The Marshall Space Flight Center was activated on July 1, 1960 as a part of NASA, which had been established on October 1, 1958 by Congressional passage of the National Aeronautics and Space Act. The nucleus of NASA was the Advisory Committee for Aeronautics later named the National Advisory Committee for Aeronauts (NACA). The NACA was founded in 1915 to study the problems of flight and to recommend practical solutions to basic aircraft design and construction problems. NACA's wind turnels and other research facilities made NACA technical reports the basis for aviation progress for more than 40 years.

The huge compass rose on Rogers Dry Lake formed a backdrop for a genuine NACA (National Advisory Committee for Aeronautics) P-51D Mustang owned and flown by William C. Allmon during a visit to the NASA Dryden Flight Research Center in California's Mojave Desert Sept. 15, 2000 for a reunion of former NACA employees. The NACA was the forerunner of NASA.

A white plate on the top of the wing of a restored National Advisory Committee for Aeronautics (NACA) P-51D Mustang mounts scale airfoil shapes as used by the NACA in the late 1940s for high-speed research. This former NACA testbed Mustang was rebuilt by John Muszala for Bill Allmon of Las Vegas, Nevada, who has been flying it since 1998. Allmon flew the vintage fighter to NASA's Dryden Flight Research Center at Edwards, California, Sept. 15, 2000 for a reunion of former NACA employees.

Interview with a NACA, National Advisory Committee for Aeronautics, Flight Photographer, William Wynne

NACA (National Advisory Committee for Aeronautics) sign at entrance to Ames Laboratory

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 0012 NEW SWEPT WING INSTRUMENTED MODEL

Interview with a NACA, National Advisory Committee for Aeronautics, Flight Photographer, William Wynne.

Dr. Joseph S. Ames, Chairman of National Advisory Committee for Aeronautics from 1927 to 1939. art by H.E. Lorentz November 1943

POST TEST FOR THE NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS NACA 12 INCH AND 36 INCH CHORD 0012 AIRFOIL ABRASIONS TO SURFACE FOR FACILITY STANDARDIZATION

The Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s is seen during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Rep. Frank Lucas, (R-OK) Chairman of the House Committee on Science, Space, and Technology, deliveres remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Steam Plant at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory supplies steam to the major test facilities and office buildings. Steam is used for the Icing Research Tunnel's spray system and the Engine Research Building’s desiccant air dryers. In addition, its five boilers supply heat to various buildings and the cafeteria. Schirmer-Schneider Company built the $141,000 facility in the fall of 1942, and it has been in operation ever since.

NASA engineers monitor an F-15 and an F/A-18 during a flight in support of the Shock Sensing Probe flight series, from the mission control room at NASA's Armstrong Flight Research Center in Edwards, California. The flight series included the use of a technique commonly used by NASA's predecessor, the National Advisory Committee for Aeronautics - combining two instruments onto the nose of an aircraft to measure the pressure of shock waves from another aircraft.

NASA recently completed flight testing a state-of-the-art instrument designed to capture high-quality measurements of shock waves created by supersonic aircraft in flight. It's called the Shock Sensing Probe. The probe's performance was tested in flight at NASA's Armstrong Flight Research Center in Edwards, California, using an innovative technique originated by NASA's predecessor, the National Advisory Committee for Aeronautics.

NASA recently completed flight testing a state-of-the-art instrument designed to capture high-quality measurements of shock waves created by supersonic aircraft in flight. It’s called the Shock Sensing Probe. The probe’s performance was tested in flight at NASA’s Armstrong Flight Research Center in Edwards, California, using an innovative technique originated by NASA’s predecessor, the National Advisory Committee for Aeronautics.

The M2-F1 Lifting Body is seen here under tow by an unseen C-47 at the NASA Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The low-cost vehicle was the first piloted lifting body to be test flown. The lifting-body concept originated in the mid-1950s at the National Advisory Committee for Aeronautics' Ames Aeronautical Laboratory, Mountain View California. By February 1962, a series of possible shapes had been developed, and R. Dale Reed was working to gain support for a research vehicle.

A group of National Advisory Committee for Aeronautics (NACA) officials and local dignitaries were on hand on May 8, 1942, to witness the Initiation of Research at the NACA's new Aircraft Engine Research Laboratory in Cleveland, Ohio. The group in this photograph was in the control room of the laboratory's first test facility, the Engine Propeller Research Building. The NACA press release that day noted, "First actual research activities in what is to be the largest aircraft engine research laboratory in the world was begun today at the National Advisory Committee for Aeronautics laboratory at the Cleveland Municipal Airport.” The ceremony, however, was largely symbolic since most of the laboratory was still under construction. Dr. George W. Lewis, the NACA's Director of Aeronautical Research, and John F. Victory, NACA Secretary, are at the controls in this photograph. Airport Manager John Berry, former City Manager William Hopkins, NACA Assistant Secretary Ed Chamberlain, Langley Engineer-in-Charge Henry Reid, Executive Engineer Carlton Kemper, and Construction Manager Raymond Sharp are also present. The propeller building contained two torque stands to test complete engines at ambient conditions. The facility was primarily used at the time to study engine lubrication and cooling systems for World War II aircraft, which were required to perform at higher altitudes and longer ranges than previous generations.

The National Advisory Committee for Aeronautics (NACA) Subcommittee on Combustion holds a meeting at Lewis Flight Propulsion Laboratory in Cleveland, Ohio. The NACA was managed by committees that included members of their own staff along with representatives from industry, the military, other government agencies, and universities. The 17-person Executive Committee was the NACA’s primary administrative body. They met several times a year at the NACA headquarters office in Washington DC to discuss broad issues confronting the US aeronautical community. Jerome Hunsaker, head of the Department of Aeronautical Engineering at the Massachusetts Institute of Technology, served as the NACA chairman from 1941 to 1956. George Lewis was not a member of the Executive Committee but served a key role as the NACA’s Director of Aeronautical Research. The NACA’s organizational chart also included 11 technical committees, several of which had specialized subcommittees. There were over 100 different subcommittees between World War I and 1958. The number of active subcommittees varied over the years. Most existed only for a few years, but some continued for over a decade. The subcommittees met three or four times per year, often at the laboratory most closely associated with the area of research. A team of laboratory researchers presented briefings on their recent activities and plans for the future. The Subcommittee on Combustion existed from 1945 to the NACA’s demise in 1958.

