EMBLEMS OF 

EXPLORATION

Logos of the NACA and NASA

Monographs in Aerospace History, no. 56

Joseph R. Chambers

Mark A. Chambers

EMBLEMS OF 

EXPLORATION

Logos of the NACA and NASA

Monographs in Aerospace History, no. 56

Joseph R. Chambers

Mark A. Chambers

National Aeronautics and Space Administration

Office of Communications

NASA History Program Office

Washington, DC 20546

NASA SP-2015-4556
Library of Congress Cataloging-in-Publication Data

Chambers, Joseph R.

Emblems of exploration : logos of the NACA and NASA / by Joseph R. Chambers and Mark A. Chambers, 

National Aeronautics and Space Administration, Office of Communications, Public Outreach Division, 

History Program Office.

pages cm.—(Monographs in aerospace history ; #56)

Includes bibliographical references.

1. United States. National Aeronautics and Space Administration—Insignia. 2. United States. National 

Aeronautics and Space Administration—Medals. I. Chambers, Mark A. II. Title.

TL521.312.C438 2015

629.402’7—dc23

2015019236

This publication is available as a free download at http://www.nasa.gov/ebooks.
iii

Contents

Preface . . . . . . . . . . . . . . . . . . . . . . . . . v

Acknowledgments . . . . . . . . . . . . . . . . . .  i

CHAPTER 1

Wings of Eagles, 1915–1940 1

Beginnings . . . . . . . . . . . . . . . . . . . . . . . 1

The Langley Memorial Aeronautical Laboratory. 

The First Wings. 

Emblems at the Flight Line. 

Aircraft Markings 4

The Shield 9

Ground Crews and Equipment 9

Birth of the NACA Wings. 

Applications of the NACA Wings. 

Building Emblems 12

Publications and Correspondence 19

John Victory: No NACA Insignia . . . . . . . . . . . 20

CHAPTER 2

Maturity and Pride, 1941–1957 21

Zenith of the NACA. 

An Official Insignia . . . . . . . . . . . . . . . . . . 22

The “Modified Standard” Emblem. 

Applications of Standard and Modified Wings. 

Building Emblems 25

Aircraft Markings 29

Insignia and Deception 40

Employee Applications. 

Lapel Pins 41

Service Pins 43

Badges 45

Retirement Plaques 49

Publications and Correspondence 49

Miscellaneous Applications 51

The NACA Seal. 

Anticipating the Future . . . . . . . . . . . . . . . . 56
iv Contents

CHAPTER 3

A New Agency, 1958–1959 57

Search for a New Logo. 

The Vision Begins 58

The NASA Seal . . . . . . . . . . . . . . . . . . . . 60

The Path to Presidential Approval 62

The NASA Insignia . . . . . . . . . . . . . . . . . . 66

The Red Wing 67

Applications During Transition . . . . . . . . . . . . 72

CHAPTER 4

Fly Me to the Moon, 1960–1974 75

Insignia and Seal: Onward and Upward . . . . . . . 75

Criticism 75

Applications of the Logos. 

Aeronautics 78

Human Spaceflight. 

Publications 88

CHAPTER 5

Controversy, 1975–1991 89

The NASA Logotype . . . . . . . . . . . . . . . . . 89

The New Insignia . . . . . . . . . . . . . . . . . . . 90

Implementation 92

The Shuttle Emblems. 

Applications of the Logotype. 

Buildings 94

Aircraft 96

Space Shuttle 98

Satellites 102

Publications and Correspondence 103

Anniversary Logos . . . . . . . . . . . . . . . . .  10

CHAPTER 6

Back to the Future, 1992–Today 105

Rebirth of the Meatball.  

The “Wormball”.  

Overdue Recognition.  

The Designer Passes.  .

The Swoosh.  .

Applications of the Meatball . . . . . . . . . . . .  11

Buildings and Exhibits 115

Aircraft 116

Space Shuttle 119

Service Pins 122

Distinguished Service Medal 122

Honor Award Certificates 124

Retirement Plaques 124

Internal Newsletters 125

Publications 125

Miscellaneous Applications.  .

The NACA/NASA Centennial.  .

CHAPTER 7

Summary 129

About the Authors.  .

The NASA History Series.  .

Index.  .
v

Preface

In 1992, Jerry C. South, Jr., a NASA researcher at the 

NASA Langley Research Center in Hampton, Virginia, 

posed a challenge to A. Gary Price, Head of the Office 

of External Affairs at Langley. The new administrator 

of NASA, Daniel S. Goldin, had recently made a decision to reinstitute the well-known “meatball” insignia 

as part of his effort to revitalize the Agency. South had 

knowledge of some aspects of the origin of the emblem 

that had been designed 34 years earlier in 1958, and 

he pointed out that the details of the conception and 

history of the logo had never been documented. Since 

Price’s organization was the designated Langley focal 

point for such historical information at the time, South 

suggested that the topic would be an excellent project 

for External Affairs.1 Mark Chambers, the coauthor of 

this publication, worked for Price and was assigned the 

task of researching the genesis of the emblem, including interviewing key individuals known to be essential 

to the NASA meatball story.

1 South, J. C., Jr., Meatball Logo Based on Wind Tunnel 

Model, The Researcher News, Langley’s in-house newsletter, 

NASA Langley Research Center, 14 August 1992, p. 2. 

In the summer of 1992, Chambers interviewed 

several key participants involved in the design process, reviewed correspondence, studied documents and 

technical reports, and obtained relevant material from 

the NASA photographic archives at Langley. The story 

that emerged from his efforts was reported to Price and 

his organization, which in turn sent samples of some 

of the documented results to NASA Headquarters for 

official review.2 Unfortunately, the results of the study 

were never published. 

In 2012, Chambers’ father, Joseph R. Chambers, 

discovered the 20-year-old notes that had been accumulated by Mark and decided to pursue the story with 

the intention of formally documenting the details to 

the fullest extent possible. By that time, many of the 

key participants of the events that had occurred almost 

55 years earlier had passed away, and much more 

research was required to fill in the blanks.

After the completion of additional research and 

new interviews, a lecture on the evolution of the NASA 

seal and insignia was presented to Langley staff and 

2 Chambers, Mark A., “History of the Red ‘V’ in the NASA 

Meatball,” NASA History Office File 4542, 31 July 1992.
vi Preface

the public in 2013, to good reception.3 The presentation was then followed by overview articles in News 

& Notes, the NASA History Program Office’s quarterly newsletter.4

 As interest in the topic continued 

to grow, and with the encouragement of the NASA 

Headquarters History Program Office, the authors 

expanded the story of the NASA emblems to include 

additional research and discussion of the logos used by 

NASA’s predecessor, the National Advisory Committee 

for Aeronautics (NACA). 

The expansion of the effort to document the complete account of the design, evolution, and applications 

of the NACA and NASA emblems was deemed particularly appropriate in recognition of the 100th anniversary of the NACA/NASA in 2015. The centennial 

celebration includes numerous historical reviews, symposia, and media coverage that will benefit from the 

material herein.

Research on the NACA emblems was especially 

challenging. The history and evolution of the symbols had not been documented prior to the current 

research. Tracking down official documents and photographs for the period 1915–1958 required extensive 

investigation of current archives at NASA Centers 

and trips to the National Archives and Records 

Administration (NARA) at College Park, Maryland, 

where many of the documents and photographs of the 

NACA laboratories are stored. Unfortunately, some of 

3 Chambers, Joseph R., “Wings, Meatballs, Worms and 

Swooshes,” Lecture presented at NASA Langley Research 

Center Colloquium Series, 9 July 2013, http://www.

youtube.com/watch?v=uLRMNNQiE0Q&feature=youtu.be

(accessed on 11 August 2014).

4 Joseph Chambers, “The NASA Seal and Insignia, Part 1,” 

News & Notes of the NASA History Program Office, 30, 

no. 2 (2013), pp. 11–15; and “The NASA Seal and Insignia, 

Part 2,” News & Notes, 30, no. 3 (2013), pp. 1–4. Back 

issues of News & Notes are available at http://history.nasa.

gov/histnews.htm. 

the photographs showing early applications of NACA 

logos have deteriorated beyond repair with age or have 

disappeared from archival collections. On the other 

hand, the majority of textual records at NARA have 

been preserved in excellent physical condition and thus 

provided invaluable information for this effort. 

As might be expected, surprises occurred in the 

review of the NACA data. For example, it was found 

that the NACA operated for its first 25 years without 

an official insignia and for almost 40 years without a 

seal during an age noted for heraldry and organizational emblems. The historical data gathered to date do 

not permit identification of the designer of the original NACA logo. Fortunately, archived information did 

permit identification of precise dates and descriptions 

of changes that occurred during the evolution of the 

NACA insignia and seal.

Documentation of the design, evolution, and applications of NASA emblems proved to be a less difficult 

task. Key individuals and agencies involved in the 

design process were identified, the symbolism of certain elements was determined, changes that occurred 

over the years were documented, and examples of 

applications were selected. Research on the NASA 

logos also produced unexpected results and findings. 

For example, the background behind the design of the 

red “slash” exhibited in the NASA insignia revealed an 

undocumented association with previously classified 

research activities. Also surprising was the unwillingness of organizations—especially flight research operations—to follow directives regarding the application 

and modification of logos.

