The deployable, inflatable wing technology demonstrator aircraft's wings begin deploying following separation from its carrier aircraft during a flight experiment conducted by the NASA Dryden Flight Research Center, Edwards, California. Wing deployment time is typically on the order of a third of a second, almost faster than the human eye can see. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here during a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft.
The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here during a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft.
The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here during a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft.
The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here after landing to conclude a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft.
The deployable, inflatable wing technology demonstrator experiment aircraft maintains a steady attitude following separation from its carrier aircraft during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
The deployable, inflatable wing technology demonstrator experiment separates from its carrier aircraft during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
Armstrong's Robert "Red" Jensen talks to Bridenstine about using small scale aircraft to test aeronautical concepts keeping cost of aviation discoveries lower until technology is proved for larger aircraft.
Armstrong's Robert "Red" Jensen talks to Bridenstine about using small scale aircraft to test aeronautical concepts keeping cost of aviation discoveries lower until technology is proved for larger aircraft.
The I2000, a deployable, inflatable wing technology demonstrator experiment aircraft, leaves the ground during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California.
Wing Deployment Sequence #2: The deployable, inflatable wing technology demonstrator experiment aircraft's wings continue deploying following separation from its carrier aircraft during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
Wing Deployment Sequence #1: The deployable, inflatable wing technology demonstrator experiment aircraft's wings begin deploying following separation from its carrier aircraft during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
Wing Deployment Sequence #3: The deployable, inflatable wing technology demonstrator experiment aircraft's wings fully deployed during flight following separation from its carrier aircraft during a flight conducted by the NASA Dryden Flight Research Center, Edwards, Californiaornia. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
X-45A Unmanned Combat Air Vehicle, or UCAV, technology demonstration aircraft in flight during its first flight at Edwards Air Force Base, California.
X-45A Unmanned Combat Air Vehicle, or UCAV, technology demonstration aircraft in flight during its first flight at Edwards Air Force Base, California.
X-45A Unmanned Combat Air Vehicle, or UCAV, technology demonstration aircraft in flight during its first flight at Edwards Air Force Base, California.
X-45A Unmanned Combat Air Vehicle, or UCAV, technology demonstration aircraft in flight during its first flight at Edwards Air Force Base, California.
The deployable, inflatable wing technology demonstrator experiment aircraft looks good during a flight conducted by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
The pilot of NASAÕs X-59 Quiet SuperSonic Technology, or QueSST, aircraft will navigate the skies in a cockpit unlike any other. There wonÕt be a forward-facing window. ThatÕs right; itÕs actually a 4K monitor that serves as the central window and allows the pilot to safely see traffic in his or her flight path, and provides additional visual aids for airport approaches, landings and takeoffs. The 4K monitor, which is part of the aircraftÕs eXternal Visibility System, or XVS, displays stitched images from two cameras outside the aircraft combined with terrain data from an advanced computing system. The two portals and traditional canopy are real windows however, and help the pilot see the horizon. The displays below the XVS will provide a variety of aircraft systems and trajectory data for the pilot to safely fly. The XVS is one of several innovative solutions to help ensure the X-59Õs design shape reduces a sonic boom to a gentle thump heard by people on the ground. Though not intended to ever carry passengers, the X-59 boom-suppressing technology and community response data could help lift current bans on supersonic flight over land and enable a new generation of quiet supersonic commercial aircraft.
The DC-8 flies low for the last time over NASA’s Armstrong Flight Research Center in Edwards, California, before it retires to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 is shown overhead during its final flight from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, before it retires to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 flies low for the last time over NASA’s Armstrong Flight Research Center in Edwards, California, before it retires to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 flies for the last time from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 ascents during its final flight before it is retired from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 flies for the last time from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, before it retires to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The DC-8 flies for the last time from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, before it retires to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
Aerospace engineer and research pilot Tracy Phelps signs the ceiling inside the DC-8 aircraft. Phelps piloted the aircraft’s final flight before it is retired from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
Engineers Jim Murray and Joe Pahle prepare a deployable, inflatable wing technology demonstrator experiment flown by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
Inflatable Wing project personnel prepare a deployable, inflatable wing technology demonstrator experiment flown by the NASA Dryden Flight Research Center, Edwards, California. The inflatable wing project represented a basic flight research effort by Dryden personnel. Three successful flights of the I2000 inflatable wing aircraft occurred. During the flights, the team air-launched the radio-controlled (R/C) I2000 from an R/C utility airplane at an altitude of 800-1000 feet. As the I2000 separated from the carrier aircraft, its inflatable wings "popped-out," deploying rapidly via an on-board nitrogen bottle. The aircraft remained stable as it transitioned from wingless to winged flight. The unpowered I2000 glided down to a smooth landing under complete control.