Local politicians and National Advisory Committee for Aeronautics (NACA) officials were on hand for the January 23, 1941 groundbreaking for the NACA’s Aircraft Engine Research Laboratory (AERL). The NACA was established in 1915 to coordinate the nation’s aeronautical research. The committee opened a research laboratory at Langley Field in 1920. By the late 1930s, however, European nations, Germany in particular, were building faster and higher flying aircraft. The NACA decided to expand with a new Ames Aeronautical Laboratory dedicated to high-speed flight and the AERL to handle engine-related research. The NACA examined a number of Midwest locations for its new engine lab before deciding on Cleveland. At the time, Cleveland possessed the nation’s most advanced airport, several key aircraft manufacturing companies, and was home to the National Air Races. Local officials were also able to broker a deal with the power company to discount its electricity rates if the large wind tunnels were operated overnight. The decision was made in October 1940, and the groundbreaking alongside the airport took place on January 23, 1941. From left to right: William Hopkins, John Berry, Ray Sharp, Frederick Crawford, George Brett, Edward Warner, Sydney Kraus, Edward Blythin, and George Lewis

The Congressional Gold Medal for Dr. Christine Darden for her service to the United States as an aeronautical engineer is seen during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Sen. Shelly Moore Capito (R-WV), delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

NASA Administrator Bill Nelson delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

NASA Administrator Bill Nelson delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Democratic Leader Hakeem Jeffries (D-NY) delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

A vehicle leaves the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in Cleveland, Ohio. The guard house was on the main entrance to the laboratory from Brookpark Road. The original building was fairly small and easily crowded. In the early 1960s a new security facility was built several hundred feet beyond the original guard house. The original structure remained in place for several years, but was not utilized. The structure seen in this photograph was replaced in 2011 by a new building and entrance configuration. In September 1955, approximately a year before this photo was taken, the security staff was given new navy blue uniforms, seen here.

Margot Lee Shetterly, author of "Hidden Figures”, delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Joylette Hylick, daughter of Katherine Johnson, speaks with a member of the media before a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Sen. Christopher Coons (D-DE) gives remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Joylette Hylick, left, and Katherine Moore, daughters of Katherine Johnson, accept the Congressional Gold Medal on behalf of Katherine Johnson from Speaker of the House Mike Johnson (R-LA) during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Wanda Jackson, granddaughter of Mary W. Jackson, accepts the Congressional Gold Medal on behalf of Mary W. Jackson from Speaker of the House Mike Johnson (R-LA) during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Sen. Shelly Moore Capito (R-WV), delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Congressional Gold Medals to be presented are seen before the start of a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

A member of the audience films Audra McDonald as she sings “America the Beautiful” during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Andrea Mosie, Apollo Sample Lead Processor at NASA's Johnson Space Center, delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Margot Lee Shetterly, author of "Hidden Figures”, delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The United States Joint Armed Forces Color Guard presents the colors during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Speaker of the House Mike Johnson (R-LA), delivers opening remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Andrea Mosie, Apollo Sample Lead Processor at NASA's Johnson Space Center, delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Congressional Gold Medal in commemoration of Mary W. Jackson for her service to the United States during the space race is seen during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Congressional Gold Medal in commemoration of Dorothy Vaughan in recognition of her service to the United States during the space race is seen during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Congressional Gold Medals to be presented are seen as Democratic Leader Hakeem Jeffries (D-NY) delivers remarks during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Audra McDonald sings “America the Beautiful” during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Ann Hammond, daughter of Dorothy Vaughan, speaks with a member of the media following a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Craftsmen work in the wood model shop at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Fabrication Division created almost all of the equipment and models used at the laboratory. The Fabrication Shop building contained a number of specialized shops in the 1940s and 1950s. These included a Machine Shop, Sheet Metal Shop, Wood Model and Pattern Shop, Instrument Shop, Thermocouple Shop, Heat Treating Shop, Metallurgical Laboratory, and Fabrication Office. The Wood Model and Pattern Shop created everything from control panels and cabinets to aircraft models molds for sheet metal work.

NASA Administrator Bill Nelson delivers remarks during a Congressional Gold Medal ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

The Congressional Gold Medal in recognition of Katherine Johnson in recognition of her service to the United States as a Mathematician is seen during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

General Henry “Hap” Arnold, Commander of the US Army Air Forces during World War II, addresses the staff at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory on November 9, 1944. Arnold told the employees assembled in the hangar, “You’ve got a dual task. You’ve got a job ahead of you to keep the army and the navy air forces equipped with the finest equipment that you can for this war. You also have the job of looking forward into the future and starting now those developments, those experiments, that are going to keep us in our present situation—ahead of the world in the air. And that is quite a large order, and I leave it right in your laps.” Arnold served on the NACA’s Executive Committee in Washington from 1938 to 1944 and had been a strong advocate for the creation of the new engine research facility in Cleveland. Arnold believed in continual research and development. He pressed the nation’s aviation leaders to pursue the new jet engine technology, while simultaneously pushing to increase the performance of the nation’s largest piston engine for the B–29 Superfortress program. The general’s hectic wartime agenda limited his visit to the Cleveland laboratory to just a few hours, but he toured several of the NACA’s new test facilities including the Static Jet Propulsion Laboratory, the Icing Research Tunnel, and a B–24 Liberator in the hangar.

Bill Allmon of Las Vegas, Nevada, brought his restored NACA P-51D to a reunion of former NACA employees at the NASA Dryden Flight Research Center located at Edwards Air Force Base, Calif., on Sept. 15, 2000. Allmon's award-winning restoration is a genuine former NACA testbed that saw service at the Langley Research Center in Virginia in the late 1940s. Later this Mustang was put on outdoor static display as an Air National Guard monument in Pittsburgh, Pa., where exposure to the elements ravaged its metal structure, necessitating an extensive four-year rebuild.

A Nasdaq moderator, center, talks with NASA Director of Commercial Spaceflight Development Phil McAlister, left, ISS National Lab Vice President and Chief Operating Officer Ken Shields, NASA Advisory Council Regulatory and Policy Committee Chair Mike Gold, and NASA Deputy Chief Financial Officer for Integration Doug Comstock, right, during a live social media event shortly after NASA announced a five-part plan to open the International Space Station to expanded commercial and marketing activities and private astronaut missions to the station and enable additional commercial destinations in low-Earth orbit, Friday, June 7, 2019 at the Nasdaq MarketSite in New York City. NASA will continue to maintain human presence and research in low-Earth orbit, and the long-term goal is to achieve a robust economy from which NASA can purchase services at a lower cost. Photo Credit: (NASA/Bill Ingalls)

Andrea Mosie, Apollo Sample Lead Processor at NASA's Johnson Space Center, accepts the Congressional Gold Medal on behalf of all the women who served as computers, mathematicians, and engineers at NACA and NASA between the 1930s and 1970s during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

Draftsmen in the Materials and Stresses Building at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory create a template for a compressor using actual compressor blades. The Compressor and Turbine Division contained four sections of researchers dedicated to creating better engine components. The Materials and Thermodynamics Division studied the strength, durability, heat transfer characteristics, and physical composition of various materials. The two divisions were important to the research and development of new aircraft engines. The constant battle to increase the engine’s thrust while decreasing its overall weight resulted in additional stress on jet engine components, particularly compressors. As speed and maneuverability were enhanced, the strain on the engines and inlets grew. For decades NACA Lewis researchers continually sought to improve compressor blade design, develop stronger composite materials, and minimize flutter and inlet distortions.