The material presented herein is organized chronologically and covers the subject from the first days of the 

NACA in 1915 to the current-day situation of NASA. 

Inputs from historical archivists at the current NASA 

Centers have contributed a significant amount of 

material on the logos of the NACA and NASA at their 
Preface vii

specific Centers. Particularly valuable information on 

the chronology of the NACA and NASA logos and the 

participation of the U.S. Army is also discussed.

This publication has two primary objectives regarding the NACA and NASA logos. The first objective 

is to provide, to the extent possible, detailed information about the designers and design processes for the 

emblems. The second objective of the discussions is 

to briefly illustrate the applications of these respected 

and admired insignias and seals within the cultures of 

each agency. For this task, photographs and descriptions are used to exemplify applications to buildings; 

equipment; aircraft and spacecraft; correspondence 

and documents; and personal memorabilia such as 

pins, awards, and retirement plaques. 

In view of the hundreds of thousands of photographs that might have been used to illustrate applications of the NACA and NASA logos, the authors 

took on the imposing task of reducing the candidates 

to an acceptable number of examples for this publication. Within this necessary constraint, we chose photographs that illustrate especially important and interesting activities. We humbly apologize to all for omission 

of other favorite projects and facilities.

Over the course of their histories, the NACA and 

NASA have developed a wide variety of emblems 

representing each agency’s illustrious exploration of 

aerospace missions. Hundreds of individual mission 

emblems and patches came about with the beginning 

of human spaceflight activities that will not be covered 

herein. This publication concentrates on the rich and 

interesting history of the conception and implementation of the world-famous NACA and NASA seals 

and insignias that have been displayed for decades on 

aeronautics and space research vehicles and facilities, 

as well as those proudly worn by flight research pilots, 

astronauts, and the dedicated employees of these two 

world-class organizations.

Discussions in each chapter refer to certain NACA 

laboratories and NASA Centers as they existed in specific time periods before and after the establishment of 

NASA in 1958. For the reader’s information, the locations and name changes of the sites through the years 

are as follows: 

Hampton, Virginia: Langley Memorial 

Aeronautical Laboratory (LMAL 1920–1948); 

Langley Aeronautical Laboratory (LAL 

1948–1958); Langley Research Center (LaRC 

1958–present)

Moffett Field, California: Ames Aeronautical 

Laboratory (AAL 1939–1958); Ames Research 

Center (ARC 1958–present) 

Cleveland, Ohio: Aircraft Engine Research 

Laboratory (AERL 1942–1947); Flight 

Propulsion Research Laboratory (FPRL 1947–

1948); Lewis Flight Propulsion Laboratory 

(LFPL 1948–1958); Lewis Research Center (LRC 

1958–1999); John H. Glenn Research Center 

(GRC 1999–present) 

Edwards, California: Muroc Flight Test Unit 

(1947–1949); High-Speed Flight Research 

Station (HSFRS 1949–1954); High-Speed Flight 

Station (1954–1959); Flight Research Center 

(FRC 1959–1976); Dryden Flight Research 

Center (DFRC 1976–1981); Ames-Dryden Flight 

Research Facility (1981–1994); Dryden Flight 

Research Center (DFRC 1994–2014); Armstrong 

Flight Research Center (AFRC 2014–present) 

Wallops Island, Virginia: Pilotless Aircraft 

Research Station (PARS 1945–1958); Wallops 

Station (WS 1958–1974); Wallops Flight Center 
viii Preface

(WFC 1974–1981); Wallops Flight Facility 

(WFF 1981–present) 

Houston, Texas: Manned Spacecraft Center 

(MSC 1963–1973); Johnson Space Center (JSC 

1973–present) 

Merritt Island, Florida: Launch Operations 

Center (LOC 1962–1963); Kennedy Space 

Center (KSC 1963–present)
ix

Acknowledgments

Special thanks go to William P. Barry, NASA Chief 

Historian, for providing the encouragement and 

mechanism for this undertaking. Within the NASA 

Headquarters History Program Office, Stephen J. 

Garber served as contract manager for NASA, and Jane 

H. Odom and Colin A. Fries provided valuable documents from the archival collection at Headquarters. 

At the Langley Research Center, Mary E. Gainer provided photographs, documents, and support within her 

responsibilities for preserving Langley’s artifacts and 

documenting its history via the site http://crgis.ndc.nasa.

gov/historic/Larc, which is available for public viewing. 

Her intern, James R. Baldwin, provided photographs 

of current Langley buildings. H. Garland Gouger, 

Susan K. Miller, and the staff of the Langley Technical 

Library provided invaluable documents and information, especially for the early NACA days. Langley’s 

photo archivist Teresa L. Hornbuckle contributed personal research efforts and access to previously unpublished photographs in the Langley collection, and Gail 

S. Langevin provided access to the Langley Historical 

Archive Collection. Katrina L. Young of Langley’s 

Awards Office provided extensive documentation on 

NASA medals and other awards. Langley employees 

contributing artifacts included Tracey E. Redman, 

Benjamin A. Goddin, and James T. Berry. Graphics 

specialists Stanley H. Husch, William B. Kluge, and 

James H. Cato provided valuable information regarding current NASA graphics standards, aircraft insignia, and additional graphics support.

We are deeply appreciative of the support contributed by individuals at other NASA Centers. Thanks 

are extended to historian Robert S. Arrighi of the 

NASA Glenn Research Center, who provided unique 

photographs and documents on the career and personal life of James J. Modarelli as well as examples of 

applications of the logos at the Center. At the NASA 

Ames Research Center, historian Glenn E. Bugos, 

photo archivist Lana L. Albaugh, and archivist April 

D. Gage contributed photographs and information 

on design efforts for the NACA and NASA emblems 

and examples of applications of logos at Ames. Glenn 

also provided documents obtained during his visits to 

the National Archives and Records Administration 

(NARA) facility at San Bruno, California. Historians 

Christian Gelzer and Peter W. Merlin of the NASA 

Armstrong Flight Research Center provided valuable 

comments and photographs that added great value to 

the effort. Special thanks to Peter for his substantial 

contribution of photographs and comments.
x Acknowledgments

Many active and retired NASA personnel provided 

the foundation for the technical discussion and personal anecdotes presented in this work. Sincere thanks 

to Langley retirees Jerry South, Jr.; A. Gary Price; Roy 

V. Harris, Jr., P. Kenneth Pierpont; Jack W. Crenshaw; 

Harry W. Carlson; A. Warner Robins; and Owen 

G. Morris; Ames retirees Victor Peterson, Leroy L. 

Presley, Vernon J. Rossow, and William C. Pitts; and 

Johnson Space Center retirees Roger Zwieg and Robert 

M. Payne. Helene Katzen’s permission to use a photograph of her husband Elliott Katzen is also appreciated.

 The staff of the NARA facility at College Park, 

Maryland, was of tremendous assistance, providing 

access and guidance for finding original documents 

and photographs from its NACA collection. Particular 

thanks go to NARA archivists David A. Pfeiffer of the 

Textual Reference Branch and Holly Reed of the Still 

Pictures Branch. Brian Nicklas of the Smithsonian 

National Air and Space Museum also provided insightful comments and photographs. Aviation enthusiast 

Jennings Heilig contributed graphic support. Special 

thanks to Keith Yoreg and his mother Janette Davis 

for their gracious contribution of the photograph of 

Orville Wright’s badge and to James J. Modarelli, Jr., 

for providing materials and anecdotes on his father’s 

legendary career. Scott Sacknoff, publisher of Quest: 

The History of Spaceflight Quarterly, also provided 

graphics and valuable comments.

Charles V. Mugno, Director of the Army Institute 

of Heraldry, and Paul J. Tuohig, senior research analyst, shared detailed records of the interactions of their 

agency with the NACA and NASA during the design 

evolution of the seals and insignia. Their inputs were a 

key contribution to the success of this effort.

Thanks to the anonymous reviewers who examined the draft for accuracy, content, and readability. 

Their comments and suggested changes resulted in a 

greatly enhanced publication. Finally, the authors wish 

to thank Yvette Smith of the NASA History Program 

Office as well as Chinenye Okparanta, Jennifer Way, 

and Michele Ostovar of NASA’s Communications 

Support Services Center for their outstanding work in 

editing and layout. 

The authors were honored to have interviewed 

principal participants Robert T. Jones and James J. 

Modarelli before their passing. Although the details 

of memories of events that had occurred over 34 years 

earlier at the time of their interviews had begun to 

fade, the discussions and information they provided 

were priceless.
1

CHAPTER 1

Wings of Eagles, 1915–1940

Beginnings

Following the first controlled heavier-than-air flight by 

the Wright brothers in 1903, a relative lack of interest 

in further development and applications of this radical new capability existed within the United States. 

Meanwhile, visionary individuals in Europe took the 

lead in furthering technologies and accelerating experiences with applications of new flying machines. 

When World War I began in 1914, France had 1,400 

airplanes; Germany had 1,000; Russia had 800; Great 

Britain had 400; and the United States had only 23.1

The loss of U.S. momentum and leadership in human 

flight did not, however, go unnoticed by a small group 

of American scientists, politicians, and public figures. 

