The following is the official NASA biography from the John H. Glenn Research Center:
National Aeronautics and Space Administration
John H. Glenn Research Center
Cleveland, Ohio 44135
Neil A. Armstrong
Neil A. Armstrong, the first man to walk on the moon, was born in Wapakoneta, Ohio, on August 5, 1930. He began his NASA career in Ohio.
After serving as a naval aviator from 1949 to 1952, Armstrong joined the National Advisory Committee for Aeronautics (NACA) in 1955. His first assignment was with the NACA Lewis Research Center (now NASA Glenn) in Cleveland. Over the next 17 years, he was an engineer, test pilot, astronaut and administrator for NACA and its successor agency, the National Aeronautics and Space Administration (NASA).
As a research pilot at NASA’s Flight Research Center, Edwards, Calif., he was a project pilot on many pioneering high speed aircraft, including the well known, 4000-mph X-15. He has flown over 200 different models of aircraft, including jets, rockets, helicopters and gliders.
Armstrong transferred to astronaut status in 1962. He was assigned as command pilot for the Gemini 8 mission. Gemini 8 was launched on March 16, 1966, and Armstrong performed the first successful docking of two vehicles in space.
As spacecraft commander for Apollo 11, the first manned lunar landing mission, Armstrong gained the distinction of being the first man to land a craft on the moon and first to step on its surface.
Armstrong subsequently held the position of Deputy Associate Administrator for Aeronautics, NASA Headquarters, Washington, D.C. In this position, he was responsible for the coordination and management of overall NASA research and technology work related to aeronautics.
He was Professor of Aerospace Engineering at the University of Cincinnati between 1971-1979. During the years 1982-1992, Armstrong was chairman of Computing Technologies for Aviation, Inc., Charlottesville, Va.
He received a Bachelor of Science Degree in Aeronautical Engineering from Purdue University and a Master of Science in Aerospace Engineering from the University of Southern California. He holds honorary doctorates from a number of universities.
Armstrong is a Fellow of the Society of Experimental Test Pilots and the Royal Aeronautical Society; Honorary Fellow of the American Institute of Aeronautics and Astronautics, and the International Astronautics Federation.
He is a member of the National Academy of Engineering and the Academy of the Kingdom of Morocco. He served as a member of the National Commission on Space (1985-1986), as Vice-Chairman of the Presidential Commission on the Space Shuttle Challenger Accident (1986), and as Chairman of the Presidential Advisory Committee for the Peace Corps (1971-1973).
Armstrong has been decorated by 17 countries. He is the recipient of many special honors, including the Presidential Medal of Freedom; the Congressional Space Medal of Honor; the Explorers Club Medal; the Robert H. Goddard Memorial Trophy; the NASA Distinguished Service Medal; the Harmon International Aviation Trophy; the Royal Geographic Society’s Gold Medal; the Federation Aeronautique Internationale’s Gold Space Medal; the American Astronautical Society Flight Achievement Award; the Robert J. Collier Trophy; the AIAA Astronautics Award; the Octave Chanute Award; and the John J. Montgomery Award.
Armstrong passed away on Aug. 25, 2012 following complications resulting from cardiovascular procedures. He was 82.
23 July 1953: Major John H. Glenn, Jr., United States Marine Corps, shot down his third and final MiG-15 fighter during the Korean War.
Major Glenn had previously flown a Grumman F9F Panther with VMF-311, but was assigned to the U.S. Air Force 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Group, at K13, Suwon, Korea.
While on temporary duty with the Air Force squadron, Glenn flew the North American Aviation F-86F Sabre air superiority fighter. He shot down all three MiG fighters with F-86F-30-NA serial number 52-4584. His previous victories were on 12 July and 19 July, 1953, also against MiG-15 fighters.
Major Glenn had painted the names of his wife and two children, “Lyn Annie Dave,” on the nose of his airplane, but after being heard complaining that there “weren’t enough MiGs,” he came out one morning to find MIG MAD MARINE painted on the Sabre’s side.
An F-86F Sabre on display at the Air Power Park, NAS Fallon, Nevada, has been painted as several different aircraft, such as an FJ-4 Fury and various F-86s. It is my belief, as yet unconfirmed, that this airplane is actually 52-4584, John Glenn’s “MiG Mad Marine.”
