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Nose section

Key Information

Tail section
Panoramic showing the various test flights it participated in.

Balls 8 is a NASA Boeing NB-52B mothership which was retired in 2004 after almost 50 years of flying service with NASA.[1][2] The aircraft is famous for dropping the X-15 aerospace research vehicle on 106 of the 199 X-15 program flights.[3]

Introduction

[edit]

According to certain assertions, the Boeing NB-52B Stratofortress, Air Force 52-0008, is the aircraft that has witnessed and taken part in the most historical aeronautical research events. It has been a mainstay at Edwards Air Force Base for 45 years.[4] The goal of launching the North American X-15 hypersonic research aircraft project in 1958 took the NB-52B and its sister ship, the NB-52A, 52-0003.[4] The NB-52B served as a launch platform for numerous programs until its final mission on November 16, 2004, whereas the NB-52A was retired in October 1969.[4]

Throughout its very difficult mission, the NB-52B was a flying launch pad. While flying nine miles above the ground, it had to provide the rocket planes it carried with the propellants, gasses, and power typically associated with a launch pad at the Kennedy Space Center. Because of this capability, the airplane became a vital tool for aeronautical studies.[5]

The right wing of the Stratofortress was reinforced and fitted with a pylon that could carry the heaviest payloads ever launched from an airplane’s wing. In fact, some of the payloads it dropped weighed more than 50,000 pounds (about 1/5 of the aircraft’s own weight).[6]

The Stratofortress’ X-15 rocket aircraft flew pilots to unprecedented altitudes and speeds. The first winged vehicles reached speeds of Mach-1, Mach-2, Mach-3, and Mach-4, respectively. They also flew for the first time over 130,000 feet, and eventually reached more than 364,000 feet (about 100,000 meters) above the surface of the Earth.[4] Five pilots earned astronaut wings by flying more than fifty miles in an X-15. Unfortunately, one of those pilots was killed on a qualifying flight when the third X-15 blew up on re-entry.[4]

The Space Shuttle program owes a debt of gratitude to the original NB-52B. The re-engineered Stratofortress had launched a number of wingless lifting body aircraft that showed the feasibility of the Space Shuttle’s steep gliding approach to landings. The new NB-52B showed that an airplane weighing three and a half million pounds could also do such landings. The parachutes that dropped the Shuttle's solid fuel boosters to the ocean were also tested in drops from a pylon on the aircraft’s wing.[4] The drag chute that slowed the Space Shuttle down after landing was also tested on this aircraft.[4]

Despite repeated arguments that the old bomber was getting harder and more expensive to maintain, new programs kept popping up that demanded the unique abilities of the old NB-52B, so it kept hauling unique devices up. NB-52B launched a number of scale RPAVs and drones in the ‘70s and ‘80s, including the 3/8 scale F-15 RPAV (Remotely Piloted Research Vehicle), the Ryan Firebee II (Ryan Firebee) drone (Ryan Firebee based Drone for Aeroelastic Structure Testing (DAST)), and the highly maneuverable aircraft technology (HiMAT).[4]

It was the last B-52 with a bomb bay configured to carry the MAU-12 bomb rack originally used to drop large thermonuclear warheads.[4]

For research purposes, the NB-52B itself was utilized. By flying past a tower equipped with smoke generators, it helped researchers visualize the wake turbulence of a large aircraft. It served as an air-to-air gunnery target. In the mid 1990s, when the NB-52B was testing pollution reducing fuel additives with a pair of jet engines mounted under the bomb bay, it flew as a ten engine jet for some time.[4]

During the X-38 program, the biggest parafoil in history has been dropped from NB-52B.[4] The parafoil had an area of 7,500 square feet, greater than 1-1/2 times the area of the wing on a Boeing 747.[4]

The NB-52B's career has come to an end with the launch of the world's most powerful airbreathing jet engine. On its final mission it launched the third X-43A Hyper-X supersonic combustion ramjet on a modified Pegasus booster that ,propelled it to a speed of Mach-9.6 (7,365mph or 11,854 kph) at an altitude of 110,000 feet.[4] Future aerospace vehicles with a speed of more than 7,000 kilometers an hour are presaged by the successful operation of supersonic combustion ramjet engine.