In 1913, Charles D. Walcott, the new Secretary of 

the Smithsonian Institution, attempted to stimulate 

Congress into creating a new agency for aeronautical 

research and oversight.

1 J. C. Hunsaker, “Forty Years of Aeronautical Research,” 

Smithsonian Report for 1955, p. 243.

Despite the fact that President Woodrow Wilson 

did not favor Walcott’s proposal, the untiring efforts 

of Walcott and a small group of scientists and military officers finally moved Congress to take action. 

Congress created a rider to a 1915 Naval Appropriations 

Act to create a new aeronautical advisory committee to 

organize and direct aeronautical research and development for the nation. The Advisory Committee, which 

was created on 3 March 1915, reported directly to 

the President, who personally appointed its members 

with no salaries. The legislation gave birth to a new 

agency initially named the Advisory Committee for 

Aeronautics, similar to an established advisory group 

in England. The Committee originally consisted of 12 

members, with 2 members from the Army, 2 from the 

Navy, and 1 each from the Smithsonian Institution, 

the National Bureau of Standards, and the Weather 

Bureau. An additional 5 members were selected from 

the engineering and scientific communities. At its first 

meeting, the group proclaimed itself the National 

Advisory Committee for Aeronautics (NACA).
2 CHAPTER 1 Wings of Eagles, 1915–1940

The Langley Memorial Aeronautical 

Laboratory

The rider that established the NACA also included the 

potential for future establishment of an aeronautical 

research laboratory. In 1916, Walcott and Army and 

Navy leaders discussed a proposal to establish a joint 

Army-Navy-NACA experimental field and proving 

ground. After extensive debates over potential sites for 

the research laboratory, the War Department procured 

1,650 acres of land in 1917 near Hampton, Virginia, 

for the combined use of the Army, Navy, and the 

NACA in aeronautical operations and research.2 The 

site was named Langley Field in honor of early flight 

pioneer Samuel Pierpont Langley. The NACA began 

construction of the first civilian research laboratory 

there in 1917. Originally known as the Field Station of 

the Committee, it was renamed on 11 June 1920 the 

Langley Memorial Aeronautical Laboratory (LMAL).3

World-famous architect Albert Kahn of Detroit, 

Michigan, was chosen by the Army to design the general layout of the property, the flying field, and the 

Army Air Service buildings at Langley Field in 1917. 

The construction process proved to be a tremendous 

challenge because of the isolated location—complete 

with swarms of mosquitoes, outbreaks of influenza, 

inadequate housing—and poor relations between the 

Army and the NACA. Delays in construction of facilities and bickering between the intended organizations 

led to the Army transferring its research organization 

2 The NACA’s initial share of the property was only 5.8 acres 

but as the research facilities multiplied in ensuing years, 

the War Department released more land and, by 1939, the 

NACA occupied 28 acres.

3 Letter from John F. Victory, Assistant Secretary of the 

NACA to Langley Memorial Aeronautical Laboratory, 

Subject: Change of Laboratory Name. 16 June 1920. 

(Record Group 255, Textual Reference Branch, NARA 

College Park, MD)

to McCook Field in Ohio, while retaining an aviation 

training mission at Langley Field. The Navy also abandoned its role at the new site and moved its testing of 

seaplanes to Norfolk, Virginia. 

The First Wings

Although Kahn had overall leadership for the detailed 

design of the Army buildings at Langley, the NACA 

contracted with the architectural firm of Donn & 

Deming of Washington, DC, for the design of its laboratory building on 13 June 1917.4

 Construction efforts 

by the J. G. White Engineering Corporation for the 

NACA laboratory building began on 17 July 1917 with 

excavation. The building was completed in 1918 and 

construction of the first NACA wind tunnel began.5

The LMAL officially dedicated its laboratory in conjunction with the completion of its atmospheric wind 

tunnel on 11 June 1920. By 1924, the NACA buildings 

included the original laboratory building (by then an 

administration building), an atmospheric wind tunnel 

with a 5-foot test section, the world’s first variable-density wind tunnel, two temporary buildings serving as 

dynamometer labs, and a small airplane hangar at the 

Langley flight line. 

William I. Deming and his team designed the 

LMAL building with Doric columns, a projecting cornice, and limestone door surrounds. An engraving of 

a circular symbol containing stylized versions of the 

4 Letter from John F. Victory, NACA Special Disbursing 

Agent to Donn & Deming, Architects of Washington, DC, 

dated 13 June 1917. (Record Group 255, NARA Textual 

Reference Branch, College Park, MD)

5 Donn & Deming was also responsible for the design of the 

building housing the wind tunnel.
CHAPTER 1 Wings of Eagles, 1915–1940 3

letters “NACA” with eagle-like wings on either side 

was located directly above the main entrance when the 

laboratory opened in 1920. Similar winged logos were 

popular within many other military and civil organizations at the time. The symbol on the first NACA building was apparently the first use of a winged emblem 

by the NACA. The descriptive words “Research 

Laboratory” were engraved directly below the winged 

symbol. This layout appeared in original blueprints for 

the building as submitted by Deming for the approval 

of the NACA.6

 Our research did not reveal a formal 

directive by the NACA to Donn & Deming for the 

winged NACA symbol, and we conclude it is possible that the designers of the architectural firm were 

responsible for the first logo used by the NACA.7

6 Record Group 255, Box 78, Folder 21-1, NARA. Textual 

Reference Branch, College Park, MD.

7 In 1928, William I. Deming was asked to address a possible 

NACA desire to rename the building in honor of Charles 

D. Walcott. He examined the possibility of inscribing the 

FIGURE 1-1. 

The Langley Memorial Aeronautical Laboratory in 1924. 

The building in the foreground housed administration 

and services. The building at the upper right contained 

an atmospheric wind tunnel and the building immediately to its left was the world’s first pressurized wind tunnel. 

The two temporary buildings in the upper left were 

engine dynamometer labs. The NACA also operated 

research aircraft and an airplane hangar on the flight line 

at Langley Field. (NASA L-01375)

The original NACA building underwent numerous 

renovations through the years, including side additions 

in the 1940s. In 1958, the new NASA organization 

continued to use the building for its Langley headquarters, but moved its administrative offices across 

Langley Field to the main NASA campus in the 1960s. 

NASA transferred the building to the U.S. Air Force 

in 1977. Today, the facility is known as the General 

Creech Conference Center. The original NACA logo, 

however, still remains embossed above the words 

“Research Laboratory.”

words “Walcott Building” above the cornice of the doorway, 

but he suggested that the words “Research Laboratory” be 

retained as a designation of the type of building. His firm 

supplied a blueprint of the potential changes to the NACA. 

No further action took place on the renaming proposal. 

Record Group 255, Box 79, Folder 21-3, NARA Textual 

Reference Branch, College Park, MD.
4 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-2. 

Entrance to the Langley Research Laboratory as it 

appeared in early 1928. The first example of a winged 

symbol used by the NACA was engraved directly above 

the building’s name. (NASA L-02056)

FIGURE 1-3. 

Close-up view of the NACA symbol. (NASA L-02056)

Emblems at the Flight Line

AIRCRAFT MARKINGS

In addition to the emblem exhibited on the NACA Research Laboratory building, 

many other logos were in evidence in the flight research organization. The symbols 

all appeared without evidence of formal directives and varied considerably during 

the early 1920s. The markings appeared on ground equipment and working clothes 

worn by mechanics during daily flight operations. 

A small cadre of researchers at the LMAL under the direction of Edward P. 

Warner, Chief Physicist of the LMAL, began planning a series of studies to correlate 

wind-tunnel and in-flight results for aerodynamics even before the research laboratory was formally dedicated. In 1919, research flights began when the Army Air 

Service loaned two Curtiss JN-4H “Jenny” aircraft to the NACA for its embryonic 

studies. Although Warner’s team added extensive instrumentation to the Jennies, 

the aircraft largely retained their original military markings with the exception of 

individual aircraft identification numbers. No special NACA logos were adopted at 

the time, setting a precedent that existed through most of the NACA years—that 

is, aircraft on temporary loan from the military carried no special NACA markings.

The first evidence of a winged emblem on an NACA aircraft occurred in 1923 

on a U.S. Air Service de Havilland DH-9 biplane obtained by the NACA for use as 

a passenger airplane. The airplane, obtained on loan from the Army’s McCook Field 

in Dayton, Ohio, arrived at Langley in 1922, and the rear cockpit was modified 
CHAPTER 1 Wings of Eagles, 1915–1940 5

FIGURE 1-4. 

The NACA research airplane group in 1922 appears in standard military color schemes of the day with individual identification numbers added 

by the NACA. The aircraft on the far left is a Vought VE-7 and the others are Curtiss JN-4H Jennies. The second airplane from the right has been 

fitted with an auxiliary fuel tank on the upper center wing and tank-like sand containers on the lower wing for studies of roll response after the sand 

was released from one side. The Jenny on the right has been modified to use two identical wings with ailerons and a single cockpit enclosure for 

studies of improved performance. The aircraft were finished in yellow-gold linen with olive-green engine areas and vertical rudder stripes of (frontto-rear) blue, white, and red. (NASA L-00272)

by the NACA staff with an enclosed cabin in which 

two passengers could be accommodated in a face-toface position.8

 The aircraft carried a winged emblem 

of interest forward of the cockpit on both sides of the 

fuselage. Unfortunately, the only two existing pho8 Eighth Annual Report of the National Advisory Committee 

for Aeronautics 1922 Including Technical Reports Nos. 