23 June 1951: Operating in the Atlantic Ocean off the Virginia Capes, the United States Navy aircraft carrier USS Midway (CVB-41) was conducting suitability trials of the Grumman F9F-5 Panther. Commander George Chamberlain Duncan, commanding Fighter Squadron 51 (VF-51) was in the cockpit of Bu. No. 125228. Having made a successful landing aboard Midway, Duncan took off to make another approach and landing.
Just short of the flight deck, the Panther dropped below the correct approach. Duncan tried to pull up, but the fighter struck the ramp and broke in half. The aircraft exploded in flames. The forward section slid down the deck. Duncan, though burned, was quickly rescued.
The Grumman F9F-5 Panther was a single-seat, single-engine turbojet powered fighter designed for operation from the U.S. Navy’s aircraft carriers. It was 38 feet, 10½ inches (11.849 meters) long, with a wingspan of 38 feet, 0 inches (11.528 meters)— not including wing tanks. Its overall height was 12 feet, 4 inches (3.759 meters). The wings could be hydraulically folded to reduce the span for storage aboard ship. The F9F-5 weighed 10,147 pounds (4,603 kilograms) empty, and had a gross weight of 17,766 pounds (8,059 kilograms). The maximum takeoff weight (MTOW) was 18,721 pounds (8,492 kilograms).
The F9F-5 was powered by a Pratt & Whitney JT7 (J48-P-6 or -6A) engine, a license-built version of the Rolls-Royce Tay. It was a single-shaft turbojet with a single-stage centrifugal-flow compressor, 9 combustion chambers and a single-stage axial-flow turbine. The J48-P-6 was rated at 6,250 pounds of thrust (27.80 kilonewtons), and 7,000 pounds (31.14 kilonewtons) with water injection.
The F9F-5 Panther had a cruise speed 481 miles per hour (774 kilometers per hour). Its maximum speed was 604 miles per hour (972 kilometers per hour) at Sea Level. Its service ceiling was 42,800 feet (13,045 meters), and the range was 1,300 miles (2,092 kilometers).
The Panther was armed with four M3 20 mm autocannon placed in the nose. It could carry up to 3,465 pounds (1,361 kilograms) of bombs or eight 5-inch (12.7 centimeters) rockets on four hardpoints under each wing.
The XF9F-2 prototype first flew 21 November 1947. 1,382 F9F Panthers were produced and they remained in service with the U.S. Navy and Marine Corps until 1958. 619 of these were the F9F-5 variant. A swept wing version, the F9F-6 through F9F-9J Cougar, was also produced.
George Chamberlain Duncan was born at Tacoma, Washington, 11 Feb 1917. He was the first of three children of of George W. Duncan, a mining camp supplier, and Frances Delarsh Chamberlain Duncan. Duncan attended Stadium High School in Tacoma. He played on the football and swim teams. He was also a member of the glee club, and during his senior year, portrayed “Oliver le Dain” in the comic opera, “The Vagabond King.” He was a member of the school’s glider and architecture clubs. Duncan graduated in 1934.
George Duncan entered the United States Naval Academy, Annapolis, Maryland, as a midshipman, 18 July 1935. He graduated 1 June 1939 and was commissioned an Ensign, United States Navy. Ensign Duncan served aboard the Colorado-class battleship USS West Virginia (BB-48) from June 1939 to August 1941.
Ensign Duncan married Miss Agnes Wirt Tawresey at Washington, D.C., 30 August 1941. They would have four children, three sons, George, Jr., Richmond, Alfred, and a daughter, Agnes.
Ensign Duncan was next assigned to the Northampton-class heavy cruiser USS Louisville (CA-28), serving aboard in 1942 and 1943.
Duncan was promoted to the rank of lieutenant (junior grade), 1 June 1942. Two weeks later, 15 June 1942, he was promoted to lieutenant (temporary).
Lieutenant Duncan underwent flight training at NAS Pensacola. Following graduation he was assigned to Fighting Squadron Fifteen (VF-15) aboard USS Essex (CV-9). Duncan was promoted to lieutenant commander (temporary) 15 March 1944.