KaShawnta Lee, left, and Wanda Jackson, right, granddaughters of Mary W. Jackson, accept the Congressional Gold Medal on behalf of Mary W. Jackson from Speaker of the House Mike Johnson (R-LA), center, during a ceremony recognizing NASA’s Hidden Figures, Wednesday, Sept. 18, 2024, in Emancipation Hall at the U.S. Capitol in Washington. Congressional Gold Medals were awarded to Katherine Johnson, Dr. Christine Darden, Dorothy Vaughan, and Mary W. Jackson in recognition of their service to the United States as well as a Congressional Gold Medal in recognition of all the women who served as computers, mathematicians, and engineers at the National Advisory Committee for Aeronautics and NASA between the 1930s and 1970s. Photo Credit: (NASA/Joel Kowsky)

NASA Associate Administrator, Human Exploration and Operations William Gerstenmaier, left, NASA Special Assistant to the Administrator Mark Sirangelo, Director, Cornell Center for Astrophysics and Planetary Science, Co-Chair of the Former Committee on Human Spaceflight, National Academies of Sciences, Engineering, and Medicine Dr. Jonathan Lunine, Chair, Aerospace Safety Advisory Panel Dr. Patricia Sanders, and, President, Faulconer Consulting Group, LLC Mr. Walt Faulconer, right, are seen during a House Subcommittee on Space and Aeronautics hearing titled "Keeping our sights on Mars: A Review of NASA's Deep Space Exploration Programs and Lunar Proposal", Wednesday, May 8, 2019 at the Rayburn House Office Building in Washington. Photo Credit: (NASA/Bill Ingalls)

The Aircraft Engine Research Laboratory acquired the five-seat Cessna UC–78 in March 1943 to maintain the proficiency of its pilots. The UC–78 was referred to as the “Bamboo Bomber” because of its wooden wings and tail and its fabric-covered steel body. The aircraft was produced in 1939 for civilian use, but the military soon began ordering them as training aircraft. The military also began using the aircraft for personnel transport. Cessna produced over 4600 of the aircraft for the military during World War II. The National Advisory Committee for Aeronautics’ (NACA) pilot Howard Lilly flew the UC–78 extensively during its residency in Cleveland. The aircraft was used for ferrying staff members to nearby locations and helping the pilots keep their flying hours up. The UC–78 was transferred in October 1945.

View of the drive fan for the Icing Research Tunnel at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The tunnel was built in the early 1940s to study the formation of ice on aircraft surfaces and methods of preventing or eradicating that ice. Ice buildup adds extra weight, effects aerodynamics, and sometimes blocks airflow through engines. The original 4100-horsepower induction motor was coupled directly to the 24-foot-diameter fan. The 12 wooden fan blades were protected on their leading edge by a neoprene boot. The system could create air speeds up to 300 miles per hour through the tunnel’s 6- by 9-foot test section. The large tail faring extending from the center of the fan is used to guide the airflow down the tunnel in a uniform way. A new 5000-horsepower motor was installed in 1987, and the original fan blades were replaced in 1993.

Analysts at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory take data readings from rows of manometers in the basement of the 8- by 6-Foot Supersonic Wind Tunnel. Manometers were mercury-filled glass tubes that indicated different pressure levels in the test section. Manometers look and function very similarly to thermometers. Pressure sensing instruments were installed on the test article inside the wind tunnel or other test facility. Each test could have dozens of such instruments installed and connected to a remotely located manometer tube. The mercury inside the manometer rose and fell with the pressure levels. The dark mercury can be seen at different levels within the tubes. Since the pressure readings were dynamic, it was necessary to note the levels at given points during the test. This was done using both female computers and photography. A camera is seen on a stand to the right in this photograph.

A technician prepares a metal component for a high-temperature bake in the Heat Treatment Shop at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Fabrication Division under Dan White and John Dalgleish created almost all of the equipment and models used at the laboratory. The Technical Services Building, referred to as the Fab Shop, contained a number of specialized shops in the 1940s and 1950s. These included a Machine Shop, Sheet Metal Shop, Wood and Pattern Shop, Instrument Shop, Thermocouple Shop, Heat Treating Shop, Metallurgical Laboratory, and Fabrication Office. The Metallurgical Laboratory contained a control lab for the Heat Treating Shop and a service lab for the NACA Lewis research divisions. This metallurgical group performed tensile and impact tests on metals to determine their suitability for specific research or equipment. The Heat Treating Shop heated metal parts to optimize their physical properties and contained a Precision Castings Foundry to manufacture equipment made of heat resisting alloys.

A vehicle leaves the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory on August 14, 1945. At 7 p.m. that evening President Truman announced that Japan had accepted terms for surrender and World War II was over. The end of the war brought significant changes for the laboratory. The NACA would cease its troubleshooting of military aircraft and return to research. Researchers would increase their efforts to address the new technologies that emerged during the war. The entire laboratory was reorganized in October to better investigate turbojets, ramjets, and rockets. The guard house sat on the main entrance to the laboratory off of Brookpark Road. The building was fairly small and easily crowded. In the early 1960s a new security facility was built several hundred feet beyond the original guard house. The original structure remained in place for several years but was not utilized. The subsequent structure was replaced in 2011 by a new building and entrance configuration.

A Republic P-47G Thunderbolt is tested with a large blower on the hangar apron at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The blower could produce air velocities up to 250 miles per hour. This was strong enough to simulate take-off power and eliminated the need to risk flights with untried engines. The Republic P-47G was loaned to the laboratory to test NACA modifications to the Wright R-2800 engine’s cooling system at higher altitudes. The ground-based tests, seen here, were used to map the engine’s normal operating parameters. The P-47G then underwent an extensive flight test program to study temperature distribution among the engine’s 18 cylinders and develop methods to improve that distribution.

A Nasdaq moderator, center, talks with NASA Director of Commercial Spaceflight Development Phil McAlister, left, ISS National Lab Vice President and Chief Operating Officer Ken Shields, NASA Advisory Council Regulatory and Policy Committee Chair Mike Gold, and NASA Deputy Chief Financial Officer for Integration Doug Comstock, right, during a live social media event shortly after NASA announced a five-part plan to open the International Space Station to expanded commercial and marketing activities and private astronaut missions to the station and enable additional commercial destinations in low-Earth orbit, Friday, June 7, 2019 at the Nasdaq MarketSite in New York City. NASA will continue to maintain human presence and research in low-Earth orbit, and the long-term goal is to achieve a robust economy from which NASA can purchase services at a lower cost. Photo Credit: (NASA/Bill Ingalls)

Harry Mergler stands at the control board of a differential analyzer in the new Instrument Research Laboratory at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The differential analyzer was a multi-variable analog computation machine devised in 1931 by Massachusetts Institute of Technology researcher and future NACA Committee member Vannevar Bush. The mechanical device could solve computations up to the sixth order, but had to be rewired before each new computation. Mergler modified Bush’s differential analyzer in the late 1940s to calculate droplet trajectories for Lewis’ icing research program. In four days Mergler’s machine could calculate what previously required weeks. NACA Lewis built the Instrument Research Laboratory in 1950 and 1951 to house the large analog computer equipment. The two-story structure also provided offices for the Mechanical Computational Analysis, and Flow Physics sections of the Physics Division. The division had previously operated from the lab’s hangar because of its icing research and flight operations activities. Mergler joined the Instrument Research Section of the Physics Division in 1948 after earning an undergraduate degree in Physics from the Case Institute of Technology. Mergler’s focus was on the synthesis of analog computers with the machine tools used to create compressor and turbine blades for jet engines.