133 to 158. 1 January 1923.

tographs of the airplane are of low resolution and 

do not permit the details of the emblem to be read. 

Examination of photographs of all other de Havilland 

aircraft flown at McCook Field during the period did 

not show such an emblem.9

 It appears, therefore, that 

9 Telephone and e-mail correspondence with Brett A. Stolle, 

Manuscript Curator of the National Museum of the United 

States Air Force, Wright Patterson AFB, OH, 19 August 2014.
6 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-5. 

A rather illegible winged 

emblem was displayed 

on this de Havilland DH-9 

used for transportation by 

the NACA at Langley in 

1923. Note the enclosed 

rear cockpit used by passengers. (NASA L-00503)

FIGURE 1-6. 

This 1929 photograph 

of the Fairchild FC-2W2 

owned by the NACA 

displays a winged symbol 

on the fuselage similar 

to that carried earlier by 

the de Havilland DH-9. 

Unfortunately, the words 

are unreadable. (NASA 

L-03546)
CHAPTER 1 Wings of Eagles, 1915–1940 7

the emblem was applied to the DH-9 by NACA personnel after it arrived at Langley. The general arrangement of the emblem appears similar in some respects 

to what would become the NACA wings insignia a 

decade later.

FIGURE 1-7. 

The words identifying 

the FC-2W2 as a NACA 

aircraft are legible in this 

photograph taken during 

an entry in the Langley 

Propeller Research Tunnel 

in 1929. (NASA L-03778)

The results of attempts to decipher the words of 

the emblem carried by the NACA DH-9 were very 

disappointing. The low-resolution photographs defied 

attempts at enhancement using current computer software and image enhancement methods. In addition, 

exhaustive searches within the archival NACA collections of NASA and NARA did not provide additional 

clarification beyond the operational usage of the airplane. Finally, since the aircraft was used solely for 

transporting passengers, no research reports on its use 

were written. Fortunately, further research on another 

NACA transport aircraft of the period provided a 

breakthrough in the mystery. 

After three years of flying the DH-9 for transportation of personnel, the NACA replaced it by purchasing its first airplane, a more comfortable 4–6 place 

Fairchild FC-2W2 transport, in 1928. The transport 

initially appeared with what looks to be the same logo 

as that carried earlier by the DH-9—but once again 
8 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-8. 

Illustration of the NACA 

emblem carried on the FC2W2 transport. (Contributed by Jennings Heilig)

only a few low-resolution flight-line photographs are 

available and the details of the words on the emblem 

are beyond recognition. 

Fortunately, the Fairchild was used for research 

purposes as well as its transportation duties. The airplane was tested in the Langley Propeller Research 

Tunnel (PRT) in December 1929 for a project managed by Fred E. Weick to measure the aerodynamic 

drag of the airplane’s components and the effectiveness 

of NACA engine cowl concepts to reduce drag and 

improve engine cooling.10 Close-up photographs were 

taken during the tunnel entry. Nine of the ten photos 

taken were of poor quality, but one was of sufficiently 

high resolution to permit identification of the graphic 

elements and the words. The elements of the logo 

consisted of a shield with wings on either side. In the 

picture, the words on the emblem are (top to bottom) 

“National” “Advisory Committee” “for” “Aeronautics” 

and “Langley Field, VA.”

Comparison of the general features of the logo 

with that of the DH-9 indicates that the earlier aircraft 

10 William H. Herrnstein, Jr.: Full-Scale Drag Tests on 

Various Parts of the Fairchild (FC-2W2) Cabin Monoplane. 

NACA TN 340, May 1930.

probably carried the same marking. The DH-9 and the 

FC-2W2 were the only two NACA aircraft to have carried this insignia, and the emblem was removed from 

each vehicle during service in 1926 and 1930, respectively.11 After these brief appearances, this particular 

logo was never used again by the NACA.

11 The DH-9 (serial number AS 31839) was referred to as 

Aircraft 9 at Langley and used for transportation of NACA 

personnel passengers (including Dr. George Lewis of 

Headquarters) and as a courtesy aircraft for the Air Service 

at Langley Field from 1923 to 1924. It was then completely 

modified by the NACA and re-entered service in 1926 

with the designation DH-4M2 and was subsequently 

used for tests of a propeller dynamometer concept. After 

the conversion, it no longer carried a NACA emblem. See 

W.D. Grove and M.W. Green, “The Direct Measurement 

of Engine Power on an Airplane in Flight with a Hub Type 

Dynamometer,” NACA Report No. 252, 1927. The FC2W2 was used primarily for transportation of personnel 

between Langley and destinations such as the Washington, 

DC, Anacostia Naval Air Station, and the Naval Operations 

Center at Norfolk. It was also used for specific research 

studies including cowl tests, icing tests, and propeller brake 

testing. After the tests in the PRT were completed in late 

1929, the airplane was repainted and the NACA emblem 

was removed. Daily logs of the usage of both airplanes are 

archived in the Langley Historic Archives.
CHAPTER 1 Wings of Eagles, 1915–1940 9

THE SHIELD

In 1928, John F. Victory, Executive Secretary of the 

NACA, requested approval from the Secretary of 

Commerce for the design of a standardized symbol for 

use on the tail surfaces of the airplanes procured by the 

Committee.12 The marking consisted of a shield with 

red and white vertical stripes beneath a blue header upon 

which the NACA number of the specific airplane was 

marked in silver. The designer of the shield emblem is 

unknown, but shield symbols were common for many 

organizations of the day and represented strength 

and unity. The proposal was approved by the Office 

of the Director for Aeronautics of the Department of 

Commerce and became the first systematic marking 

for NACA aircraft. The type of arrangement by which 

NACA aircraft were assigned—purchased, temporary, 

or permanent loan—dictated the markings applied.

FIGURE 1-9.

The standardized marking for NACA-owned aircraft appears on the vertical tail of a 

Fairchild XR2K-1 aircraft designated NACA 82 in this photo in 1940. The original black 

and white photograph on the bottom has been computer enhanced (colorized) to more 

vividly illustrate the color scheme and symbol carried by the silver and blue airplane. 

(Joseph Chambers based on NASA L-13581)

GROUND CREWS AND EQUIPMENT

Winged insignias also appeared on ground support 

equipment and uniforms worn by the NACA flight 

research organization at Langley. Photographs of the 

1920s show some commonality of logos for certain 

applications. Examples include a Ford truck modified 

with a Huck starter for NACA aircraft that carried a 

winged symbol with the letters “NACA” across the span 

of the emblem. The same logo adorned the back of coveralls worn by ground crew members. There is no evidence, however, that the emblem was common between 

aircraft and ground activities in the early 1920s. 

The first NACA research aircraft were housed in 

a double-roofed hangar next to hangars of the Army 

Air Service adjacent to the main runways at Langley 

Field. These original hangars were identifiable by the 

12 Letter from John F. Victory to the Secretary of Commerce 

dated 29 October 1928. See Arthur Pearcy, Flying the 

Frontiers: NACA and NASA Experimental Aircraft, Naval 

Institute Press, Annapolis, MD, 1993, p. 173.
10 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-10. 

A winged symbol denoting NACA equipment is 

displayed on this modified 

Ford with a Huck starter 

at Langley in 1926. The 

aircraft is a Vought VE-7 

flown without a similar 

marking. (NASA EL1997-00132)

FIGURE 1-11. 

Aircraft mechanics wear coveralls with NACA symbols while modifying a Fokker Trimotor transport with a NACA cowling concept in 1929. (NASA L-03415)

letters “NACA” posted over the hangar entrance. In 

1932, the flight research organization moved nearby 

to a new, larger building and the original hangars were 

demolished. As the result of a suggestion by Victory 

to Edward Sharp of LMAL in 1938, the roof of the 

new hangar was painted with the letters “NACA” in 

yellow on a 40-foot by 150-foot area of each side of the 

roof.13 This identification scheme was later also applied 

to aircraft hangars at the NACA Ames Aeronautical 

Laboratory (AAL) at Moffett Field, California, and the 

NACA Aircraft Engine Research Laboratory (AERL) 

in Cleveland, Ohio, when the hangars were built 

during the 1940s.

13 Letter from Edward R. Sharp, Administrative Officer of 

LMAL, to NACA, 14 April 1938. Subject: Hangar Roof 

Aircraft Identification Sign. Record Group 255, Box 78, 

Folder 21-1, NARA Textual Reference Branch, College 

Park, MD.
CHAPTER 1 Wings of Eagles, 1915–1940 11

FIGURE 1-12. 

Early NACA markings in 1932. The aircraft, a Boeing PW9, was the first American aircraft to have a metal fuselage 

and played a key role in a national program on the causes 

of in-flight structural failures. The NACA shield is visible on 

the rudder. Note the NACA letters above the entrance to 

the hangar. (NASA EL-1999-00433)

FIGURE 1-13. 

Aerial view of Langley Field in 1939. The roof of the 

NACA hangar is readily identifiable by the large letters 

on its roof at the upper right of the photograph. (Army 

Air Corps)
12 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-14. 