The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA’s B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA’s Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights.
A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA’s B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters.
Avionics lead Kelly Jellison wipes the windshield of the DC-8 aircraft prior to its final flight before it is retired from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
The F-16D Automatic Collision Avoidance Technology aircraft tests of the Automatic Ground Collision Avoidance System, or Auto-GCAS, included flights in areas of potentially hazardous terrain, including canyons and mountains.
The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors.
The Pathfinder research aircraft's wing structure was clearly defined as it soared under a clear blue sky during a test flight July 27, 1995, from Dryden Flight Research Center, Edwards, California. The center section and outer wing panels of the aircraft had ribs constructed of thin plastic foam, while the ribs in the inner wing panels are fabricated from lightweight composite material. Developed by AeroVironment, Inc., the Pathfinder was one of several unmanned aircraft being evaluated under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.
A technician is working on the engine inlet of NASA’s X-59 Quiet Supersonic Technology (QueSST) aircraft at Lockheed Martin’s Skunk Works facility in Palmdale, California.
The DC-8 flies low over the Antelope Valley during its final flight before it is retired from NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, to Idaho State University in Pocatello, Idaho. The DC-8 will provide real-world experience to train future aircraft technicians at the college’s Aircraft Maintenance Technology Program.
NASA's Advanced Air Mobility mission is helping to ensure this new class of aircraft that industry is developing is safe to operate. This concept art represents how the addition of automated technologies on the aircraft like hazard avoidance could help.
This overhead shot of the X-59 Quiet SuperSonic Technology or QueSST aircraft shows the assembly progress of the vehicle during Spring 2021. The aircraft, under construction at Lockheed Martin Skunk Works in Palmdale, California, will fly to demonstrate the ability to fly supersonic while reducing the loud sonic boom to a quiet sonic thump. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599
Technicians preform some installation work in the mid-bay on the X-59 Quiet SuperSonic Technology or QueSST aircraft. The aircraft, under construction at Lockheed Martin Skunk Works in Palmdale, California, will fly to demonstrate the ability to fly supersonic while reducing the loud sonic boom to a quiet sonic thump. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: SEG 450 Mid Bay - Encoders Date: 4/28/2021
This overview shot of the X-59 Quiet Supersonic Technology or QueSST aircraft shows the vehicle before a major merger of three major aircraft sections – the fuselage, the wing, and the tail assembly – together, making it looks more like an airplane. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: Manufacture Area From Above Date: 3/30/2021
This overhead shot of the X-59 Quiet SuperSonic Technology or QueSST aircraft shows the assembly progress of the vehicle during Spring 2021. In the left side of the picture, the fuselage which contains the cockpit is shown and the right side of the photo shows the wing and the tail section of the aircraft. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: Manufacture Area From Above Date: 3/30/2021
The Pathfinder solar-powered research aircraft settles in for landing on the bed of Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, after a successful test flight Nov. 19, 1996. The ultra-light craft flew a racetrack pattern at low altitudes over the flight test area for two hours while project engineers checked out various systems and sensors on the uninhabited aircraft. The Pathfinder was controlled by two pilots, one in a mobile control unit which followed the craft, the other in a stationary control station. Pathfinder, developed by AeroVironment, Inc., is one of several designs being evaluated under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.