Myrtle Lewis and three of her sons visit the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in Cleveland, Ohio. The Flight Propulsion Research Laboratory was renamed in Lewis’ honor in September 1948. Lewis served as the NACA’s Director of Aeronautical Research for over 20 years. Lewis joined the NACA as Executive Officer in 1919 and was named Director of Aeronautical Research in 1924. In this role Lewis served as the liaison between the Executive Committee and the research laboratories. His most important accomplishment may have been the investigative tours of German research facilities in 1936 and 1939. The visits resulted in the NACA’s physical expansion and the broadening of its scope of research. Lewis did not take a day of leave between the Pearl Harbor attack and the Armistice, but began suffering health problems in 1945. He was forced to retire two years later and passed in July 1948. Front row, left to right: Lewis Director Raymond Sharp, Mrs. Lewis, NACA Executive Secretary John Victory; back row: Executive Officer Robert Sessions, Armand Lewis, Harvey Lewis, and George Lewis II. Harvey and George Lewis II were employed at NACA Lewis in the Instrument Service and Applied Compressor sections, respectively.

The aircraft in this 1953 photo of the National Advisory Committee for Aeronautics (NACA) hangar at South Base of Edwards Air Force Base showed the wide range of research activities being undertaken. On the left side of the hangar are the three D-558-2 research aircraft. These were designed to test swept wings at supersonic speeds approaching Mach 2. The front D-558-2 is the third built (NACA 145/Navy 37975). It has been modified with a leading-edge chord extension. This was one of a number of wing modifications, using different configurations of slats and/or wing fences, to ease the airplane's tendency to pitch-up. NACA 145 had both a jet and a rocket engine. The middle aircraft is NACA 144 (Navy 37974), the second built. It was all-rocket powered, and Scott Crossfield made the first Mach 2 flight in this aircraft on November 20, 1953. The aircraft in the back is D-558-2 number 1. NACA 143 (Navy 37973) was also carried both a jet and a rocket engine in 1953. It had been used for the Douglas contractor flights, then was turned over to the NACA. The aircraft was not converted to all-rocket power until June 1954. It made only a single NACA flight before NACA's D-558-2 program ended in 1956. Beside the three D-558-2s is the third D-558-1. Unlike the supersonic D-558-2s, it was designed for flight research at transonic speeds, up to Mach 1. The D-558-1 was jet-powered, and took off from the ground. The D-558-1's handling was poor as it approached Mach 1. Given the designation NACA 142 (Navy 37972), it made a total of 78 research flights, with the last in June 1953. In the back of the hangar is the X-4 (Air Force 46-677). This was a Northrop-built research aircraft which tested a swept wing design without horizontal stabilizers. The aircraft proved unstable in flight at speeds above Mach 0.88. The aircraft showed combined pitching, rolling, and yawing motions, and the design was considered unsuitable. The aircraft, the second X-4 built, was then used as a pilot traine

The 8- by 6-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory was the largest supersonic wind tunnel in the nation at the time and the only one able to test full-scale engines at supersonic speeds. The 8- by 6 was designed as a non-return and open-throat tunnel. A large compressor created the air flow at one end of the tunnel, squeezed the flow to increase its velocity just before the test section, then reduced the velocity, and expelled it into the atmosphere at the other end of the tunnel. This design worked well for initial aerodynamic testing, but the local community was literally rattled by the noise and vibrations when researchers began running engines in the test section in January 1950. The NACA’s most modern wind tunnel was referred to as “an 87,000-horsepower bugle aimed at the heart of Cleveland.” NACA Lewis responded to the complaints by adding an acoustic housing at the end of the tunnel to dampen the noise. The structure included resonator chambers and a reinforced concrete muffler structure. Modifications continued over the years. A return leg was added, and a second test section, 9 -by 15-foot, was incorporated in the return leg in the 1960s. Since its initial operation in 1948, the 8- by 6-foot tunnel has been aggressively used to support the nation's aeronautics and space programs for the military, industry, and academia.

The F-8 Digital Fly-By-Wire aircraft had its hydro-mechanical control systems replaced by an Apollo Guidance Computer for the first such control system to fly.

The F-111B with its wings swept to their maximum angle. It carried the Mission Adaptive Wing, a single-piece composite structure with leading and trailing edges that could be lowered or raised in flight.

The North American Aviation XB-70 triple-sonic bomber prototype aircraft No. 1. NASA used the pre-production bomber for high-speed research in the mid-1960s.

The M2-F1 following a hard landing on Rogers Dry Lake in 1963. It hit the lakebed so hard the rolling gear completely separated.

NACA women computers had degrees in mathematics or taught math before they were hired. They reduced film data and plotted it for the engineers.

On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden. The dedication was very much a local event; following Center Director David Scott’s opening remarks, the Antelope Valley High School’s symphonic band played the national anthem. Invocation was given followed by recognition of the invited guests. Dr. Hugh Dryden, a man of total humility, received praise from all those present. Dryden, who died in 1965, had been a pioneering aeronautical scientist who became director of the National Advisory Committee for Aeronautics (NACA) in 1949 and then deputy administrator of the NACA’s successor, NASA, in 1958. Very much interested in flight research, he had been responsible for establishing a permanent facility at the location later named in his honor. As Center Director David Scott looks on, Mrs. Hugh L. Dryden (Mary Libbie Travers) unveils the memorial to her husband at the dedication ceremony.On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden.

Researcher James Blue examines the new cyclotron at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Researchers at NACA Lewis began postulating about the use of atomic power for propulsion immediately after World War II. The NACA concentrated its efforts on the study of high temperature materials and heat transfer since it did not have access to the top secret fission information. The military studied the plausibility of nuclear propulsion for aircraft in the late 1940s. The military program was cancelled after four years without any breakthroughs, but the Atomic Energy Commission took on the effort in 1951. The NACA Lewis laboratory was expanding its nuclear-related research during this period. In 1948, Lewis engineers were assigned to the Oak Ridge National Laboratory to obtain expertise in high temperature heat transfer and advanced materials technology. The following year a new 80-person Nuclear Reactor Division was created, and an in-house nuclear school was established to train these researchers. The cyclotron was built behind the Materials and Structures Laboratory to support thermodynamic and materials research for both nuclear aircraft and nuclear rockets. The original NACA Lewis cyclotron was used to accelerate two kinds of particles. To better match the space radiation environment, the cyclotron was later modified to accelerate particles of the newly-discovered Van Allen radiation belts.

An engineer examines the main compressor for the 10- by 10-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The engineers were preparing the new wind tunnel for its initial runs in early 1956. The 10- by 10 was the most powerful propulsion wind tunnel in the nation. The facility was part of Congress’ Unitary Plan Act which coordinated wind tunnel construction at the NACA, Air Force, industry, and universities. The 10- by 10 was the largest of the three NACA tunnels built under the act. The 20-foot diameter eight-stage axial flow compressor, seen in this photograph, could generate air flows up to Mach 2.5 through the test section. The stainless steel compressor had 584 blades ranging from 1.8 to 3.25 feet in length. This main compressor was complemented by a secondary axial flow compressor. Working in tandem the two could generate wind streams up to Mach 3.5. The Cleveland Chamber of Commerce presented NACA Lewis photographer Bill Bowles with a second place award for this photograph in their Business and Professional category. The photograph was published in October 1955 edition of its periodical, The Clevelander, which highlighted local professional photographers. Fellow Lewis photographer Gene Giczy won second place in another category for a photograph of Cleveland Municipal Airport.