The roof of the Flight Research Laboratory at the NACA Ames Aeronautical Laboratory displays the NACA identifier in 1941. (NASA AAL-1449)

FIGURE 1-15.

The NACA Lewis laboratory flight hangar retained its NACA marking 

until the birth of NASA. (NASA C1955-38675)

Birth of the NACA Wings

In the early 1930s, virtually every federal agency had 

an emblem, including all of President Roosevelt’s 

Depression-era programs. The technical, financial, 

and leadership scenarios of the NACA were changing, 

begging for the introduction of a new logo to represent 

the organization. The NACA needed to ask Congress 

for money since it was competing more directly with 

other services, and the workforce was expanding 

quickly and diversifying. Although research to date 

has not identified a formal document introducing the 

new symbol, the NACA Committee approved a new 

approach to the organizational logo. The basic layout 

was similar to the winged emblem carried earlier by 

the DH-9 and FC-2W2 aircraft, but the letters were 

shortened to NACA with periods after each letter. The 

new symbol would later evolve, become standardized, 

and known as the NACA wings insignia. 

Applications of the NACA Wings

BUILDING EMBLEMS

Building of new NACA facilities at Langley rapidly 

progressed in the 1920s and 1930s. Following the 

introduction of the world’s first pressurized wind 

tunnel in 1922, a series of revolutionary new tunnels 
CHAPTER 1 Wings of Eagles, 1915–1940 13

FIGURE 1-16. 

The NACA emblem is seen above the entrance to the 8-Foot High-Speed Tunnel built in 1936. The tunnel circuit was demolished in 2011, and the 

office building is now operated by the Air Force. (NASA L-51079)

were conceived and put into operation. The 20-Foot 

Propeller Research Tunnel, the 30- by 60-Foot FullScale Tunnel, and the 8-Foot High-Speed Tunnel at 

Langley brought global attention and notoriety to the 

agency. Markings for new buildings followed the tradition used for the original laboratory—the NACA wings 

emblem was proudly positioned over the entranceway 

to the facilities, along with a name describing the mission of the organization housed in the building. 

The expansion of the NACA in the late 1930s and 

early 1940s to include the AAL and the AERL further 

increased the number of NACA facilities displaying 

the NACA logo and building mission. Many of the 

buildings erected during the NACA years at the laboratories have been demolished, but several remain at 

NASA Centers today with their logos still on display.
14 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-17. 

The Structures Research 

Laboratory building was 

the first building constructed in the NACA 

West Area in 1940, and 

it is still in use by NASA. 

The building displayed the 

early NACA wings insignia 

above the entrance doors 

to the right of the picture. 

(NASA L-22019)

FIGURE 1-18. 

An early version of the 

NACA wings symbol as it 

appears today above the 

entrance door to the old 

NACA hangar at Langley. 

Note the description of the 

research focus under the 

symbol and the periods 

after each letter in NACA. 

The building was turned 

over to the Air Force in 

1951, when the NACA 

built a huge hangar in 

the NASA West Area, but 

the exterior has changed 

very little. (Contributed by 

James Baldwin)
CHAPTER 1 Wings of Eagles, 1915–1940 15

FIGURE 1-19. 

The research staff of the Flight Research Laboratory at Ames in 1940 poses at the entrance to the laboratory. Note the subtle differences in the details of the NACA emblem compared to the details in the previous photograph. Each version of the early emblem was unique. (NASA AD88-0234-1)
16 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-20A. 

The NACA emblem marks the location of the 16-Foot High-Speed Tunnel at Ames, which began operations in August 1941. The tunnel was converted to the 14-Foot Transonic Tunnel in 1953 and was demolished in 2006. The cleared grassy area is located at the center of Ames and is now 

referred to as NACA Park. The letters and wings symbol have a brass insert, while most other signs have the letters carved into stone. (Contributed 

by Glenn Bugos)

FIGURE 1-20B AND 1-20C. 

The early NACA winged emblem appeared on the 7- by 10-Foot High-Speed Tunnel and the Technical Service Building at Ames. The Technical 

Service Building was one of the first operational buildings at Ames in 1940 and is still in existence today. (Contributed by Glenn Bugos)
CHAPTER 1 Wings of Eagles, 1915–1940 17

FIGURE 1-21. 

Test pilot Lawrence Clousing enters a Lockheed P-80 for a test flight at Ames in 1947. The Ames hangar was built in 1940. The NACA wing insignia 

is notable since it displays features of the early emblem but without periods after the letters. (NACA A-11880)
18 CHAPTER 1 Wings of Eagles, 1915–1940

FIGURE 1-22. 

The 16-Foot Transonic Tunnel was put into operation at Langley in late 1941. Although the 

wind-tunnel circuit was demolished in 2011, the office building remains in use by NASA 

with the original NACA emblem above the entrance. (Contributed by James Baldwin)

FIGURE 1-23. 

The Langley Low-Turbulence Pressure Tunnel became 

operational in 1941. The photograph shows the original name for the facility—“Two-Dimensional Pressure 

Tunnel”—and the early NACA wing symbol. The tunnel 

and building were demolished in 2015 and the location is 

currently a grassy area. (Contributed by James Baldwin)
CHAPTER 1 Wings of Eagles, 1915–1940 19

PUBLICATIONS AND CORRESPONDENCE

The NACA adhered to stringent directives for publications and external correspondence during the formative years covered by this era. For example, every 

reference to the NACA in technical reports was always 

made with periods after the individual letters. When 

spoken, individual letters were articulated by letter as 

N-A-C-A, rather than combined as the name “NASA” 

is usually pronounced today. 

The NACA wings insignia appeared on a few documents as early as 1933. For example, one of the early 

Committee reports detailing the aeronautical challenges of the day and the facilities of the NACA at the 

LMAL carried the logo. 

Interestingly, the logo did not appear on the covers 

of technical reports by the research staff. Covers of 

technical publications (e.g., technical reports and technical notes) carried only the author’s name, the report 

publication number, and title of the publication without any insignia.

FIGURE 1-24. 

The cover of an NACA overview document in 1933 displays the early NACA wings 

emblem. (U.S. National Archives at College Park, MD, Textual Reference Branch, RG 

255, Box 275, Folder 53-3)
20 CHAPTER 1 Wings of Eagles, 1915–1940

John Victory: No NACA Insignia

By the end of 1940, distinctly different versions of the 

NACA wings emblem were exhibited at many places 

throughout the laboratories and headquarters. Visitors 

might have easily concluded that the logo was the official insignia of the NACA, but that was not the case. 

Despite the growing usage of the wings, no official 

insignia for the NACA had been adopted. 

In May 1940, Hardings Brothers, Inc., of Elmira, 

New York, sent a letter to the LMAL requesting permission to identify the National Advisory Committee 

for Aeronautics as one of the users of the company’s 

products. (The specific product is not mentioned in 

the letter.)

Acting in his position as Executive Secretary of the 

NACA, Victory answered the request with these words:

Your letter of May 22, addressed to our laboratory at Langley Field, Virginia, has been referred 

to this office for reply. There is no objection to 

your using the name of the National Advisory 

Committee for Aeronautics as one of the users of 

your products. The Committee does not have an 

official seal or insignia.14

Thus, the NACA had operated for its first quarter 

century without an official seal or emblem. The widespread use of the early NACA wings as an insignia had 

been an informal, decorative action that flourished 

within the organization—especially within the flight 

research community. That practice was to change in 

1941 when a new version of the NACA wings was formally announced as the insignia of the agency. As will 

be discussed, a decade would pass before an official 

NACA seal would be designed and implemented.

14 Letter from John F. Victory to D. H. Laux, Vice President 

of Hardings Brothers, Inc., of Elmira, NY. 29 May 1940. 

Record Group 255, Box 275, Folder 53-3, NARA Textual 

Reference Branch, College Park, MD.
21

CHAPTER 2

Maturity and Pride, 1941–1957

Zenith of the NACA

The NACA continued its unprecedented acceleration 

of aeronautical research and technology development 

during World War II (WWII) and into the postwar 

years. Many regard the organization’s contributions 

of that era as the most important accomplishments 

during its 43-year existence. The capabilities of the 

original NACA laboratory at Langley were enhanced 

by the addition of the AAL at Moffett Field, California; 

the Aeronautical Engine Research Laboratory in 

Cleveland, Ohio; the High-Speed Flight Station in 

Edwards, California; and Wallops Station in Wallops 

Island, Virginia. With the addition of unique facilities and technical expertise, an aura of team spirit and 

pride grew and prevailed among the laboratory staff 

members. During WWII, patriotic fever was rampant 

at all the laboratories, where staff typically worked sixday weeks with no vacations. Fundamental research 

was forced to take a backseat as the major focus of the 

NACA became support of military aviation—providing the facilities and expertise to contribute solutions 

to critical problems and conducting evaluations of 

emerging military aircraft and systems. 

During the postwar years, the laboratories returned 

to areas of basic research, guided and challenged by 

lessons learned during the war and the emergence of 

radical new concepts—especially breakthrough technologies that would enable expanding the envelope 

into “higher, faster, and further” flight regimes. The 

NACA played a major role in the development and 

testing of a revolutionary series of X-planes that provided unprecedented data and information to the military and industry. 

