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.

N-243 VMS: Blimp Simulation (GODS Point of View) WAI (Westinghouse Airship Inc.)

N-243 VMS: Blimp Simulation (GODS Point of View) WAI (Westinghouse Airship Inc.)

Stan Lebar, former Westinghouse Electric program manager, in the Building 28 television studio at NASA's Goddard Space Flight Center in Greenbelt, Md.

Stan Lebar, former Westinghouse Electric program manager, talks about the Apollo era TV cameras during NASA's briefing where restored Apollo 11 moonwalk footage was revealed for the first time at the Newseum, Thursday, July 16, 2009, in Washington, DC. Photo Credit: (NASA/Bill Ingalls)

NASA moderator Mark Hess, left, directs reporters' questions to former Westinghouse Electric program manager Stan Lebar, second from left, team lead and Goddard engineer Richard Nafzger and president of Lowry Digital Mike Inchalik, far right, at a NASA briefing where restored Apollo 11 moonwalk footage was revealed for the first time at the Newseum, Thursday, July 16, 2009, in Washington, DC. Photo Credit: (NASA/Bill Ingalls)

Stan Lebar, former Westinghouse Electric program manager, left, talks about the Apollo era TV cameras such as the one on display in the foreground as Richard Nafzger, team lead and Goddard engineer, listens at NASA's briefing where restored Apollo 11 moonwalk footage was revealed for the first time at the Newseum, Thursday, July 16, 2009, in Washington, DC. Photo Credit: (NASA/Bill Ingalls)

A photograph from the 1960's showing Stan Lebar, former Westinghouse Electric program manager, holding two cameras used during the Apollo missions is seen on a large video monitor above panelists, including Stan Lebar, at NASA's briefing where restored Apollo 11 moonwalk footage was revealed for the first time at the Newseum, Thursday, July 16, 2009, in Washington, DC. Photo Credit: (NASA/Carla Cioffi)

Richard G. (Dick) Ewers became a pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California, in May 1998. His flying duties focus on operation of the Airborne Science DC-8 and Systems Research F/A-18 aircraft, but he also maintains qualifications in the King Air and T-34C. He has more than 32 years and nearly 9,000 hours of military and civilian flight experience in all types of aircraft from jet fighters to blimps. Ewers came to NASA Dryden from a position as an engineering test pilot with Northrop Grumman's Electronic Sensors and Systems Division (formerly Westinghouse's Electronic Systems Group). He spent eight and a half years with Westinghouse flight testing radar and forward looking infrared systems under development for military and civilian use. Before going to work for Westinghouse, Ewers served for more than 21 years as a U.S. Marine Corps fighter and test pilot, flying F-4, A-4, and F/A-18 aircraft. He underwent flight training at Naval Air Station Pensacola, Fla., in 1969-70. He was subsequently assigned to both fighter/attack and reconnaissance squadrons before ultimately commanding an F-4S squadron for two years. Additionally, his flying included combat service in Vietnam and operational exchange tours with both U.S. Navy and U.S. Air Force squadrons flying F-4s around the world, including off aircraft carriers. Ewers graduated from the U.S. Naval Test Pilot School in 1981 and subsequently served two tours as a test pilot at the Naval Air Test Center, Patuxent River, Md. Most of his flight test experience was with the F/A-18 Hornet. He retired from the Marine Corps in 1989 with the rank of lieutenant colonel. Ewers graduated from the U.S. Air Force Academy in 1968 with a bachelor of science degree in engineering mechanics. He earned a master of science degree in aeronautical systems from the University of West Florida in 1970.

S74-20794 (23 April 1974) --- Cosmonaut Aleksey A. Leonov (center), commander of the Soviet crew of the joint U.S.-USSR Apollo-Soyuz Test Project mission, goes through familiarization training with a television camera during ASTP activity at the Johnson Space Center. Cosmonaut Valeriy N. Kubasov (right), engineer on Leonov?s crew, is looking on. An ASTP docking module mock-up is on the left. Interpreter K.S. Samofal is behind Kubasov. David Brooks, with JSC?s Crew Procedures Division, is in the left background. This phase of the ASTP communications training was conducted in JSC?s Building 35. The equipment being used in the picture is an early design of the Westinghouse TV camera.

The National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory conducted an extensive icing research program in the late 1940s that included studies in the Icing Research Tunnel and using specially modified aircraft. One facet of this program was the investigation of the effects of icing on turbojets. Although jet engines allowed aircraft to pass through inclement weather at high rates of speed, ice accumulation was still a concern. The NACA’s B-24M Liberator was initially reconfigured with a General Electric I-16 engine installed in the aircraft’s waist compartment with an air scoop and spray nozzles to produce the artificial icing conditions. The centrifugal engine appeared nearly impervious to the effects of icing. Axial-flow jet engines, however, were much more susceptible to icing damage. The inlet guide vanes were particularly vulnerable, but the cowling’s leading edge, the main bearing supports, and accessory housing could also ice up. If pieces of ice reached the engine’s internal components, the compressor blades could be damaged. To study this phenomenon, a Westinghouse 24C turbojet, seen in this photograph, was installed under the B-24M’s right wing. In January 1948 flight tests of the 24C in icing conditions began. Despite ice buildup into the second stage of the compressor, the engine was able to operate at takeoff speeds. Researchers found the ice on the inlet vanes resulted in half of the engine’s decreased performance.

These people and this equipment supported the flight of the NACA D-558-2 Skyrocket at the High-Speed Flight Station at South Base, Edwards AFB. Note the two Sabre chase planes, the P2B-1S launch aircraft, and the profusion of ground support equipment, including communications, tracking, maintenance, and rescue vehicles. Research pilot A. Scott Crossfield stands in front of the Skyrocket.

A group picture of Douglas Airplanes, taken for a photographic promotion in 1954, at what is now known as the Dryden Flight Research Center at Edwards Air Force Base, California. The photo includes the X-3 (in front--Air Force serial number 49-2892) then clockwise D-558-I, XF4D-1 (a Navy jet fighter prototype not flown by the NACA), and the first D-558-II (NACA tail number 143, Navy serial number 37973), which was flown only once by the NACA.

D-558-2 Aircraft on lakebed

D-558-2 being mounted to P2B-1S launch aircraft in hangar.

D-558-2 Aircraft on lakebed

Wing chord extension on D-558-2

D558-2 #143 LOX jettison with P2BS in background