A technician is shown working on the X-59 Quiet SuperSonic Technology or QueSST aircraft’s vertical tail prior to installation. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: SEG 530 Vertical Tail - Rudder Installed Date: 5/12/2021
Pictured here is a close up view of the X-59 Quiet SuperSonic Technology or QueSST aircraft’s vertical tail prior to installation. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: SEG 530 Vertical Tail - Rudder Installed Date: 5/12/2021
NASA's Helios Prototype aircraft taking off from the Pacific Missile Range Facility, Kauai, Hawaii, for the record flight. As a follow-on to the Centurion (and earlier Pathfinder and Pathfinder-Plus) aircraft, the solar-powered Helios Prototype is the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions in the stratosphere. Developed by AeroVironment, Inc., of Monrovia, California, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, the unique craft is intended to demonstrate two key missions: the ability to reach and sustain horizontal flight at 100,000 feet altitude on a single-day flight in 2001, and to maintain flight above 50,000 feet altitude for at least four days in 2003, with the aid of a regenerative fuel cell-based energy storage system now in development. Both of these missions will be powered by electricity derived from non-polluting solar energy. The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at NASA's Dryden Flight Research Center in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. The remotely piloted, electrically powered Helios Prototype went aloft on its maiden low-altitude checkout flight Sept. 8, 1999, over Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center in the Southern California desert. The initial flight series was flown on battery power as a risk-reduction measure. In all, six flights were flown in the Helios Protoype's initial development series. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingsp
Here is a wide shot of the wing, engine and engine inlet area of NASA’s X-59 Quiet SuperSonic Technology or QueSST aircraft. The aircraft, under construction at Lockheed Martin Skunk Works in Palmdale, California, will fly to demonstrate the ability to fly supersonic while reducing the loud sonic boom to a quiet sonic thump. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: SEG 400 Main Wing Assembly, SEG 430 Spine, SEG 500 Empennage Date: 4/28/2021
The Helios Prototype flying wing stretches almost the full length of the 300-foot-long hangar at NASA's Dryden Flight Research Center, Edwards, California. The 247-foot span solar-powered aircraft, resting on its ground maneuvering dolly, was on display for a visit of NASA Administrator Sean O'Keefe and other NASA officials on January 31, 2002. The unique solar-electric flying wing reached an altitude of 96,863 feet during an almost 17-hour flight near Hawaii on August 13, 2001, a world record for sustained horizontal flight by a non-rocket powered aircraft. Developed by AeroVironment, Inc., under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, the Helios Prototype is the forerunner of a planned fleet of slow-flying, long duration, high-altitude uninhabited aerial vehicles (UAV) which can serve as "atmospheric satellites," performing Earth science missions or functioning as telecommunications relay platforms in the stratosphere.
The Preliminary Research Aerodynamic Design to Land on Mars, or Prandtl-M, flies during a test flight. A new proposal based on the aircraft recently won an agencywide technology grant.
The solar-powered Helios Prototype flying wing frames two modified F-15 research aircraft in a hangar at NASA's Dryden Flight Research Center, Edwards, California. The elongated 247-foot span lightweight aircraft, resting on its ground maneuvering dolly, stretched almost the full length of the 300-foot long hangar while on display during a visit of NASA Administrator Sean O'Keefe and other NASA officials on Jan. 31, 2002. The unique solar-electric flying wing reached an altitude of 96,863 feet during an almost 17-hour flight near Hawaii on Aug. 13, 2001, a world record for sustained horizontal flight by a non-rocket powered aircraft. Developed by AeroVironment, Inc., under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, the Helios Prototype is the forerunner of a planned fleet of slow-flying, long duration, high-altitude uninhabited aerial vehicles (UAV) which can serve as "atmospheric satellites," performing Earth science missions or functioning as telecommunications relay platforms in the stratosphere.