Although it had been unofficial, the early NACA 

wing insignia of the 1920s and 1930s was a common 

unifying symbol that was proudly displayed to represent the technical leadership of the agency. The symbols, however, were not consistent and varied for each 

application. The logo was standardized in 1941 by a 

formal NACA directive and became the official NACA 

insignia. It was modified in 1947 with a specific graphical change, but all versions retained the basic appearance of the earlier unofficial emblems. This chapter 

contains examples of applications of the standard and 

modified insignia to buildings, aircraft, personal items, 

technical reports, and correspondence during the era.
22 CHAPTER 2 Maturity and Pride, 1941–1957

An Official Insignia

The versions of the unofficial NACA wing emblem 

through 1940 had been very individualistic, with different details and a lack of uniform graphic content 

between applications. Although the components of the 

insignia consisted of a shield with separate wings and 

periods after each letter in NACA, the shapes and positions of the individual elements varied considerably.

FIGURE 2-1A. 

This photograph of blueprint LED-9535 shows the layout of the NACA 

standard insignia introduced in 1941 and a table of dimensional proportions. (National Archives and Records Administration, San Bruno, CA. 

Record Group 255.4.1. File G10-10)

FIGURE 2-1B. 

Close-up view of data providing schedule of proportions to be followed 

in the standard insignia. (National Archives and Records Administration, 

San Bruno, CA. Record Group 255.4.1. File G10-10)

On 24 April 1941, at the semiannual meeting 

of the Committee, a new official “NACA Standard 

Insignia” was approved for use on buildings under 

construction.1

 Details of the insignia were given in 

NACA blueprint LED-9535, created by the Langley 

graphics department. The new insignia again showed a 

shield, wings, and the letters “NACA” across the logo. 

The use of periods after the letters, however, was discontinued and specific proportions for details such as 

the length and width of the overall insignia; width of 

1 Greatest Images of NASA (GRIN)-NASA Headquarters. 

http://naca.larc.nasa.gov/search.jsp?R=GPN-2000-001539&

qs=Ns%3DPublication-Date|0%26N%3D4294060006%2

B4294130770%26No%3D50 (accessed 13 August 2014). 
CHAPTER 2 Maturity and Pride, 1941–1957 23

FIGURE 2-2. 

This view of notable NACA attendees at the NACA Executives Conference at Langley in February 1946 shows an unusual version of the NACA 

wings above the entrance of the 1941 addition to the Langley Administration Building. The logo appears to adhere to the proportions of the 1941 

standard insignia directive but retains the periods after the letters per the early unofficial insignia. Attendees included (L–R): Front row: Smith DeFrance, AAL; Edward R. Sharp, AERL; John F. Victory, Edward H. Chamberlin, and John W. Crowley, Jr., NACA. Second row: H. J. E. Reid, LMAL; 

Carlton Kemper, AERL; Russell G. Robinson, NACA; Addison M. Rothrock, AERL; Ferril R. Nickle, AAL; Dolph Henry, LMAL. Back row: William J. 

McCann, AERL; Floyd L. Thompson, LMAL; Ralph E. Ulmer, NACA; W. Kemble Johnson, LMAL; Edward T. Mecutchen, NACA; Rufus O. House and 

Ernest Johnson, LMAL; Parmely C. Daniels, NACA; Elton W. Miller and T. Melvin Butler, LMAL; and Robert J. Lacklen, NACA. Lacklen would later 

become the Director of Personnel at NASA Headquarters and a key participant during the design and approval process for the NACA seal and the 

NASA seal and insignia. (LAL 47001)
24 CHAPTER 2 Maturity and Pride, 1941–1957

the shield; the height, width, and thickness of the letters; and spacing between the top of the letters and the 

top of the shield were defined.

The directive of 1941 arrived at a time when the 

NACA was in the midst of building several major facilities at the AERL, and Langley and Ames laboratories, 

and instances arose in which the building markings 

did not adhere to the new order. 

The “Modified Standard” Emblem

In 1947, a modified version of the official NACA 

insignia was introduced and applied; it was a simplified design of the standard insignia. This final version 

of the NACA insignia merged the separate elements 

of the shield and wings into a single solid background 

for enlarged NACA letters. Details of the emblem were 

given in NACA blueprint LED-16616, as supplied 

by the Langley graphics department. The design was 

widely used—particularly for NACA aircraft markings—and has been commonly remembered as the 

most famous NACA insignia.

FIGURE 2-3.

The modified standard insignia of 1947 combined the shield and wings components of 

the earlier logos. (NACA LMAL 51669)

During the planning for implementation of the 

modified standard insignia to Hangar Two at Ames in 

1949, the NACA staff discovered that the proportions 

of the insignia shown in LED-16616 were in error.2

The error was called to the attention of Headquarters 

and subsequently corrected. At the same time, Ames 

also requested permission to use the new version as 

a standard for NACA building entrance insignia. 

Headquarters denied the request.3

Victory, Executive Secretary of the NACA at the 

time, provided a detailed directive in 1952 that clarified the uses of the official and modified NACA wings 

insignia for the laboratories4

:

1. On 24 April 1941, the Chairman, at the Semiannual 

Meeting, said he approved a Standard NACA 

Insignia for use on buildings under construction. 

The insignia showed a shield with the wing on each 

side inscribed with the letters “NACA” as presented 

on blue print LED-9535, but without periods.

2. In the years following, use of a Modified Standard 

NACA Insignia (LED-16616) for certain purposes has been approved. Appropriate uses of the 

Modified Standard NACA Insignia have been:

2 Letter from Arthur B. Freeman, Administrative Management 

Officer at Ames, to E.E. Miller, Chief of Division of 

Research Information, NACA Headquarters, 23 November 

1949. National Archives and Records Administration, San 

Bruno, CA. Record Group 255.4.1. File G10-10 Procedure: 

Insignia-NASA Standard 1949–1952.

3 Letter from E.E. Miller, Chief of Division of Research 

Information, NACA Headquarters, to Ames, 9 December 

1949. National Archives and Records Administration, San 

Bruno, CA. Record Group 255.4.1. File G10-10 Procedure: 

Insignia-NASA Standard 1949–1952.

4 Letter from John F. Victory to Langley, Ames, and Lewis, 

22 May 1952. Record Group 255, Textual Records Branch, 

National Archives at College Park, MD. Also National 

Archives and Records Administration, San Bruno, CA. 

Record Group 255.4.1. File G10-10 Procedure: InsigniaNASA Standard 1949–1952.
CHAPTER 2 Maturity and Pride, 1941–1957 25

(1) Report figures and tables

(2) Photographs

(3) Covers of RM’s, TN’s, and TM’s

(4) Cover of telephone directories

(5) Slides

(6) Apprentice graduation invitations

(7) Inspection booklets

(8) Conference reports

(9) Movie titles

(10) Photostats of research data

(11) Laboratory directories

(12) Theses

(13) Speeches

(14) Laboratory forms

(15) NACA Civil Service Announcements

(16) NACA vehicles

(17) Decals

(18) Artist conceptions of new buildings

(19) Maintenance uniforms

(20) Basketball uniforms

(21) NACA research planes

3. Use of the Modified Standard NACA Insignia for 

purposes outlined in (2) is to be continued.

4. In the future, the Modified Standard NACA 

Insignia is to be used, instead of the Standard 

NACA Insignia, in such instances as on:

(1) Signal cover sheets

(2) Apprentice diplomas

(3) Testimonials

(4) Murals

(5) Displays for Air Force Day

(6) Displays for War Memorial Museum

(7) Apprentice graduation program

5. The NACA Standard Insignia will continue to be 

used on buildings.

Applications of Standard and Modified 

Wings

BUILDING EMBLEMS

The NACA insignia on new buildings and aircraft 

hangars at the NACA laboratories followed the directives of Headquarters after 1941. Each of the facilities 

exhibited impressively large versions of the insignia. 

The standard and modified wings insignia on the 

NACA flight hangars at the laboratories were particularly visible.

The NACA rapidly expanded its efforts in the construction of new wind tunnels in the years following 

FIGURE 2-4. 

The famous U.S. Army Air Forces B-17 bomber “Memphis Belle” visited the AERL on 

7 July 1943 as part of its homecoming war bond tour after being the first bomber to 

complete 25 combat missions in Europe. The standard NACA wing insignia is displayed on the hangar. (NACA C1943-01866)
26 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-5. 

A busy day of flight research at the NACA Aircraft Engine Research Laboratory in 1946. The AERL hangar was built in 1942 and displayed the standard NACA insignia. (NASA C1946-14736) 
CHAPTER 2 Maturity and Pride, 1941–1957 27

FIGURE 2-6. 

The modified standard 

NACA wings logo appears 

on the Ames hangar (now 

NASA building N211) in this 

photo of a Republic F-84F 

during NACA tests in 1954. 

(GPN-2000-001509)

WWII. Replicas of the NACA wings were placed 

above the main entrance doors to the tunnel buildings. The Langley 8-Foot Transonic Pressure Tunnel 

was an important NACA facility used by Richard T. 

Whitcomb to develop several breakthrough concepts 

including winglets and supercritical-wing technology. 

