducting Mercury flights. Mission pilot for the MR-4 launch will be astronaut Virgil I. 'Gus' Grissom. His spacecraft is seen here undergoing systems checks in the National Aeronautics and Space Administration's Mercury Hangar at Cape Canaveral, Florida, weeks before the planned launch

The National Aeronautics and Space Administration's Systems Research Aircraft (SRA), a highly modified F-18 jet fighter, during a research flight. The former Navy aircraft was flown by NASA's Dryden Flight Research Center at Edwards Air Force Base, California, to evaluate a number of experimental aerospace technologies in a multi-year, joint NASA/DOD/industry program. Among the more than 20 experiments flight-tested were several involving fiber optic sensor systems. Experiments developed by McDonnell-Douglas and Lockheed-Martin centered on installation and maintenace techniques for various types of fiber-optic hardware proposed for use in military and commercial aircraft, while a Parker-Hannifin experiment focused in alternative fiber-optic designs for position measurement sensors as well as operational experience in handling optical sensor systems. Other experiments flown on this testbed aircraft included electronically-controlled control surface actuators, flush air data collection systems, "smart" skin antennae and laser-based systems. Incorporation of one or more of these technologies in future aircraft and spacecraft could result in signifigant savings in weight, maintenance and overall cost.

The National Aeronautics and Space Administration's Systems Research Aircraft (SRA), a highly modified F-18 jet fighter, on an early research flight over Rogers Dry Lake. The former Navy aircraft was flown by NASA's Dryden Flight Research Center at Edwards Air Force Base, California, to evaluate a number of experimental aerospace technologies in a multi-year, joint NASA/DOD/industry program. Among the more than 20 experiments flight-tested were several involving fiber optic sensor systems. Experiments developed by McDonnell-Douglas and Lockheed-Martin centered on installation and maintenace techniques for various types of fiber-optic hardware proposed for use in military and commercial aircraft, while a Parker-Hannifin experiment focused on alternative fiber-optic designs for postion measurement sensors as well as operational experience in handling optical sensor systems. Other experiments flown on this testbed aircraft included electronically-controlled control surface actuators, flush air data collection systems, "smart" skin antennae and laser-based systems. Incorporation of one or more of these technologies in future aircraft and spacecraft could result in signifigant savings in weight, maintenance and overall cost.

Researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory purposely wreck a McDonnell FH-1 Phantom as part of the laboratory’s Crash Fire Program. NACA Lewis researchers created the program in 1949 to investigate methods for improving survival rates for take-off and landing-type crashes. In these types of crashes, the passengers often survived the impact only to perish in the ensuing fire. Previously there had been little information on the nature of post-crash fires, and it was difficult to use analytical studies in this area. Irving Pinkel, Chief of the Lewis Flight Propulsion Division, was the primary researcher. He enlisted flight safety specialist and aeronautics researchers G. Merritt Preston and Gerard Pesman, mechanical engineer Dugald Black, and others. The tests were conducted at the nearby Ravenna Arsenal using decommissioned Air Force fighter and transport aircraft. The pilotless aircraft were accelerated down a rail on a 1700-foot track at take-off speeds and run into barriers to simulate a variety of different types of crashes. The first barrier stripped off the landing gears and another briefly sent the aircraft off the ground before it crashed into a dirt mound. Telemetry and high-speed cameras were crucial elements in these studies. NACA Lewis photographer Bill Wynne developed a method for inserting timekeeping devices on test film that were able to show time to one thousandth of a second.

S65-61912 (12 Dec. 1965) --- Astronaut Walter M. Schirra Jr., command pilot, accepts the best wishes of G.F. Wendt, McDonnell Aircraft Corporation pad leader, as he arrives in the white room atop Pad 19. Moments later, Schirra and astronaut Thomas P. Stafford, pilot, entered the spacecraft for their planned two-day mission. At right is NASA suit technician Al Rochford. NASA attempted to launch Gemini-6 at 9:54 a.m. (EST) on Dec. 12, 1965. However, seconds after ignition the first stage engine of the Gemini-6 launch vehicle shut down due to a faulty release of a liftoff umbilical plug. Photo credit: NASA or National Aeronautics and Space Administration