On 13 September 1944, Lieutenant Commander Duncan was engaged in aerial combat over the central Philippine Islands. He was credited with destroying an enemy medium bomber and two fighters, shared credit for a second bomber shot down, and damaged a third fighter. He followed this by strafing an airfield and destroying three aircraft on the ground. For these actions, Duncan was awarded the Silver Star.
During the Battle off Cape Engaño on the morning of 25 October 1944, Lieutenant Commander Duncan led VF-15 in an attack against Imperial Japanese Navy warships in the Sibuyan Sea. He scored a direct hit with a bomb on the light carrier IJN Chitose, which, along with a number of other hits, resulted in its sinking at 0937 hours. Duncan was awarded the Navy Cross.
Duncan is officially credited with 13½ enemy aircraft destroyed.
In March 1945, Lieutenant Commander Duncan was assigned to the Naval Postgraduate School at Annapolis, Maryland. In 1949, he graduated from the 48-week Test Pilot Division course at NATC Patuxent River. On 1 June 1949, his rank of lieutenant commander became permanent. On the same day, Duncan was promoted to commander. This was also a permanent rank.
Commander Duncan served as the commander of VF-51 aboard the Essex-class aircraft carrier USS Valley Forge (CVA-45) during the Korean War. He later commanded VF-101, and was Commander Air Group (“CAG”), Carrier Air Group 5 (CVG-5). He was next assigned as the Head, Fighter Design Branch, Bureau of Aeronautics (BuAir), then, Assistant Director, Aircraft Division, Bureau of Weapons (BuWeps). Returning to sea, Commander Duncan was executive officer of the “supercarrier” USS Forrestal (CV-59). Duncan was promoted to the rank of captain, 1 April 1958.
For a Naval Aviator to be given command of a U.S. Navy aircraft carrier, they generally have to have had command of a “deep-draft” ship. Captain Duncan was given command of the 13,900-ton aircraft stores ship USS Jupiter (AVS-8) from July 1961 to 24 March 1962. Jupiter had a draft of 25 feet, 10 inches (7.874 meters). During this time, Jupiter operated with the 7th Fleet, and was homeported at Yokosuka, Japan.
Captain Duncan assumed command of the Forrestal-class aircraft carrier USS Ranger (CV-61), 7 May 1962, and remained in that assignment until 20 May 1963.
Captain Duncan retired from the United States Navy in December 1967. During his naval career, he had been awarded the Navy Cross, the Silver Star, the Legion of Merit, the Distinguished Flying Cross with one silver star and one gold star (seven awards), and the Bronze Star with Combat “V.”
Following his retirement, Duncan attended George Washington University, Washington, D.C., where he earned a degree in law. He was a practicing attorney in Alexandria, Virginia.
Agnes Duncan died in 1972. In 1974, Captain Duncan married Margaret Handy. She died in 1980.
Captain Duncan suffered a fatal heart attack while in a restaurant in Alexandria, Virginia, 15 December 1995, at the age of 77 years. He is buried at the Arlington National Cemetery, Arlington, Virginia, alongside his first wife.
21 April 1942: Lieutenant (junior grade) Edward Henry (“Butch”) O’Hare, United States Navy, was presented the Medal of Honor by President Franklin Delano Roosevelt in a ceremony at the White House. Also present were Secretary of the Navy Frank Knox, Chief of Naval Operations, Admiral Ernest J. King, and Mrs. O’Hare.
Lieutenant O’Hare received the Medal for his actions of 20 February 1942, the single-handed defense of his aircraft carrier, USS Lexington, in shooting down five of nine attacking Japanese G4M “Betty” bombers with his Grumman F4F-3 Wildcat and damaging a sixth. He was the first Naval Aviator to be awarded the Medal of Honor.
19 April 2006: Former experimental test pilot Albert Scott Crossfield, Jr., was enroute from Prattville, Alabama, to Manassas, Virginia. Scott Crossfield¹ was flying his personal Cessna 210A, N6579X. The Cessna was cruising at 11,000 feet (3,353 meters) under Instrument Flight Rules (IFR), under the control of the Atlanta Air Route Traffic Control Center (ARTCC).
During the flight, he encountered a Level 6 thunderstorm.