The tunnel was constructed in 1953 and displayed the 

standard NACA insignia throughout its lifetime. The 

facility was closed in 1996 and demolished in 2011, 

but the tunnel’s original NACA insignia is now displayed in the “America by Air” exhibit at the National 

Air and Space Museum (NASM) in the National Mall 

Building in Washington, DC. In honor of the NACA 

centenary, NASA Administrator Charles Bolden formally presented the iconic logo sign to NASM Director 

Jack Dailey during a reception on 3 March 2015.

An important highlight of NACA activities in 

the postwar years was the creation of the High-Speed 

Flight Research Station at Muroc, California, for the 

X-1 project during the nation’s assault on the sound 

barrier. That highly successful project was the first of 

countless achievements that have emanated from the 

complex at Edwards Air Force Base. The dedicated 

NACA staff initially occupied makeshift quarters that 

carried the NACA emblem at an area known as South 

Base. The original building housing the staff carried 
28 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-7. 

The NACA standard insignia was mounted above an entrance to the Langley 8-Foot Transonic Pressure Tunnel 

and remained there until the demolition of the building 

in 2011. The emblem is now on display at the National 

Air and Space Museum in the National Mall Building in 

Washington, DC. (Contributed by James Baldwin)

FIGURE 2-8.

The 12-Foot Pressure Tunnel, one of the most famous 

workhorse tunnels at the Ames Research Center, was 

identified by a facility sign with the NACA standard insignia. (Contributed by Glenn Bugos)

FIGURE 2-9.

The 40- by 80-Foot Tunnel at NASA Ames is the largest 

U.S. wind tunnel. It displays the NACA standard insignia. 

(Contributed by Glenn Bugos)
CHAPTER 2 Maturity and Pride, 1941–1957 29

the modified standard logo, but the modern building 

(Building 4800) that followed at Main Base exhibited 

the old standard NACA wings marking in compliance 

with the 1941 directive.

FIGURE 2-10. 

The NACA staff at the High-Speed Flight Research Station poses in front of its South Base office building at Edwards, California, in 1950. At the 

time, the staff reported to NACA Langley. The modified standard wings emblem was on display. (NASA E33717)

Use of the NACA insignia on new buildings was 

reserved for major facilities and did not, in general, 

apply to secondary buildings.

AIRCRAFT MARKINGS

From 1946 to 1957, the NACA’s expanding fleet of 

research aircraft went through dramatic changes in 

terms of color and insignia. In 1946, the NACA, the 

United States Air Force (USAF), and Bell Aircraft pursued the development of a radical series of experimental 

research aircraft, which became known as the Bell X-1 

series—specifically designed to investigate and conquer the mysterious sound barrier. The three early X-1s 
30 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-11. 

By 1954, the installation 

was renamed the NACA 

High-Speed Station and 

became an autonomous 

unit reporting to NACA 

Headquarters. Interestingly, the newly constructed 

main building at Main 

Base exhibited the older 

standard logo. (NASA 

E-33718)

FIGURE 2-12. 

The entrance to the Ames Aeronautical Laboratory 

exhibited the NACA modified standard wings emblem. 

(NASA A-13425)
CHAPTER 2 Maturity and Pride, 1941–1957 31

FIGURE 2-13. 

Not all NACA buildings displayed the NACA insignia. For example, the security guard house at the Lewis laboratory used individual letters in 1956. 

(NASA GRC 1956_43269)
32 CHAPTER 2 Maturity and Pride, 1941–1957

were initially painted bright orange for presumed ease 

of visibility and tracking during flight. During Chuck 

Yeager’s historic X-1 flight in October 1947, however, 

the aircraft was difficult to see. Flight research for the 

second X-1 was managed by the NACA for its specific 

research interests and was painted a more easily discernible white. X-1-2 initially displayed the NACA 

shield to honor the traditional shield markings from 

the pioneering days of the agency. After its first flights, 

the vertical tail surface was refinished with the modified standard NACA wings insignia within a gold tail 

band. Archival searches did not identify a reference for 

the foregoing applications.

FIGURE 2-14. 

The second X-1 research airplane was used by the NACA for specific 

flights of interest to the research community. The airplane was originally 

orange in color but was painted all white and displayed the old NACA 

shield on the vertical tail in 1949. (NASA E49-009)

FIGURE 2-15. 

Two years later, in 1951, X-1-2 retained its white paint finish, but the 

NACA shield was replaced with the modified standard NACA wings 

insignia in a gold tail band. The X symbols were painted on the fuselage 

for reference during visual measurements of aircraft attitude. (NASA 

E52-0670)

Other experimental NACA aircraft of the 1950s 

adopted the highly visible white paint scheme with a 

markings progression similar to that of the X-1 program. For example, the paint scheme for the Douglas 

D-558-1 Skystreak was changed from scarlet to white, 

and its tail emblem transitioned from the NACA 

shield to the gold NACA wings logo. Other research 

aircraft adopting the overall white scheme included 

the swept-wing Douglas D-558-2, designed to further 

explore the realm of supersonic flight beyond Mach 

1; the Douglas X-3 Stilleto, designed to advance the 

efficiency of supersonic flight; the Northrop X-4, 

designed to evaluate the characteristics of tailless jet 
CHAPTER 2 Maturity and Pride, 1941–1957 33

FIGURE 2-16. 

The Douglas D-558-1 shown in its early markings with 

the NACA shield on the vertical tail (top) and in flight with 

the NACA wings band (bottom) in the early 1950s.
34 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-17. 

The swept-wing NACA/Navy Douglas D-558-2 displays 

the NACA shield in 1949 (top) and the NACA wings band 

in 1955 (bottom). (NASA E49-00200 and NASA E-1442)
CHAPTER 2 Maturity and Pride, 1941–1957 35

FIGURE 2-18. 

White NACA X-planes on display at the High-Speed 

Flight Research Station. Aircraft are (left to right): D-558-

2, D-558-1, X-5, X-1, XF-92A, and X-4. Photo of NACA 

research aircraft in front of the South Base hangar was 

taken on 1 March 1952. Both the aircraft and hangar 

exhibit the modified standard wings logo. (NASA EC-145)

FIGURE 2-19. 

This Grumman F9F-2 was flown at Langley in 1954 to 

evaluate a pioneering NACA analog fly-by-wire concept. 

In addition to the gold NACA tail band, it carries NACA 

letters on the rear fuselage. (EL-2002-00295)
36 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-20. 

 In some cases, research aircraft carried the NACA 

insignia on the forward fuselage as shown here. Ames 

Director Smith DeFrance poses with the last Chairman of 

the NACA, James H. Doolittle, in the Ames hangar with a 

Convair F-102 airplane. (A-23459)

FIGURE 2-21. 

The gold NACA tail band is carried by this B-57 aircraft 

at Lewis in 1957. (NASA 1957_45904)
CHAPTER 2 Maturity and Pride, 1941–1957 37

FIGURE 2-22. 

Striking photograph of an F-100 with NACA and U.S. Air Force markings during a flight-test program on inertial coupling phenomena at the NACA 

High-Speed Flight Station in 1957. (E-3213)

aircraft; and the Bell X-5, designed to study the variable-sweep wing concept.

From the mid-1950s through 1957, virtually all 

NACA research aircraft at the laboratories followed the 

lead of the Muroc group and carried the modified standard NACA wings enclosed within a gold tail band. 

The following photographs illustrate markings for a 

few of the aircraft of the era. 

Flight research at the NACA laboratories was 

extremely healthy and productive during the 1950s. 

Requests from the military for evaluations of advanced 

aircraft were abundant, and basic in-flight research 

studies included correlation with data from groundbased experiments and wind tunnels.
38 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-23. 

A McDonnell F-101 was 

flown at Langley in 1956 

for investigations of sonic 

boom phenomena. The 

project produced data 

used today in the United 

States sonic boom database. The airplane carries 

a large NACA tail band as 

well as Air Force markings. (EL-2002-00289)

FIGURE 2-24. 

In 1957, Langley conducted flight tests of 

a Grumman F-11F-1 to 

obtain data for correlation 

with wind-tunnel and theoretical results obtained 

on NACA aerodynamicist 

Richard Whitcomb’s area 

rule. The NACA tail band 

lacked the gold color 

typically carried by other 

research aircraft. (NACA 

LAL 57-2253)
CHAPTER 2 Maturity and Pride, 1941–1957 39

FIGURE 2-25. 

Ames test pilot George 

Cooper poses with an 

F-100 that displays the 

modified standard wings 

insignia under the forward 

fuselage. (NASA A-22548)
40 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-26. 

In the 1950s, NACA flight hangars were busy with numerous high-priority 

flight projects. The Langley hangar (top) housed three generations of aircraft wearing the NACA tail band, including (bottom to top) a P-51H, an 

F-101A, and an F-86A. The High-Speed Flight Station hangar (bottom) 

housed aircraft with a variety of NACA markings including tail bands and 

wing identification numbers. (NASA LAL 96951 and NASA E-959)

INSIGNIA AND DECEPTION

One of the most remarkable activities in the history of the NACA 

involved the use of the NACA insignia for military deception during 

the late 1950s period of the Cold War. At that time, high-altitude overflights were being conducted for espionage and spying by the United 

States. During the startup of U-2 spy plane missions over Europe and 

the Soviet Union in the mid-1950s, the Central Intelligence Agency 

(CIA) and other agencies required a cover story for the covert missions. After extended discussions and consideration by officials at the 

highest levels, a cover story was created that the U-2 was being used 

for high-altitude weather research by the NACA.5

Dr. Hugh L. Dryden, Director of the NACA, gave his approval 

for the cover story, and a NACA press release on 7 May 1956 stated:

The Lockheed U-2 shown here is being used by the National 

Advisory Committee for Aeronautics, to obtain detailed information about gust-meteorological conditions at high-altitude. 