A Boeing B-47 Stratojet bomber with a noise-reducing ejector on its engine at the 1957 Inspection of the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Representatives from the military, aeronautical industry, universities, and the press were invited to the laboratory to be briefed on the NACA’s latest research efforts and tour the state- of- the- art test facilities. Over 1700 people visited the NACA Lewis in Cleveland, Ohio during October 7 - 10, 1957. By the mid-1950s, the aircraft industry was close to introducing jet airliners to the nation’s airways. The noise produced by the large jet engines, however, would pose a considerable problem for communities near airports. This problem was demonstrated at the 1957 Inspection by an NACA Lewis researcher who played longplay (LP) audio records of military jet engines for an audience. Tests showed that the source of the loudest noise was not the engine itself, but the mixing of the engine’s exhaust with the surrounding air in the atmosphere. The pressures resulting from this turbulence produced sound waves. One of Lewis’ first studies sought to design an exhaust nozzle that reduced the turbulence. A Pratt and Whitney J57 was tested in the Altitude Wind Tunnel with many of these nozzle configurations from January to May 1957. Researchers found that the various nozzle types did reduce the noise levels but also reduced the aircraft’s thrust. Afterwards, they determined that the addition of an NACA-developed ejector reduced the noise levels without diminishing thrust.

NASA's Dryden Flight Research Center marked its 60th anniversary as the aerospace agency's lead center for atmospheric flight research and operations in 2006. In connection with that milestone, hundreds of the center's staff and retirees gathered in nearby Lancaster, Calif., in November 2006 to reflect on the center's challenges and celebrate its accomplishments over its six decades of advancing the state-of-the-art in aerospace technology. The center had its beginning in 1946 when a few engineers from the National Advisory Committee for Aeronautics' Langley Memorial Aeronautical Laboratory were detailed to Muroc Army Air Base (now Edwards Air Force Base) in Southern California's high desert to support the joint Army Air Force / NACA / Bell Aircraft XS-1 research airplane program. Since that inauspicious beginning, the center has been at the forefront of many of the advances in aerospace technology by validating advanced concepts through actual in-flight research and testing. Dryden is uniquely situated to take advantage of the excellent year-round flying weather, remote area, and visibility to test some of the nation�s most exciting aerospace vehicles. Today, NASA Dryden is NASA's premier flight research and test organization, continuing to push the envelope in the validation of high-risk aerospace technology and space exploration concepts, and in conducting airborne environmental and space science missions in the 21st century.

A Pratt and Whitney J57 engine is tested with a Greatex No.1 nozzle in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. At the time the aircraft industry was preparing to introduce jet airliners to the nation’s airways. The noise produced by the large jet engines, however, posed a considerable problem for communities near airports. The NACA had formed a Special Subcommittee on Aircraft Noise to coordinate research on the issue. Preliminary tests showed that the source of the loudest noise was not the engine itself, but the mixing of the engine’s exhaust with the surrounding air in the atmosphere. The pressures resulting from this turbulence produced sound waves. Lewis researchers undertook a variety of noise-reduction studies involving engine design, throttling procedures, and noise suppressors. One of their first efforts focused on new types of nozzles to mix the exhaust with the surrounding air. The nozzles had a variety of shapes designed to slow down exhaust velocity before it combined with the air and thus decrease the noise. From January to May 1957 a Pratt and Whitney J57 engine was equipped with various shaped nozzles, as seen in this photograph, and run in simulated flight conditions in the Altitude Wind Tunnel. A number of nozzle configurations, including several multi-exit “organ pipe” designs, were created. It was found that the various nozzle types did reduce the noise levels, but they also reduced the aircraft’s thrust.

Abe Silverstein, Associate Director of the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory, provides a personal tour of the new 10- by 10-Foot Supersonic Wind Tunnel for US Senator George Bender (hat in hand) and General Lemuel Shepherd. Shepherd was Commandant of the Marine Corps and had served in World War I, World War II, and the Korean War. The general was accompanied by Admiral Herbert Leary, in dark uniform. Bender was a Republican Senator from Ohio. Behind Bender is President of the Cleveland Chamber of Commerce Curtis Smith. NACA Lewis managers Eugene Manganiello and Wilson Hunter assist with the tour. Abe Silverstein oversaw all research at the laboratory. Upon taking his post in 1952 he reorganized the research staff and began shifting the focus away from airbreathing aircraft engines to new fields such as high energy fuels, electric propulsion, and nuclear power and propulsion. He was an early advocate of the NACA’s involvement in the space program and crucial to the founding of National Aeronautics and Space Administration in 1958. Silverstein began his career helping design and conduct research in the Full Scale Tunnel in 1929 at the Langley Memorial Aeronautical Laboratory. Silverstein advocated a series of increasingly large supersonic wind tunnels after the war, culminating in the 10- by 10.

The 8- by 6-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory was the nation’s largest supersonic facility when it began operation in April 1949. The emergence of new propulsion technologies such as turbojets, ramjets, and rockets during World War II forced the NACA and the aircraft industry to develop new research tools. In late 1945 the NACA began design work for new large supersonic wind tunnels at its three laboratories. The result was the 4- by 4-Foot Supersonic Wind Tunnel at Langley Memorial Aeronautical Laboratory, 6- by 6-foot supersonic wind tunnel at Ames Aeronautical Laboratory, and the largest facility, the 8- by 6-Foot Supersonic Wind Tunnel in Cleveland. The two former tunnels were to study aerodynamics, while the 8- by 6 facility was designed for supersonic propulsion. The 8- by 6-Foot Supersonic Wind Tunnel was used to study propulsion systems, including inlets and exit nozzles, combustion fuel injectors, flame holders, exit nozzles, and controls on ramjet and turbojet engines. Flexible sidewalls alter the tunnel’s nozzle shape to vary the Mach number during operation. A seven-stage axial compressor, driven by three electric motors that yield a total of 87,000 horsepower, generates air speeds from Mach 0.36 to 2.0. A section of the tunnel is seen being erected in this photograph.

A caravan of large steel castings arrived at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in January 1951. These pieces would serve as the two 14-foot diameter test chambers in the new Propulsion Systems Laboratory (PSL). NACA Lewis specialized in aircraft engines and offered many engine test facilities. In the late 1940s, however, the NACA realized a larger facility was required to test the newest jet engines. When completed in October 1952, PSL became the nation’s most powerful facility for testing full-scale engines at simulated flight altitudes. NACA engineers began designing the PSL in 1947, and excavations commenced in September 1949. In the spring of 1950, the facility’s supports were erected, and the two large exhaust gas coolers were installed. Work on the Access Building began in early 1951 with the arrival of the large test section pieces, seen in this photograph. The massive pieces were delivered to the area from the Henry Pratt Company by rail and then loaded on a series of flatbed trucks that transported them to Lewis. The nearest vehicle has one of the clamshell access hatches. PSL was initially used to study the jet engines of the early 1950s and ramjets for missile programs such as Navaho and Bomarc. With the advent of the space program in the late 1950s, the facility was used to investigate complex rocket engines, including the Pratt and Whitney RL-10.