This overhead shot of the X-59 Quiet SuperSonic Technology or QueSST aircraft shows the assembly progress of the vehicle during Spring 2021. Pictured here you can see the nose (far left) which will later be mounted to the middle section in the photo known as the fuselage and the last section is the wing and tail in the far right of the photo. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: Manufacture Area From Above Date: 3/30/2021
This photograph shows a modified General Dynamics TACT/F-111A Aardvaark with supercritical wings installed. The aircraft, with flaps and landing gear down, is in a decending turn over Rogers Dry Lakebed at Edwards Air Force Base. Starting in 1971 the NASA Flight Research Center and the Air Force undertook a major research and flight testing program, using F-111A (#63-9778), which would span almost 20 years before completion. Intense interest over the results coming from the NASA F-8 supercritical wing program spurred NASA and the Air Force to modify the General Dynamics-Convair F-111A to explore the application of supercritical wing technology to maneuverable military aircraft. This flight program was called Transonic Aircraft Technology (TACT).
This overhead view shows NASA’s X-59 Quiet SuperSonic Technology or QueSST aircraft as it comes together for the merger of its main parts – the wing, forward section and tail assembly. Lockheed Martin Photography By Garry Tice 1011 Lockheed Way, Palmdale, Ca. 93599 Event: Manufacturing Area From Above Date: 5/26/2021
This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The AFTI/F111A is seen banking towards Rodgers Dry Lake and Edwards Air Force Base. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.
NASA Administrator Bridenstine stands with AFRC center director McBride by model NASA's Supersonic X-Plane, X-59 Quiet Supersonic Technology or QueSST. Bridenstine spoke at press event at Mojave Air and Space Port in California. The goal of X-59 is to quiet the sound when aircraft pierce the speed of sound and make a loud sonic boom on the ground.
The U.S. Air Force F-16D Automatic Collision Avoidance Technology aircraft flew at low levels above the Sierra Nevada Mountains to test the ACAT Fighter Risk Reduction project. The goal was to develop collision avoidance technologies for aircraft to reduce the risk of ground collisions. Such systems on U.S. Air Force aircraft have resulted in saving eight lives and seven aircraft.
This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The four dark bands on the right wing are the locations of pressure orifices used to measure surface pressures and shock locations on the MAW. The El Paso Mountains and Red Rock Canyon State Park Califonia, about 30 miles northwest of Edwards Air Force Base, are seen directly in the background. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.
The General Dynamics TACT/F-111A Aardvark is seen In a banking-turn over the California Mojave desert. This photograph affords a good view of the supercritical wing airfoil shape. Starting in 1971 the NASA Flight Research Center and the Air Force undertook a major research and flight testing program, using F-111A (#63-9778), which would span almost 20 years before completion. Intense interest over the results coming from the NASA F-8 supercritical wing program spurred NASA and the Air Force to modify the General Dynamics F-111A to explore the application of supercritical wing technology to maneuverable military aircraft. This flight program was called Transonic Aircraft Technology (TACT).
The Air Force F-16D Automatic Collision Avoidance Technology aircraft flew at low levels above the Sierra Nevada Mountains to test the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for aircraft, to reduce the risk of ground collisions.
Aircraft maintenance crews at NASA‘s Armstrong Flight Research Center prepare the remotely-piloted Ikhana aircraft for a test flight. The test flight was performed to validate key technologies and operations necessary for FAA’s approval to fly the aircraft in the National Airspace System June 12, 2018, without a safety chase aircraft.
Aircraft maintenance crews at NASA‘s Armstrong Flight Research Center prepare the remotely-piloted Ikhana aircraft for a test flight of Ikhana. The test flight was performed to validate key technologies and operations necessary for FAA’s approval to fly the aircraft in the National Airspace System June 12, 2018, without a safety chase aircraft.
Event: Horizontal Stabilator Install A close up of the camera from the X-59’s eXternal Vision System. This camera is on the top of the X-59, but there will also be one on the belly of the aircraft. This visuals from this camera will be displayed on a 4K monitor for the pilot. As part of the supersonic shaping technology, the X-plane will not have a forward-facing window in the cockpit.
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA RIA precision pathway terminal Guidance: UN-60 RASCAL (#012) cockpit (National Rotorcraft Technology Center/Rotorcraft Industry Technology Association Runway Independent Aircraft)
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
NRTC/RITA Precision Pathway Terminal Guidance: UH-60 RASCAL (#012) (National Rotocraft Technology Center/Rotorcraft Industry Technology Association) runway independent aircraft
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology, or ACAT, aircraft was used by NASA's Armstrong Flight Research Center and the Air Force Research Laboratory to develop and test collision avoidance technologies.