On December 17, 2004 the NB-52B was honored at NASA Dryden Flight Research Center in Edwards Air Force Base with a retirement ceremony for its unique contribution to aviation history.[5]

History

[edit]

Balls 8 was originally an RB-52B[2] that was first flown on June 11, 1955, and entered service with NASA on June 8, 1959. It was modified at North American Aviation's Palmdale facility to enable it to carry the X-15. As on its NB-52A predecessor, a pylon was installed beneath the right wing between the fuselage and the inboard engines with a 6-by-8-foot (1.8 m × 2.4 m) section removed from the wing flap to accommodate the X-15's tail.

The modified bomber flew 159 captive-carry and launch missions for the X-15 program from June 1959 until October 1968. It was first used to launch the X-15 on its fifth flight, January 23, 1960. It also flew missions for the X-24, HiMAT, lifting body vehicles, X-43, early launches of the OSC Pegasus rocket, and numerous other programs.

At its retirement on 17 December 2004, Balls 8 was the oldest active B-52 in service, and the only active B-52 that was not an H model. It also had the lowest total airframe time of any operational B-52. It is on permanent public display near the north gate of Edwards Air Force Base in California.[2]

It derives its nickname from its NASA tail number 52-008: leading zeroes plus the number 8. Among USAF personnel, it is common practice to refer to aircraft whose tail number contains two or more zeros as "Balls" and the last digit (or two digits) of its tail number.

See also

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References

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Further reading

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Balls 8

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Balls 8 is a modified NB-52B Stratofortress, a variant of the B-52 bomber, that served as a mothership for NASA's launch programs from 1959 until its retirement in 2004. Originally delivered to the U.S. in 1954 as an RB-52B with 52-008, the aircraft earned its nickname from the tail number's leading zeros followed by "8," and it remained property throughout its NASA tenure. Equipped with a specialized pylon under the right wing for carrying and releasing research vehicles, along with modifications like and tanks, a launch control station, and an observation window, Balls 8 supported groundbreaking aerospace testing over nearly five decades. The aircraft's most iconic role was in the X-15 hypersonic , where it performed 106 drop flights between 1959 and 1968, enabling the rocket plane to achieve speeds up to Mach 6.7 and altitudes exceeding 100 kilometers. Beyond the X-15, Balls 8 launched a wide array of experimental vehicles, including the HL-10 and X-24 lifting bodies for development, the HiMAT remotely piloted vehicle, early Orbital Sciences rocket deployments starting in 1990, and the X-43A on its final mission in 2004. With a remarkably low total time of 2,443.8 hours despite its longevity—making it the oldest active B-52 at retirement—Balls 8 accumulated fewer flight hours than typical bombers due to its specialized, intermittent mission profile. Retired on December 17, 2004, after 49 years of service, the aircraft was preserved and is now displayed at the main entrance to in , symbolizing its pivotal contributions to American aeronautics and .

Overview and design

Nickname and identification

The NB-52B Stratofortress, known as Balls 8, is a specialized variant of the original B-52B , modified for aerial launch of experimental aerospace vehicles. Its U.S. serial number is 52-008, which was retained throughout its service, while it received the tail number 008 upon operational assignment to the agency. The aircraft's distinctive nickname, "Balls 8," originated from its tail number 52-0008, where the leading zeros were playfully interpreted as "balls" and the final digit as "eight" among flight crews and personnel. This moniker became widely associated with the plane during its long career supporting aeronautical research. Originally constructed as an RB-52B variant, Balls 8 made its first flight on June 11, 1955, as the tenth B-52 to roll off Boeing's . It remained in U.S. service initially before being loaned to on June 8, 1959, for use in flight research programs. In this role, it functioned as a carrier aircraft for dropping experimental vehicles from high altitude.