One of the two primary coolers at the Propulsion Systems Laboratory at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Engines could be run in simulated altitude conditions inside the facility’s two 14-foot-diameter and 24-foot-long test chambers. The Propulsion Systems Laboratory was the nation’s only facility that could run large full-size engine systems in controlled altitude conditions. At the time of this photograph, construction of the facility had recently been completed. Although not a wind tunnel, the Propulsion Systems Laboratory generated high-speed airflow through the interior of the engine. The air flow was pushed through the system by large compressors, adjusted by heating or refrigerating equipment, and de-moisturized by air dryers. The exhaust system served two roles: reducing the density of the air in the test chambers to simulate high altitudes and removing hot gases exhausted by the engines being tested. It was necessary to reduce the temperature of the extremely hot engine exhaust before the air reached the exhauster equipment. As the air flow exited through exhaust section of the test chamber, it entered into the giant primary cooler seen in this photograph. Narrow fins or vanes inside the cooler were filled with water. As the air flow passed between the vanes, its heat was transferred to the cooling water. The cooling water was cycled out of the system, carrying with it much of the exhaust heat.

Women Adequately Filling Posts in NACA Laboratory: Nearly 200 women are employed at the Langley Laboratory of the National Advisory Committee for Aeronautics in a limited capacity as mechanics’ helpers and minor laboratory aids on the jobs formerly handled by men, according to E.H. Derring, of the Aerodynamics Division. Many phases of the operations of various wind tunnels at the laboratory are now handled by women with experienced male supervision. Mr. Derring said, pointing out that the reading of the data indicated on wind tunnel instruments during a test is done in a large measure by women. In addition to reading the instruments and computing and integrating engineering test data obtained from tunnel investigations, the minor laboratory aides assist in the preparation of aircraft models preliminary to testing. Women employees who will serve in the Aerodynamics Division of the Laboratory attend an orientation class for two weeks, during which they receive instruction on phases of the work they will do and their aptitudes for different types of work are evaluated in order that they may be properly placed. More than 100 women are employed in minor laboratory apprentices, performing mechanical work heretofore done by men. These women are employed in the various shops of the laboratory. Women in the woodworking shops are taught to operate 15 different machines in carrying out their assignments. Norfolk new paper article from 1943 by Lee Dickinson.

Reverend Henry Birkenhauer and E.F. Carome measure ground vibrations on West 220th Street caused by the operation of the 8- by 6-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The 8- by 6 was the laboratory’s first large supersonic wind tunnel. It was also the NACA’s most powerful supersonic tunnel, and the NACA’s first facility capable of running an engine at supersonic speeds. The 8- by 6 was originally an open-throat and non-return tunnel. This meant that the supersonic air flow was blown through the test section and out the other end into the atmosphere. Complaints from the local community led to the installation of a muffler at the tunnel exit and the eventual addition of a return leg. Reverend Brikenhauer, a seismologist, and Carome, an electrical technician were brought in from John Carroll University to take vibration measurements during the 8- by 6 tunnel’s first run with a supersonic engine. They found that the majority of the vibrations came from the air and not the ground. The tunnel’s original muffler offered some relief during the facility checkout runs, but it proved inadequate during the operation of an engine in the test section. Tunnel operation was suspended until a new muffler was designed and installed. The NACA researchers, however, were pleased with the tunnel’s operation. They claimed it was the first time a jet engine was operated in an airflow faster than Mach 2.

The staff of female computers at work in the 8- by 6-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The lab’s Computer Section occupied three offices on the second story of the office building at the 8- by 6 facility. The largest office, seen in this photograph, contained approximately 35 women with advanced mathematical skills, a second office housed 20 to 25, and a third 10. Each major test facility at the laboratory had banks of mercury-filled manometer boards which measured pressure levels at various locations inside the facility’s test section. Often, one board consisting of 100 tubes produced a single data point. There could be scores of data points for each test run. Cameras were set up in front of the manometer boards to capture the readings throughout the test. The following day the computers, seen in this photograph, would receive the photographs and plot the data points on a graph. The process often took days. It might be weeks before the researchers received the results of their tests. The Friden adding machines can be seen on some of the desks.

Researcher Bill Reiwaldt discusses the preparations for a test in the Altitude Wind Tunnel with technicians Jack Wagner and Dick Golladay at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Research engineers developed ideas for tests that were often in response to requests from the military or aircraft industry. Arrangements were made to obtain an engine for the study and to transport it to the Cleveland laboratory. The engine was brought into the facility’s shop area, where it was readied for investigation. It was common for several different engines to be worked on simultaneously in the shop. The researcher would discuss the engine and the test objectives with the Test Installation Division and the facility’s technicians. The operations team would handle the installation of the instrumentation and fitting the test into the facility’s schedule. Upon completion of the previous test, the engine was removed. The next engine was lifted by an overhead crane and transported from the shop to the test section. The engine was connected to the measurement devices and fuel and oil supply lines. Engines were tested over numerous runs under varying conditions and with variations on the configuration. The findings and test procedure were then described in research or technical memorandums and distributed to industry.

Women Adequately Filling Posts in NACA Laboratory: Nearly 200 women are employed at the Langley Laboratory of the National Advisory Committee for Aeronautics in a limited capacity as mechanics’ helpers and minor laboratory aids on the jobs formerly handled by men, according to E.H. Derring, of the Aerodynamics Division. Many phases of the operations of various wind tunnels at the laboratory are now handled by women with experienced male supervision. Mr. Derring said, pointing out that the reading of the data indicated on wind tunnel instruments during a test is done in a large measure by women. In addition to reading the instruments and computing and integrating engineering test data obtained from tunnel investigations, the minor laboratory aides assist in the preparation of aircraft models preliminary to testing. Women employees who will serve in the Aerodynamics Division of the Laboratory attend an orientation class for two weeks, during which they receive instruction on phases of the work they will do and their aptitudes for different types of work are evaluated in order that they may be properly placed. More than 100 women are employed in minor laboratory apprentices, performing mechanical work heretofore done by men. These women are employed in the various shops of the laboratory. Women in the woodworking shops are taught to operate 15 different machines in carrying out their assignments. Norfolk new paper article from 1943 by Lee Dickinson.

A female computer at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory with a slide rule and Friden adding machine to make computations. The computer staff was introduced during World War II to relieve short-handed research engineers of some of the tedious computational work. The Computing Section was staffed by “computers,” young female employees, who often worked overnight when most of the tests were run. The computers obtained test data from the manometers and other instruments, made the initial computations, and plotted the data graphically. Researchers then analyzed the data and summarized the findings in a report or made modifications and ran the test again. There were over 400 female employees at the laboratory in 1944, including 100 computers. The use of computers was originally planned only for the duration of the war. The system was so successful that it was extended into the 1960s. The computers and analysts were located in the Altitude Wind Tunnel Shop and Office Building office wing during the 1940s and transferred to the new 8- by 6-Foot Supersonic Wind Tunnel in 1948.