A researcher examines an Advanced Technology Transport model installed in the 8- by 6-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The Advanced Technology Transport concept was a 200-person supersonic transport aircraft that could cruise at Mach 0.9 to 0.98 with low noise and pollution outputs. General Electric and Pratt and Whitney responded to NASA Lewis’ call to design a propulsion system for the aircraft. The integration of the propulsion system with the airframe was one of the greatest challenges facing the designers of supersonic aircraft. The aircraft’s flow patterns and engine nacelles could significantly affect the performance of the engines. NASA Lewis researchers undertook a study of this 0.30-scale model of the Advanced Technology Transport in the 8- by 6-foot tunnel. The flow-through nacelles were located near the rear of the fuselage during the initial tests, seen here, and then moved under the wings for ensuing runs. Different engine cowl shapes were also analyzed. The researchers determined that nacelles mounted at the rear of the aircraft produced more efficient airflow patterns during cruising conditions at the desired velocities. The concept of the Advanced Technology Transport, nor any other US supersonic transport, has ever come to fruition. The energy crisis, environmental concerns, and inadequate turbofan technology of the 1970s were among the most significant reasons.
NASA ART by Rick Guidice Supersonic (SST) aircraft technology concept in flight artwork (OART)
NASA engineer Larry Hudson and Ikhana ground crew member James Smith work on a ground validation test with new fiber optic sensors that led to validation flights on the Ikhana aircraft. NASA Dryden Flight Research Center is evaluating an advanced fiber optic-based sensing technology installed on the wings of NASA's Ikhana aircraft. The fiber optic system measures and displays the shape of the aircraft's wings in flight. There are other potential safety applications for the technology, such as vehicle structural health monitoring. If an aircraft structure can be monitored with sensors and a computer can manipulate flight control surfaces to compensate for stresses on the wings, structural control can be established to prevent situations that might otherwise result in a loss of control.
An efficient turboprop engine and large fuel capacity enable NASA's Ikhana unmanned aircraft to remain aloft for up to 30 hours on science or technology flights.
Work continues at Building 4826, the future home of the X-59 Quiet SuperSonic Technology aircraft, at NASA's Armstrong Flight Research Center in Edwards, California.
The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight.
Its white surfaces in contrast with the deep blue sky, NASA's Ikhana unmanned science and technology development aircraft soars over California's high desert.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft crew takes a close look at a Mojave Desert hill during a March 2009 flight. NASA's Dryden Flight Research Center worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft takes off from Edwards Air Force Base on a flight originating from NASA's Dryden Flight Research Center. NASA Dryden worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft cruises during a flight originating from NASA's Dryden Flight Research Center. NASA Dryden worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft banks over NASA's Dryden Flight Research Center during a flight in March 2009. NASA Dryden worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft eclipsed the sun during a flight in March 2009. NASA's Dryden Flight Research Center worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft flies over Rogers Dry Lake at Edwards Air Force Base, CA. NASA's Dryden Flight Research Center worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
The U.S. Air Force's F-16D Automatic Collision Avoidance Technology (ACAT) aircraft banks over NASA's Dryden Flight Research Center during a March 2009 flight. NASA Dryden worked with the Air Force Research Laboratory in the ACAT Fighter Risk Reduction Project to develop collision avoidance technologies for fighter/attack aircraft that would reduce the risk of ground and mid-air collisions.
Long, thin, high-aspect-ratio wings are considered crucial to the design of future long-range aircraft, including fuel-efficient airliners and cargo transports. Unlike the short, stiff wings found on most aircraft today, slender, flexible airfoils are susceptible to uncontrollable vibrations, known as flutter, and may be stressed by bending forces from wind gusts and atmospheric turbulence. To improve ride quality, efficiency, safety, and the long-term health of flexible aircraft structures, NASA is using the X-56A Multi-Utility Technology Testbed (MUTT) to investigate key technologies for active flutter suppression and gust-load alleviation.