Scott Crossfield requested to deviate from his planned course to avoid the severe turbulence. Atlanta Center authorized his request and he began to turn. Approximately 30 seconds later, at 11:10 a.m., radar contact was lost near Ludville, Georgia. The last indication was that the Cessna was descending through 5,500 feet (1,676 meters).
The wreckage of N6579X was located the following day by a Civil Air Patrol search team, 3.3 nautical miles (6.1 kilometers) northwest of Ludville at an elevation of 1,269 feet (386.8 meters) above Sea Level. [N. 34° 30.767′, W. 84° 39.492′] The airplane had descended through the forest canopy nearly vertically and created a crater approximately 4½ feet (1.4 meters) deep and 6 feet (1.8 meters) across. Albert Scott Crossfield’s body was inside.
N6579X was a Cessna Model 210A, serial number 21057579, built in 1960 by the Cessna Aircraft Company, Inc., of Wichita Kansas. It was a six-place, single-engine, high-wing monoplane with external struts to brace the wings, and retractable, tricycle landing gear. The airplane was certified for instrument flight by a single pilot. At the time of the crash, N6579X had been flown 4,987.4 hours, total time since new (TTSN).
The Cessna 210A was 28 feet, 2 inches (8.585 meters) long with a wingspan of 36 feet, 6 inches (11.125 meters) and overall height of 9 feet, 7 inches (2.921 meters). The airplane had an empty weight of 1,839 pounds (834.2 kilograms) and maximum gross weight of 2,900 pounds (1,315.4 kilograms). It had a fuel capacity of 65 gallons (246 liters), with 10 gallons (37.9 liters) unusable, and 12 quarts of engine oil (11.4 liters).
N6579X was powered by an air-cooled, fuel-injected, 471.239-cubic-inch-displacement (7.722 liters) Teledyne Continental IO-470-E horizontally-opposed six-cylinder direct-drive engine with a compression ratio of 8.6:1. The engine was rated at 260 horsepower at 2,625 r.p.m. for takeoff, using 100LL aviation gasoline. It weighed 429 pounds (195 kilograms). This engine, serial number 77583-0-E, was original to the airplane and accumulated 4,987.4 hours, total time since new (TTSN). It had been overhauled by Victor Aviation, Palo Alto, California, 1,259.8 hours prior to the accident (TSO). A three-bladed McCauley constant-speed propeller with a diameter of 6 feet, 10 inches (2.083 meters) was installed in 2005.
The Cessna Model 210A has a maximum structural cruise speed of 175 miles per hour (282 kilometers), and maximum speed (Vne) of 200 miles per hour (322 kilometers per hour). Maneuvering speed, which should be used in turbulent conditions, is 130 miles per hour (209 kilometers per hour). The 210A has a maximum rate of climb of 1,300 feet per minutes (6.6 meters per second) and service ceiling of 20,700 feet (6,309 meters). Its maximum range is 1,284 miles (2,066 kilometers).
Albert Scott Crossfield, Jr., was born 2 October 1921 at Berkeley, California. He was the second of three children of Albert Scott Crossfield, a chemist who was employed as the superintendant of the Union Oil Company refinery in Wilmington, California, and Lucia M. Dwyer Crossfield.
When he was five years old, young “Scotty” contracted pneumonia. He was comatose for a while and was not expected to survive, but after several weeks he began to recover. A year later, he again became seriously ill, this time with rheumatic fever. He was confined to total bed rest for four months, and continued to require extensive bed rest until he was about ten years old. It was during this time that he became interested in aviation.
Scott Crossfield attended Boistfort Consolidated School, southwest of Chehalis, Washington, graduating in 1939, and then studied engineering at the University of Washington until taking a job at Boeing in late 1941. During this time, Scotty learned to fly in the Civilian Aviation Training Program.
The week following the attack on Pearl Harbor and the United States’ entry into World War II, Scott Crossfield enlisted as an aviation cadet in the United States Army Air Corps. After numerous delays, he joined the United States Navy on 21 February 1942, and resigned from the Air Corps. He began aviation cadet training at NAS Sand Point, near Seattle, and then was sent to NAS Corpus Christi, Texas. In December 1942, he graduated, received his gold Naval Aviator wings and was commissioned as an Ensign, United States Naval Reserve.