A group of apprentices takes a break from their studies to pose for a photograph at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. To facilitate the close interaction of the lab’s engineers, mechanics, technicians, and scientists, Lewis Director Ray Sharp established a four-year apprentice program to train craftsmen on a particular trade and basic scientific principles. The apprentice school covered a variety of trades, from aircraft mechanic to electronic instrumentation, machinist, and altitude systems mechanic. The school was established in 1942, but faltered when over 90 percent of its students entered the military. After World War II, 40 of the original members returned to the NACA lab. In some cases they were bumped to journeymen positions because of training received in the military. The honorary first class in 1949 had only 15 graduates, but the number steadily increased to 45 with the next class in 1952 and to 110 in 1957. There were over 600 graduates by 1969, and the program remained strong for decades. Many of the laboratory’s future managers began their careers as apprentices. The program, which was certified by both the Department of Labor and the State of Ohio, included classroom lectures, the study of models, and hands-on work. The apprentices rotated through the various shops and facilities to provide them with a well-rounded understanding of the work at the lab.

The construction offices for the National Advisory Committee for Aeronautics’ (NACA) new Aircraft Engine Research Laboratory were originally opened in a small Radio House on the adjacent airport property. By July 1941, the staff had expanded to the point that a new shelter was needed. The NACA took possession of what was thereafter referred to as the “Farm House.” It was the only residential structure at the site. The Farm House served as the NACA’s main office until the Administration Building was opened in December 1942. The Farm House was built in 1827 and purchased by J.B. Perkins in 1849. Perkins did not reside in the house but hired caretakers to maintain the house and property and raise horses. The disposition of the land in the years leading up to the NACA’s takeover is not clear. After World War II, NACA management did not want visitors’ first impression to be an old farm house. The building was significantly modified to improve its size, appearance, shape, and added many modern conveniences. In the early 1950s the entire structure was relocated to the lot directly behind the Administration Building. It contained personnel and administrative offices for the lab. The Farm House was eventually demolished in 1973 due to deterioration of the wooden structure.

Female computers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory copy pressure readings from rows of manometers below the 18- by 18-inch Supersonic Wind Tunnel. The computers obtained test data from the manometers and other instruments, made the initial computations, and plotted the information graphically. Based on these computations, the researchers planned their next test or summarized their findings in a report. Manometers were mercury-filled glass tubes that were used to indicate different pressure levels from inside the test facility or from the test article. Manometers look and function very similarly to thermometers. Dozens of pressure sensing instruments were installed for each test. Each was connected to a manometer tube located inside the control room. The mercury inside the manometer rose and fell with the pressure levels. The dark mercury can be seen in this photograph at different levels within the tubes. Since this activity was dynamic, it was necessary to note the levels at given points during the test. This was done using both computer notations and photography.

Women Adequately Filling Posts in NACA Laboratory: Nearly 200 women are employed at the Langley Laboratory of the National Advisory Committee for Aeronautics in a limited capacity as mechanics’ helpers and minor laboratory aids on the jobs formerly handled by men, according to E.H. Derring, of the Aerodynamics Division. Many phases of the operations of various wind tunnels at the laboratory are now handled by women with experienced male supervision. Mr. Derring said, pointing out that the reading of the data indicated on wind tunnel instruments during a test is done in a large measure by women. In addition to reading the instruments and computing and integrating engineering test data obtained from tunnel investigations, the minor laboratory aides assist in the preparation of aircraft models preliminary to testing. Women employees who will serve in the Aerodynamics Division of the Laboratory attend an orientation class for two weeks, during which they receive instruction on phases of the work they will do and their aptitudes for different types of work are evaluated in order that they may be properly placed. More than 100 women are employed in minor laboratory apprentices, performing mechanical work heretofore done by men. These women are employed in the various shops of the laboratory. Women in the woodworking shops are taught to operate 15 different machines in carrying out their assignments. Norfolk new paper article from 1943 by Lee Dickinson.

Researcher Robert Miller led an investigation into the combustor performance of a German Jumo 004 engine at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Jumo 004 powered the world's first operational jet fighter, the Messerschmitt Me 262, beginning in 1942. The Me 262 was the only jet aircraft used in combat during World War II. The eight-stage axial-flow compressor Jumo 004 produced 2000 pounds of thrust. The US Army Air Forces provided the NACA with a Jumo 004 engine in 1945 to study the compressor’s design and performance. Conveniently the engine’s designer Anselm Franz had recently arrived at Wright-Patterson Air Force Base in nearby Dayton, Ohio as part of Project Paperclip. The Lewis researchers used a test rig in the Engine Research Building to analyze one of the six combustion chambers. It was difficult to isolate a single combustor’s performance when testing an entire engine. The combustion efficiency, outlet-temperature distribution, and total pressure drop were measured. The researchers determined the Jumo 004’s maximum performance was 5000 revolutions per minute at a 27,000 foot altitude and 11,000 revolutions per minute at a 45,000 foot altitude. The setup in this photograph was created for a tour of NACA Lewis by members of the Institute of Aeronautical Science on March 22, 1945.

General Dwight Eisenhower addressed the staff of the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory during an April 11, 1946 visit to Cleveland. The former supreme commander of Allied Expeditionary Forces in Europe was on a tour of several US cities in the months following the end of World War II. The general arrived in Cleveland on his Douglas C-54 Skymaster, the 'Sunflower II'. Eisenhower employed this aircraft while leading forces during the war. Skymasters, the military version of the DC–4 transport aircraft, were used extensively by both the army and navy throughout the war years. NACA Secretary John Victory, Lewis Director Raymond Sharp, and local politicians formally greeted Eisenhower as he deplaned at the NACA hangar. After patiently posing for the press photographers, Eisenhower accompanied Victory and Sharp to the Administration Building for a press conference. The general made a point of downplaying the prospects for another imminent war. Afterwards Eisenhower was given a tour of the laboratory and addressed the NACA Lewis staff assembled outside the Administration Building on the importance of research and development. Eisenhower left the laboratory in a motorcade for a banquet being held in his honor downtown with the Cleveland Aviation Club.

Addison Rothrock, the National Advisory Committee for Aeronautics’s (NACA) Assistant Director of Research, speaks at the groundbreaking ceremony for the Lewis Flight Propulsion Laboratory’s new test reactor at Plum Brook Station. This dedication event was held almost exactly one year after the NACA announced that it would build its $4.5 million nuclear reactor on 500 acres of the army’s 9000-acre Plum Brook Ordnance Works. The site was located in Sandusky, Ohio, approximately 60 miles west of the NACA Lewis laboratory in Cleveland. Lewis Director Raymond Sharp is seated to the left of Rothrock, Congressman Albert Baumhart and NACA Secretary John Victory are to the right. Many government and local officials were on hand for the press conference and ensuing luncheon. In the wake of World War II the military, the Atomic Energy Commission, and the NACA became interested in the use of atomic energy for propulsion and power. A Nuclear Division was established at NACA Lewis in the early 1950s. The division’s request for a 60-megawatt research reactor was approved in 1955. The semi-remote Plum Brook location was selected over 17 other possible sites. Construction of the Plum Brook Reactor Facility lasted five years. By the time of its first trial runs in 1961 the aircraft nuclear propulsion program had been cancelled. The space age had arrived, however, and the reactor would be used to study materials for a nuclear powered rocket.