Structural modifications

The Boeing NB-52B Stratofortress, known as Balls 8 and originally configured as an RB-52B , underwent significant structural alterations in 1959 to repurpose it as a mothership for . At North American Aviation's facility in , the aircraft's equipment, including cameras and associated bays, was removed to reduce weight and create space for research instrumentation and payload integration. Key modifications focused on the right wing to enable the carriage and air-launch of experimental vehicles. The right inboard wing flap was cut out to provide clearance for the vertical tails of attached payloads, such as the X-15, permanently disabling the flap's functionality while preserving overall aerodynamic stability. The structure itself was reinforced with additional and supports to handle the stresses from heavy loads, allowing the attachment of an underwing pylon designed for research articles weighing up to approximately 50,000 pounds. The primary pylon was installed on the reinforced right , positioned midway between the and the inboard , to securely mount and release test vehicles during flight. This pylon featured bolted connections to the spar, lateral struts to the nacelle and , and provisions for adapters to accommodate varying configurations, ensuring safe separation at altitudes up to 45,000 feet. Extensive ground and validated the pylon's drag, airflow, and load-bearing performance prior to operational use. Later in its service life, Balls 8 received further upgrades to support component testing, particularly for recovery systems. Between 1977 and 1985, structural reinforcements and attachment points were added to the to facilitate drops of mockups, validating recovery deployment under realistic conditions. In 1990, additional modifications included a tail-mounted test compartment for the orbiter drag chute system, enabling eight airdrop tests that confirmed deployment reliability and led to its integration on the Shuttle fleet starting with STS-49. These enhancements involved minimal but targeted changes to the pylon operator station and payload interfaces to handle the specific dynamics of parachute-laden configurations.

Technical specifications

Balls 8, the NASA-designated NB-52B Stratofortress with 52-008, featured a crew of three: a pilot, co-pilot, and launch operator to manage the mothership's specialized role in air-launch operations. The aircraft's dimensions included a of 185 feet, a length of 156 feet 7 inches, and a height of 40 feet 8 inches. Power was provided by eight J57-19 engines, each delivering 12,000 pounds of with water injection. Following modifications to accommodate heavy experimental , the maximum reached approximately 420,000 pounds. Payload capacity on the external pylon under the right wing was up to 53,100 pounds, as demonstrated by the heaviest load carried: X-15 No. 2 with external tanks. At retirement in 2004, the airframe had accumulated 2,443.8 total flight hours. Performance specifications included a maximum speed of 630 at 20,800 feet and a service ceiling exceeding 50,000 feet. In its configuration, Balls 8 had a fuel capacity of 37,550 gallons of , enabling a range of around 7,000 miles and sufficient loiter endurance for precise alignment with experimental launch windows, often at altitudes between 40,000 and 45,000 feet.
SpecificationValue
Crew3 (pilot, co-pilot, launch operator)
Wingspan185 ft
Length156 ft 7 in
Height40 ft 8 in
Engines8 × J57-19 turbojets
Thrust (per engine, with water injection)12,000 lbf
Maximum Takeoff Weight420,000 lb
Payload CapacityUp to 53,100 lb
Total Flight Hours (at retirement)2,443.8
Maximum Speed630 mph at 20,800 ft
Service Ceiling>50,000 ft
Fuel Capacity37,550 gal (approx. 251,000 lb)

Service history

Initial operations with USAF

The Boeing RB-52B Stratofortress, serial number 52-008 and later nicknamed Balls 8, was the tenth B-52 produced and completed its first flight on June 11, 1955, marking the beginning of its operational testing phase. Accepted into U.S. Air Force service that year, the aircraft served as a dedicated test platform during the mid-1950s, conducting initial flight tests to validate the Stratofortress's airframe, engines, and systems under real-world conditions. These early missions focused on achieving certification for production models and refining performance for and duties in the escalating environment. From 1955 to 1959, 52-008 participated in crew training flights and operational evaluations at , California, where it supported the development of long-range capabilities. Assigned to testing units at the , the aircraft logged hours in simulated profiles and endurance runs to assess reliability and handling. Its role extended to early strategic trials, leveraging its RB designation for aerial intelligence gathering. Equipped with forward-looking and side-looking camera installations in a modified , the RB-52B variant exemplified USAF efforts to integrate photographic into the B-52 fleet for high-altitude, long-duration over potential adversaries. These systems allowed for the testing of film recovery pods and optical gear essential to monitoring operations, though the installations on 52-008 were temporary and later removed during subsequent modifications. Through these activities, the aircraft contributed foundational data to the maturation of U.S. strategic air power before its reassignment in 1959.