Ensign Crossfield was assigned to NAS Kingsville as an advanced bombing and gunnery instructor. He was promoted to Lieutenant (junior grade), 1 March 1944. He continued as a gunnery instructor for two years before being transferred to Air Group 51 in the Hawaiian Islands, which was preparing for the invasion of Japan. He was promoted to Lieutenant, 1 August 1945, while serving aboard the Independence-class light aircraft carrier USS Langley (CVL-27). With the end of World War II, though, the Navy was cutting back. Lieutenant Crossfield was released from active duty 31 December 1945.
In April 1943 at Corpus Christi, Texas, Ensign A. Scott Crossfield married Miss Alice Virginia Knoph of Seattle. They would have five children.
Following the War, Scotty returned to the University of Washington to complete his degree. He took a part time job operating the University’s wind tunnel. At the same time, he remained in the Naval Reserve, assigned to VF-74, a fighter squadron which flew both the Grumman F6F Hellcat and Chance Vought F4U Corsair out of NAS Sand Point, back where his naval career began.
Crossfield graduated from the University of Washington with a bachelor’s degree in aeronautical engineering in June 1949, and a master’s degree in 1950.
In 1950 Crossfield joined the National Advisory Committee for Aeronautics (NACA) as a research test pilot at the High-Speed Flight Station, Edwards Air Force Base, California. He flew the Republic YF-84, F-84F Thunderstreak, and North American Aviation F-86 Sabre. Crossfield made 25 flights in the delta-winged Convair XF-92A, which he described as “the worst flying airplane built in modern times.” He also flew the Northrop X-4 and Bell X-5. He made 17 flights conducting stability tests in the Douglas D-558-1 Skystreak. Scotty made 65 flights in the North American Aviation F-100A Super Sabre, including a test series which discovered a fatal flaw which led to the death of North American’s chief test pilot, George S. Welch.
Crossfield is known as a rocketplane pilot. He made 10 flights in the Bell X-1, and 89 in the Douglas D-558-II Skyrocket. He became the first pilot to exceed Mach 2 when he flew the Skyrocket to Mach 2.005, 20 November 1953.
Crossfield flew for NACA for approximately five years. During that time, approximately 500 flights were made at Edwards by NACA test pilots. Scott Crossfield flew 181 of them.
Scott Crossfield left NACA in 1956 to join North American Aviation, Inc., as chief engineering test pilot for the X-15 project. Between 8 June 1959 and 6 December 1960, he made fourteen flights in the X-15. He reached a maximum speed of Mach 2.97 and altitude of 88,116 feet (26,858 meters). Once the contractor’s flight tests were completed and the rocketplane turned over to the U.S. Air Force and NACA, the customers’ test pilots, Joe Walker and Major Robert M. White, took over.
Albert Scott Crossfield made 114 flights in rocket-powered aircraft, more than any other pilot.
After completing his work on the X-15, Crossfield followed Harrison (“Stormy”) Storms, who had been the Chief Engineer of North American’s Los Angeles Division (where the X-15 was built) to the Space and Information Systems Division in Downey, California, where he worked in quality assurance, reliability engineering and systems testing for the Apollo Command and Service Modules and the Saturn S-II second stage.
Crossfield left North American at the end of 1966, becoming Vice President for Technological Development for Eastern Air Lines. In this position, he flew acceptance tests for new Boeing 720 and 727 airliners at Boeing in Seattle.
In The X-15 Rocket Plane, author Michelle Evans quoted Crossfield as to why he had not entered NASA’s space program as an astronaut:
One question that pressed was, with his love of flight and the early responsibility of going into space with the X-15, why would Scott not apply to the NASA astronaut office? He explained, “[Dr.] Randy Lovelace and General [Donald] Flickinger were on the selection board. They took me to supper one night and asked me not to put in for astronaut. I asked them, ‘Why not?’ and they said, ‘Well, we’re friends of yours. We don’t want to have to turn you down.’ I asked, ‘Why would you have to turn me down?’ and they said, ‘You’re too independent.’ “
—The X-15 Rocket Plane: Flying the First Wings into Space, by Michelle, Evans, University of Nebraska Press, 2013, Chapter 1 at Page 33.
The remains of Albert Scott Crossfield are interred at the Arlington National Cemetery.
¹ “Scott Crossfield” is the family name, going back for several generations.