This photograph was taken at the Redstone airfield, Huntsville, Alabama, during the unloading of the Saturn V S-IVB stage that housed the Orbital Workshop (OWS) from the Super Guppy, the NASA plane that was specially built to carry oversized cargo. The OWS measured 22 feet (6.7 m) in diameter, and 48 feet (14.6 m) in length. The Saturn V S-IVB stage was modified at the McDornell Douglas facility at Huntington Beach, California, for a new role, which was to house the OWS. In addition to the test articles, engineering mockups, and flight equipment, both McDonnell Douglas and Martin Marietta built 0-G trainers, neutral buoyancy trainers, and high-fidelity mockups for the 1-G trainer to be used in the KC-135 aircraft. The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

Crusader on runway. Navy aircraft number 6340. L59-6101 caption: The Navy's Vought XF8U-3 Supersonic Fighter was an entirely new design as compared to the earlier F8U Crusader series. This jet plane lost in competition with the McDonnell F4H, however, and was never put into production. Langley used the XF8U-3 in some of the first flight measurements of sonic boom intensity. Photograph published in Engineer in Charge A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen. Page 507. Caption: Chance Vought F8U-3 airplane used in sonic boom investigation at Wallops, June-August 1959. Photograph published in A New Dimension Wallops Island Flight Test Range: The First Fifteen Years by Joseph Shortal. A NASA publication. Page 672.

Crusader on runway. Navy aircraft number 6340. L59-6101 caption: The Navy's Vought XF8U-3 Supersonic Fighter was an entirely new design as compared to the earlier F8U Crusader series. This jet plane lost in competition with the McDonnell F4H, however, and was never put into production. Langley used the XF8U-3 in some of the first flight measurements of sonic boom intensity. Photograph published in Engineer in Charge A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen. Page 507. Caption: Chance Vought F8U-3 airplane used in sonic boom investigation at Wallops, June-August 1959. Photograph published in A New Dimension Wallops Island Flight Test Range: The First Fifteen Years by Joseph Shortal. A NASA publication. Page 672.

S84-35757 (May 1984) --- Astronaut Judith A. Resnik, 41-D mission specialist, and Charles Walker, payload specialist for that June 1984 flight, prepare for some scheduled intravehicular activity involving the continuous flow electrophoresis systems (CFES) experiment. CFES will join the six-member crew aboard the Earth-orbiting Discovery for a seven day mission. The two share in preparing a sample to be processed by the CFES. In the background are stowage lockers and a CFES trainer-- part of the Shuttle one-g trainer at NASA's Johnson Space Center (JSC). Walker, an engineer at McDonnell Douglas Astronautics Co. in St. Louis, Missouri, will be the first Shuttle payload specialist to represent a project designed for commercial purposes. As payload specialist, his job will be to run the materials electrophoresis-operations-in-space project. The project is aimed at separating large quantities of biological materials in space for ultimate use in new pharmaceuticals. The photo was taken by a McDonnell Douglas photographer.

S66-51073 (15 Aug. 1966) --- Astronaut Edwin E. Aldrin Jr., prime crew pilot of the Gemini-12 spaceflight, undergoes evaluation procedures with the Astronaut Maneuvering Unit in the 30-foot altitude chamber at McDonnell. The suited Aldrin is wearing an AMU backpack and an Extravehicular Life Support System (ELSS) chest pack. Photo credit: NASA

A refanned Pratt and Whitney JT-8D-109 turbofan engine installed in Cell 4 of the Propulsion Systems Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. NASA Lewis’ Refan Program sought to demonstrate that noise reduction modifications could be applied to existing aircraft engines with minimal costs and without diminishing the engine’s performance or integrity. At the time, Pratt and Whitney’s JT-8D turbofans were one of the most widely used engines in the commercial airline industry. The engines powered Boeing’s 727 and 737 and McDonnell Douglas’ DC-9 aircraft. Pratt and Whitney worked with the airline manufacturers on a preliminary study that verified feasibility of replacing the JT-8D’s two-stage fan with a larger single-stage fan. The new fan slowed the engine’s exhaust, which significantly reduced the amount of noise it generated. Booster stages were added to maintain the proper level of airflow through the engine. Pratt and Whitney produced six of the modified engines, designated JT-8D-109, and performed the initial testing. One of the JT-8D-109 engines, seen here, was tested in simulated altitude conditions in NASA Lewis’ Propulsion Systems Laboratory. The Refan engine was ground-tested on an actual aircraft before making a series of flight tests on 727 and DC-9 aircraft in early 1976. The Refan Program reduced the JT-8D’s noise by 50 percent while increasing the fuel efficiency. The retro-fit kits were estimated to cost between $1 million and $1.7 million per aircraft.