Transfer to NASA and early tests

In June 1959, the Boeing B-52B Stratofortress, serial number 52-008, was transferred on permanent loan from the to the 's Dryden Flight Research Center (now the ) at , , to serve as an airborne launch platform for experimental research vehicles. Prior to the operational handover, the aircraft underwent extensive structural modifications at North American Aviation's Palmdale facility, including the installation of a custom pylon beneath the right wing between the inboard engine and , reinforcements to the wing structure for heavy payload support, and a cutout in the right inboard flap to accommodate vertical stabilizers of carried vehicles; these changes also incorporated specialized instrumentation and a replenishment system. Following completion of these upgrades, the redesignated NB-52B arrived at on June 8, 1959. NASA's initial acceptance flights commenced shortly after the modifications, focusing on verifying the aircraft's overall airworthiness, flight control responsiveness, and the functionality of the new attachment systems under operational conditions. Systems checks addressed , hydraulic integrity, and pylon load-bearing performance, with early sorties identifying and resolving issues such as surges and attachment mechanism alignments to ensure reliability for research missions. Preparatory test drops of inert payloads were conducted to assess pylon stability and aerodynamic handling during release, confirming the modifications could withstand dynamic stresses without compromising the aircraft's stability or structural integrity. These evaluations established baseline performance data for subsequent air-launch operations. At Edwards Air Force Base, the NB-52B was integrated into NASA's ground support infrastructure, with flight research teams collaborating alongside Air Force personnel to develop coordinated procedures for payload mating, pre-flight inspections, and post-mission debriefs; hydraulic lift systems were installed at the center to facilitate secure vehicle attachments, enhancing operational efficiency for ongoing experimental programs.

X-15 program involvement

Balls 8, the NASA-modified B-52B Stratofortress (serial number 52-008), served as the primary mothership for the X-15 hypersonic research program, conducting a total of 159 captive-carry and launch missions from June 1959 to October 1968. Of these, 106 involved actual drops of the X-15 rocket aircraft, enabling extensive testing of regimes. The aircraft's right wing was specially adapted with a reinforced pylon to securely carry the 34,000-pound X-15 during ascent. In the standard launch procedure, Balls 8 climbed to an altitude of approximately 45,000 feet while accelerating to about 500 mph, at which point the X-15 was released to begin its powered flight. The X-15 pilot then ignited the throttleable , providing up to 57,000 pounds of for 80 to 120 seconds, propelling the through its research profile before to a landing on the dry lakebeds at . This air-launch method was critical for achieving the high initial energy required for the X-15's objectives, minimizing ground infrastructure needs and allowing repeated use of the mothership. The missions supported by Balls 8 facilitated landmark achievements in , including X-15 speeds reaching a peak of 4,520 mph (Mach 6.7) on October 3, 1967, piloted by U.S. Air Force Major . Altitudes surpassed 350,000 feet on multiple flights, with pilot Joseph A. Walker setting an unofficial world record of 354,200 feet (67.1 miles) on August 22, 1963, during Flight 91—the highest altitude achieved by any winged aircraft at the time. These accomplishments advanced understanding of hypersonic aerodynamics, propulsion, and human factors in extreme environments. Balls 8's flight crews rotated throughout the program to ensure operational continuity, with notable pilots including Fitzhugh L. Fulton, who served as the primary U.S. pilot for many X-15 launches, logging extensive hours in the NB-52B. Flight test engineer G. Armstrong contributed as a key planner and simulator instructor, supporting mission preparation for high-profile flights like Knight's speed record. The program encountered operational challenges, including frequent weather delays that postponed launches due to visibility and wind conditions over the remote drop zones in and .