A technician at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory examines one of the massive axial-flow compressor stages that created the high-speed air flow through the 8- by 6-Foot Supersonic Wind Tunnel. The tunnel’s first run was on April 3, 1949, just over a week before this photograph was taken. The 8- by 6 was the laboratory’s first large supersonic wind tunnel and the NACA’s largest supersonic tunnel at the time. The 8- by 6-foot tunnel was originally an open-throat non-return tunnel. The supersonic air flow was blown through the tubular facility and expelled out the other end into the atmosphere with a roar. Complaints from the local community led to the addition of a muffler at the tunnel exit in 1956 and the eventual addition of a return leg. The return leg allowed the tunnel to be operated as either an open system with large doors venting directly to the atmosphere for propulsion system tests or as a closed loop for aerodynamic tests. The air flow was generated by a large seven-stage axial-flow compressor, seen in this photograph, that was powered by three electric motors with a combined 87,000 horsepower. The system required 36,000 kilowatts of power per hour to generate wind velocities of Mach 1.5, and 72,000 kilowatts per hour for Mach 2.0.

A General Electric TG-180 turbojet installed in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. In 1943 the military asked General Electric to develop an axial-flow jet engine which became the TG-180. The military understood that the TG-180 would not be ready during World War II but recognized the axial-flow compressor’s long-term potential. Although the engine was bench tested in April 1944, it was not flight tested until February 1946. The TG-180 was brought to the Altitude Wind Tunnel in 1945 for a series of investigations. The studies, which continued intermittently into 1948, analyzed an array of performance issues. NACA modifications steadily improved the TG-180’s performance, including the first successful use of an afterburner. The Lewis researchers studied a 29-inch diameter afterburner over a range of altitude conditions using several different types of flameholders and fuel systems. Lewis researchers concluded that a three-stage flameholder with its largest stage upstream was the best burner configuration. Although the TG-180 (also known as the J35) was not the breakthrough engine that the military had hoped for, it did power the Douglas D-558-I Skystreak to a world speed record on August 20, 1947. The engines were also used on the Republic F-84 Thunderjet and the Northrup F-89 Scorpion.

A Lockheed F-94B Starfire being equipped with an audio recording machine and sensors at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The NACA was investigating the acoustic effects caused by the engine’s nozzle and the air flowing along the fuselage. Airline manufacturers would soon be introducing jet engines on their passenger aircraft, and there was concern regarding the noise levels for both the passengers and public on the ground. NACA Lewis conducted a variety of noise reduction studies in its wind tunnels, laboratories, and on a F2H-2B Banshee aircraft. The F2H-2B Banshee’s initial test flights in 1955 and 1956 measured the noise emanating directly from airflow over the aircraft’s surfaces, particularly the wings. This problem was particularly pronounced at high subsonic speeds. The researchers found the majority of the noise occurred in the low and middle octaves. These investigations were enhanced with a series of flights using the F-94B Starfire. The missions measured wall-pressure, turbulence fluctuations, and mean velocity profiles. Mach 0.3 to 0.8 flights were flown at altitudes of 10,000, 20,000, and 30,000 feet with microphones mounted near the forward fuselage and on a wing. The results substantiated the wind tunnel findings. This photograph shows the tape recorder being installed in the F-94B’s nose.

A researcher works a demonstration board in the Rocket Engine Test Facility during the 1957 Inspection of the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in Cleveland, Ohio. Representatives from the military, aeronautical industry, universities, and the press were invited to the laboratory to be briefed on the NACA’s latest research efforts and tour the test facilities. Over 1700 people visited the Lewis during the October 7-10, 1957 Inspection. The Soviet Union launched their first Sputnik satellite just days before on October 4. NACA Lewis had been involved in small rockets and propellants research since 1945, but the NACA leadership was wary of involving itself too deeply with the work since ballistics traditionally fell under the military’s purview. The Lewis research was performed by the High Temperature Combustion section in the Fuels and Lubricants Division in a series of small cinderblock test cells. The rocket group was expanded in 1952 and made several test runs in late 1954 using liquid hydrogen as a propellant. A larger test facility, the Rocket Engine Test Facility, was approved and became operational just in time for the Inspection.

A researcher in the Supercharger Research Division at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory measures the blade thickness on a supercharger. Superchargers were developed at General Electric used to supply additional air to reciprocating engines. The extra air resulted in increased the engine’s performance, particularly at higher altitudes. The Aircraft Engine Research Laboratory had an entire division dedicated to superchargers during World War II. General Electric developed the supercharger in response to a 1917 request from the NACA to develop a device to enhance high-altitude flying. The supercharger pushed larger volumes of air into the engine manifold. The extra oxygen allowed the engine to operate at its optimal sea-level rating even when at high altitudes. Thus, the aircraft could maintain its climb rate, maneuverability and speed as it rose higher into the sky. NACA work on the supercharger ceased after World War II due to the arrival of the turbojet engine. The Supercharger Research Division was disbanded in October 1945 and reconstituted as the Compressor and Turbine Division.

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.

A mechanic checks the tubing on one of the many jacks which control the nozzle section of the 10- by 10-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The 10- by 10-foot tunnel, which had its official opening in May 1956, was built under the Congressional Unitary Plan Act which coordinated wind tunnel construction at the NACA, Air Force, industry, and universities. The 10- by 10 was the largest of the three NACA tunnels built under the act. The 10- by 10 wind tunnel can be operated as a closed circuit for aerodynamic tests or as an open circuit for propulsion investigations. The 10-foot tall and 76-foot long stainless steel nozzle section just upstream from the test section can be adjusted to change the speed and composition of the air flow. Hydraulic jacks, seen in this photograph, flex the 1.37-inch thick walls of the tunnel nozzle. The size of the nozzle’s opening controls the velocity of the air through the test section. Seven General Electric motors capable of generating 25,000 horsepower produce the Mach 2.5 and 2.5 airflows. The facility was mostly operated at night due to its large power load requirements.

The Flight Operations crew stands before a Republic P-47G Thunderbolt at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The laboratory’s Flight Research Section was responsible for conducting a variety of research flights. During World War II most of the test flights complemented the efforts in ground-based facilities to improve engine cooling systems or study advanced fuel mixtures. The Republic P–47G was loaned to the laboratory to test NACA modifications to the Wright R–2800 engine’s cooling system at higher altitudes. The laboratory has always maintained a fleet of aircraft so different research projects were often conducted concurrently. The flight research program requires an entire section of personnel to accomplish its work. This staff generally consists of a flight operations group, which includes the section chief, pilots and administrative staff; a flight maintenance group with technicians and mechanics responsible for inspecting aircraft, performing checkouts and installing and removing flight instruments; and a flight research group that integrates the researchers’ experiments into the aircraft. The staff at the time of this March 1944 photograph included 3 pilots, 16 planning and analysis engineers, 36 mechanics and technicians, 10 instrumentation specialists, 6 secretaries and 5 computers.