S66-23592 (8 Feb. 1966) --- Astronaut Thomas P. Stafford, command pilot of the Gemini-9 prime crew, undergoes familiarization training with the Gemini-9 spacecraft at the McDonnell plant in St. Louis. Photo credit: NASA

Pilot Joe Algranti climbs into the cockpit of a McDonnell F2H-2B Banshee on the tarmac at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Nine months later the laboratory became part of the new National Aeronautics and Space Administration, and the NACA logo was permanently removed from the hangar. Algranti served as a Navy fighter pilot from 1946 to 1947 and earned a Physics degree from the University of North Carolina. He joined the NACA Lewis staff in 1951 witnessed the technological transformation from high speed flight to space. At Lewis Algranti piloted icing research flights, operated the liquid-hydrogen pump system for Project Bee, and served as the primary test subject for the Multi-Axis Space Test Inertia Facility (MASTIF). The MASTIF was a device used to train the Mercury astronauts how to control a spinning capsule. In 1960, Algranti and fellow Lewis pilots Warren North and Harold Ream transferred to NASA’s Space Task Group at Langley to actively participate in the space program. Two years later, Algranti became the Chief of Aircraft Operations and Chief Test Pilot at NASA’s new Manned Space Center in Houston. Algranti earned notoriety in 1968 when he test flew the first Lunar Landing Training Vehicle. He operated the vehicle four minutes before being forced to eject moments before it impacted the ground. Algranti also flew the NASA’s modified Boeing 747 Shuttle Carrier Aircraft, the Super Guppy, and the KC-135 "Vomit Comet" training aircraft. He retired in 1992 with over 40 years of NASA service.

The Westinghouse 19XB turbojet seen from the side in the Altitude Wind Tunnel (AWT) test section at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory. Westinghouse started the development of a series of relatively small axial-flow turbojets for the Navy shortly after Pearl Harbor. In 1943 the 19A engine became both the first operational US-designed jet engine and the only U.S. turbojet incorporated into an aircraft during the war in Europe. In March 1943 Westinghouse agreed to create an improved six-stage 1400-pound thrust version, the 19B. The engine underwent its first test run a year later in March 1944. Almost immediately the navy agreed to Westinghouse’s proposal for the even larger 10-stage, 1600-pound-thrust 19XB prototype. By July 1944 the navy had contracted with the NACA for the testing of both engines in the AWT. The tunnel was the nation’s only facility for studying full-scale engines in simulated altitude conditions. The wind tunnel investigations, which began on September 9, 1944, revealed the superiority of the previously untested 19XB over the 19B. The 19B engines failed to restart consistently and suffered combustion blowouts above 17,000 feet. The 19XB, however, performed well and restarted routinely at twice that altitude. Two months later on January 26, 1945, two 19Bs powered a McDonnell XFD–1 Phantom, the US Navy’s first fighter jet, on its initial flight. Following its exceptional performance in the AWT, the 19XB engines soon replaced the 19Bs in the Phantom.

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight on October 30, 1997.

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, a technician prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997.

The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight.

The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997.

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997.

This look-down view of the X-36 Tailless Fighter Agility Research Aircraft on the ramp at NASA’s Dryden Flight Research Center, Edwards, California, clearly shows the unusual wing and canard design of the remotely-piloted aircraft.

The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997.

As the sun creeps above the horizon of Rogers Dry Lake at NASA's Dryden Flight Research Center, Edwards, California, technicians make final preparations for the first flight of the X-36 Tailless Fighter Agility Research Aircraft.

The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997.

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997.

A collection of NASA's research aircraft on the ramp at the Dryden Flight Research Center in July 1997: X-31, F-15 ACTIVE, SR-71, F-106, F-16XL Ship #2, X-38, Radio Controlled Mothership and X-36.