Later experimental programs

Following its foundational role in the X-15 program, Balls 8 supported a range of research initiatives in the and , serving as the primary air-launch platform for unpowered reentry and horizontal landing tests. These efforts focused on validating aerodynamic designs for future , with the aircraft dropping vehicles from altitudes up to 45,000 feet to simulate reentry conditions. The HL-10 underwent 37 flights between 1966 and 1970, achieving supersonic speeds and demonstrating a of 3.6, while the M2-F2 completed 16 flights from 1966 to 1967 before a crash led to its modification into the M2-F3, which flew 27 additional times through 1972. Similarly, the X-24A conducted 28 flights starting in 1969, followed by the X-24B's 36 flights from 1973 to 1975, reaching altitudes of 72,000 feet and a of 4.5. In the , Balls 8 contributed to the Highly Maneuverable Aircraft Technology (HiMAT) program, which explored advanced fighter agility through remotely controlled, unmanned vehicles. The performed 26 drops between 1979 and 1983, launching the composite-structured HiMAT from its underwing pylon to test digital flight controls, canards, and high-maneuverability at speeds up to Mach 0.9 and g-loads of 8. These tests emphasized reduced-weight systems enabled by air-launch, providing data on for next-generation designs. Balls 8 extended its utility into orbital launch support during the 1990s and 2000s via the rocket program, conducting the first six flights of the air-launched vehicle, including the inaugural mission on April 5, 1990, southwest of . This effort marked the debut of commercial small-satellite deployment from a high-altitude drop, with the July 17, 1991, launch successfully placing the MicroS satellite into orbit as the first air-launched spacecraft. The program's drops from 40,000 feet enabled the three-stage solid rocket to achieve payloads up to 443 kg, demonstrating cost-effective access to space for scientific and commercial missions. The aircraft also aided Space Shuttle development through parachute recovery evaluations in the 1970s and 1980s. For solid rocket booster (SRB) tests, Balls 8 executed multiple drops using a dedicated Drop Test Vehicle from June 1977 to 1978 and September 1983 to March 1985 over Southern California deserts, confirming the reliability of drogue and main parachute clusters for post-launch recovery. In the late 1980s leading to 1990, it supported eight drag chute deployment tests at speeds of 160-230 mph on Edwards Air Force Base runways, validating the system's ability to reduce orbiter landing rollout by up to 2,000 feet and minimize tire and brake wear; this technology debuted operationally on STS-49 in 1992. Across these diverse initiatives—from lifting bodies to rocket deployments—Balls 8 conducted over 200 additional drops, underscoring its enduring versatility as a mothership for aeronautical and space research.

Final missions and retirement

In its concluding years, Balls 8 served as the mothership for NASA's X-43A Hyper-X program, which tested scramjet propulsion for hypersonic flight. The aircraft supported the program's final three flights: the first on June 2, 2001, where the X-43A vehicle was lost due to a booster malfunction shortly after release from the B-52 at 40,000 feet over the Pacific Ocean; the second on March 27, 2004, achieving Mach 6.8 at approximately 95,000 feet; and the third and most successful on November 16, 2004, when the X-43A reached Mach 9.6—establishing a world speed record for air-breathing aircraft—at around 110,000 feet. These missions built briefly on earlier hypersonic efforts, such as the Pegasus rocket launches. Following the X-43A program's culmination, Balls 8 conducted its final operational flight as a ferry mission in December 2004, transporting the to storage after a ceremony held on December 17, 2004, at NASA's Dryden Flight Research Center (now ) in . The event featured speeches from officials and pilots, marking the end of the NB-52B's active service. Over its nearly 50-year career, from its first flight on June 11, 1955, Balls 8 became the oldest active B-52 Stratofortress and accumulated the lowest hours among its variants, totaling about 2,443 hours due to its specialized research role rather than routine operations. Retirement was driven by fatigue limits after decades of modifications and the completion of major experimental programs, including X-43A, prompting to transition to newer B-52H motherships.

Legacy and preservation

Aeronautical contributions

Balls 8, the NASA-modified Boeing NB-52B Stratofortress, played a pivotal role in advancing hypersonic flight research by serving as the primary air-launch platform for the X-15 program, enabling the rocket-powered aircraft to achieve speeds up to Mach 6.7 and altitudes of 354,200 feet during 106 of its 199 flights between 1959 and 1968. This extensive testing generated critical data on aerodynamics, structures, propulsion, and high-speed control, which directly informed the design of the Space Shuttle's thermal protection systems, reentry profiles, and energy-management techniques for unpowered landings. Later, Balls 8 supported the Hyper-X program by dropping the X-43A scramjet vehicle, culminating in a world-record Mach 9.6 flight on November 16, 2004—the fastest air-breathing powered flight ever achieved—and contributing foundational insights into scramjet engines for future hypersonic vehicles and reusable rocket systems. The aircraft's versatility extended to over 300 drops across diverse programs, including 127 of 144 flights from 1966 to 1975, which validated the feasibility of runway landings for returning from without wings. These missions advanced air-launch technology by demonstrating reliable deployment of pilotless research vehicles, such as the HiMAT remotely piloted vehicle and the DAST drone for studies, while also supporting six rocket launches starting in 1990 to deliver small satellites to . By carrying payloads to altitudes around 45,000 feet and speeds exceeding 500 mph before release, Balls 8 reduced the energy requirements for subsequent propulsion, paving the way for efficient, cost-effective air-launch systems in modern applications. Balls 8 facilitated numerous aeronautical and milestones, notably enabling X-15 pilots to surpass 50 miles in altitude on 13 flights, qualifying them for U.S. wings—a designation later formalized by in 2005 for missions like Joe Walker's 354,200-foot in 1963. Its drops also contributed to speed , including the X-15's Mach 6.7 benchmark, which remains a cornerstone for hypersonic vehicle certification. In the broader legacy, concept exemplified by Balls 8 has influenced air-launch strategies in subsequent developments.

Current status and display

Following its retirement on December 17, 2004, Balls 8 (NB-52B, serial number 52-008) has been preserved at in , under the custody of the U.S. Air Force Flight Test Museum. The aircraft is positioned on static outdoor display just outside the base's north gate, off Highway 58 between Mojave and . The condition of Balls 8 reflects minimal restoration efforts suitable for a static exhibit, with the tail turret removed and faired over for display purposes. Its exterior retains distinctive markings, including the blue tail band added in 1976 and "DRYDEN FLIGHT RESEARCH CENTER" lettering applied in 2004, though some badges and mission icons show signs of fading due to exposure. Public viewing of Balls 8 is readily accessible without entering the base, as it stands outside the north with nearby parking available for visitors. It can also be observed during special events hosted by the , such as open houses.

References

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  2. https://www.thisdayinaviation.com/tag/52-008/
  3. https://www.american-spacecraft.org/x-15/b-52-armstrong.html
  4. https://avgeekery.com/balls-eight-b-52-mother-mother-ships/
  5. https://www.nasa.gov/reference/b-52/
  6. https://www.airhistory.net/photo/781801/52-008/NASA-008/008
  7. https://www.thisdayinaviation.com/tag/rb-52b-10-bo/
  8. https://www.historynet.com/boeing-b-52-stratosaurus/
  9. https://www.nasa.gov/news-release/nasas-famed-b-52b-mothership-aircraft-to-retire/
  10. https://roadrunnersinternationale.com/b52_008.html
  11. https://ntrs.nasa.gov/api/citations/19710005529/downloads/19710005529.pdf
  12. https://www.nasa.gov/wp-content/uploads/2021/09/171366main_fs-005-dfrc.pdf
  13. https://www.thisdayinaviation.com/tag/rb-52b-15-bo/
  14. https://www.thisdayinaviation.com/tag/balls-8/
  15. https://www.thisdayinaviation.com/29-june-1955/
  16. https://theaviationist.com/2025/04/02/up-close-and-personal-orange-buff/
  17. https://www.air-and-space.com/nb-521.htm
  18. https://sma.nasa.gov/SignificantIncidents/assets/hypersonics-before-the-shuttle.pdf
  19. https://www.nasa.gov/reference/x-15/
  20. https://www.nasa.gov/news-release/x-15-space-pioneers-now-honored-as-astronauts/
  21. https://www.nasa.gov/people/fitzhugh-l-fulton-jr/
  22. https://www.edwards.af.mil/News/Article/1922993/team-edwards-loses-one-of-its-own-as-hypersonics-pioneer-johnny-g-armstrong-dies/
  23. https://www.nasa.gov/history/65-years-ago-first-powered-flight-of-the-x-15-hypersonic-rocket-plane/
  24. https://www.nasa.gov/wp-content/uploads/2023/03/sp-4220.pdf
  25. https://ntrs.nasa.gov/api/citations/20170007919/downloads/20170007919.pdf
  26. https://www.nasa.gov/wp-content/uploads/2015/04/NASAsFirstA-508-ebook.pdf
  27. https://www.nasa.gov/wp-content/uploads/2021/04/supporting_shuttle_dryden.pdf
  28. https://ntrs.nasa.gov/citations/19850021622
  29. https://www.nasa.gov/reference/x-43a/
  30. https://www.air-and-space.com/20041217%20NB-52B%20Retirement.htm
  31. https://www.nasa.gov/wp-content/uploads/2021/02/12_08_dryden_50th.pdf
  32. https://www.nasa.gov/wp-content/uploads/2021/09/120306main_fs-052-dfrc.pdf
  33. https://www.nasa.gov/history/65-years-ago-first-factory-rollout-of-the-x-15-hypersonic-rocket-plane/
  34. https://vintageaviationnews.com/aviation-museum-news/progress-report-on-the-air-force-flight-test-museum.html
  35. https://www.air-and-space.com/20100220%20Edwards%20NB-52B%20Walkaround.htm
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