The research program makes use of instrumentation furnished 

by the NACA and the Wright Air Development Center of the 

USAF and logistical and technical support is provided by the 

Air Weather Service of the USAF. Since the program began 

last spring, numerous data gathering flights have been made in 

the United States and elsewhere in the world. The NACA has 

found the U-2 (Powered by a Pratt & Whitney J-57) a most 

useful research tool, especially because of its ability to maintain 

flight at high-altitude, as high as 55,000 feet. Subjects under 

study include clear-air turbulence, convective clouds, and the 

jet stream.6

In reality, the NACA never used the aircraft, although NACA 

instrumentation was carried on flights. Pilot training of CIA pilots 

had begun in 1955 at Groom Lake, Nevada (also known as “The 

Ranch”), using similarly marked silver U-2 aircraft. Each aircraft had 

5 For an in-depth discussion of the NACA U-2 activities, see Peter W. Merlin, 

Unlimited Horizons: Design and Development of the U-2 (NASA SP-2014-620).

6 Photo and photo caption in NASA file folder, Record Group 255, Still 

Pictures Branch, National Archives at College Park, MD.
CHAPTER 2 Maturity and Pride, 1941–1957 41

a fictitious NACA tail band and number on the tail 

and the letters “NACA” painted on the lower left wing. 

The NACA cover story was maintained until 1 May 

1960, when CIA pilot Francis Gary Powers was shot 

down while flying over Soviet Union airspace.7

After Powers was shot down, an all-black U-2 was 

hastily painted with a fictitious tail number and NASA 

markings (by then the NACA had been absorbed by 

NASA) and put on view for the press at the NASA 

Flight Research Center with a cover story about a U-2 

conducting weather research that may have strayed 

off course after the pilot reported difficulties with his 

oxygen equipment. In 1971, NASA finally took possession of two U-2s for high-altitude research.

FIGURE 2-27. 

This NACA-marked version of the Lockheed U-2 spy plane was one of about three 

dozen that participated in training of pilots at Groom Lake, Nevada, by the Central Intelligence Agency (CIA). NACA Director Hugh Dryden agreed to a cover story for the CIA 

to protect the true intentions of the aircraft missions. (NACA LAL 57–96 via NARA at 

College Park, MD, RG 255-RF series, Langley Aeronautical Laboratory, Flight Research)

FIGURE 2-28. 

An all-black U-2 was put on display at the NASA Flight Research Center in 1960 after 

the F. Gary Powers incident. (NASA GPN-2000-000112)

Employee Applications

LAPEL PINS 

The employees of the NACA fostered a culture of pride 

and dedication that extended to an appreciation and 

respect for the organization’s insignia as embodied in 

decorative pins, service awards, and awards. Display of 

the insignia on personal and government items was a 

common habit. In 1943, after much consideration of 

a lapel pin for NACA personnel and a review of the 

designs submitted, Victory announced that the standard NACA insignia had been selected for the pin.8

7 For discussions of the U-2 story, see Norman Polmar, 

Spyplane: The U-2 History Declassified, Zenith Press, 2001; 

Dennis R. Jenkins and Tony R. Landis, “Date with the 

Dragon Lady. The Amazing Story of the Versatile Lockheed 

U-2,” Wings magazine, August 2005, pp. 28–61; Zaur 

Eylanbekov, “Project Aquatone,” Air Force magazine, July 

2010. pp. 51–57; and Jennifer E. Davis, “There is No Good 

Time for Failure: Examining NASA’s Involvement in the 

U-2 Spy Plane Cover Story,” Master’s Thesis, Utah State 

University Department of History, 2005.

8 LMAL Bulletin, Langley internal newsletter, 5 June 1943, 

p. 3.
42 CHAPTER 2 Maturity and Pride, 1941–1957

The pin, suitable for wear by both men and women, had an overall 

length of about three-quarters of an inch and could be purchased by 

employees at the NACA laboratories and headquarters. The NACA 

insignia design was finished in red, white, and blue with the letters 

“US” and “NACA” in silver.9

9 LMAL Bulletin, 10–16 July 1943. p.1.

FIGURE 2-29. 

Lapel pin offered for purchase by NACA employees beginning in 1943. 

(Contributed by Peter W. Merlin)

FIGURE 2-30. 

Icing expert Lewis Rodert of the Ames laboratory wears the red, white, 

and blue NACA pin while accepting the Collier Trophy from President 

Truman in 1947. Rodert had started his career in icing at Langley, then 

transferred to Ames, and was employed at the AERL at the time of the 

award. (NASA C47_20298)

FIGURE 2-31. 

NACA emblems abound in this photo taken in 1957 at Ames during 

a visit from celebrity Arthur M. Godfrey. Godfrey was a certified pilot 

and had a strong interest in aviation. The group includes (left to right) 

Godfrey, Ames test pilot George Cooper, and Ames Director Smith 

DeFrance. Note the NACA insignia on the vehicle in the background 

and on the patch on Cooper’s shoulder. DeFrance is wearing the NACA 

lapel pin. (NASA A-23317)
CHAPTER 2 Maturity and Pride, 1941–1957 43

SERVICE PINS

An administrative item of great interest at the NACA sites occurred in 1948, when 

it was decided to award meritorious service emblems to members of the NACA staff 

upon completion of 20 years or more service. All of the NACA laboratories were 

invited to propose designs for the pin emblem that would be “symbolic of the NACA 

and which will also be striking in appearance.”10 Laboratory employees at Langley 

and Ames contributed both serious and humorous designs to NACA Headquarters 

for selection of the final design.

Two of the most talented artists employed by the NACA responded with several 

ideas for designs. Julius J. Lankes, head of illustrators at Langley, was the creator 

of many impressive works.11 Noted artist Harry DeVoto of Ames also contributed 

several potential candidates for the service pins. DeVoto transferred to Ames from 

Langley where he had been the former art editor of the Air Scoop newsletter. Lankes 

would leave the NACA in 1950, but DeVoto remained at Ames through the establishment of NASA. DeVoto led the Ames proposals for the design of the NASA 

insignia and seal in 1958, as will be discussed in a later chapter.12

FIGURE 2-32.

These designs for the NACA meritorious service pins 

were submitted by J. J. Lankes of Langley (top) and Harry 

DeVoto of Ames (bottom). (Langley Air Scoop, internal 

newsletter, 4 March 1949, Volume 9, Issue 8, p. 3)

One of the notable designs for the service pins was submitted by F. D. Morris of 

the East Photo Lab at Langley. Morris proposed the use of the modified standard 

NACA wings with the years of service indicated by number on an auxiliary tab of 

some sort. His submittal apparently had a large influence on the ultimate selection.

In early 1949, a survey of the NACA staff was conducted to determine the most 

desirable design submission. The service pin design selected by laboratory directors 

and NACA Headquarters resembled the modified standard NACA wings emblem, 

but with the numbers 15, 20, 25, or 30 added to represent years of service—an 

arrangement very similar to the scheme submitted by F. D. Morris. All pins would 

be gold; the 20-year pin would have a ruby stone, the 25-year pin an emerald, and 

the 30-year pin a diamond.13

10 Langley Air Scoop, in-house newsletter, 28 October 1948, Volume 7, Issue 43. p. 4.

11 See http://crgis.ndc.nasa.gov/historic/NACA_Memorial_Aeronautical_Laboratory#Aeronautical

_History_Murals (accessed 29 October 2014), http://history.nasa.gov/nltr31-1.pdf (accessed 29 

October 2014), and http://history.nasa.gov/nltr31-2.pdf (accessed 29 October 2014).

12 “Ames Research Center View of NASA Logo Design,” Letter from Harry J. DeVoto to Steve 

Garber, 6 May 2001, Historical Reference Collection (HRC), file 61.

13 Langley Air Scoop, 4 March 1949, Volume 9, Issue 8 p. 3.
44 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-33.

Sketch of the 20-year service pin submitted by F. D. Morris of Langley. (Record Group 

255, Box 275, Folder 53-3, NARA Textual Reference Branch, College Park, MD)

FIGURE 2-34. 

NACA 15-year service pin 

awarded to Ben A. Goddin 

of Langley. Note the similarity to the sketches by F. 

D. Morris in the previous 

figure. (Contributed by 

Andy Goddin)

FIGURE 2-35. 

Dr. Hugh L. Dryden held 

the position of Director 

of the NACA from 1947 

until October 1958. He 

was Deputy Administrator 

of NASA until his death 

in December 1965. In 

this photo, Dr. Dryden is 

wearing a 10-year NACA 

service pin. (NASA GPN2002-000105)
CHAPTER 2 Maturity and Pride, 1941–1957 45

BADGES

Security at the NACA laboratories and headquarters 

during WWII was a major issue as concerns over sabotage and espionage intensified with the recognition 

that spies and informants were active. The situation 

was especially severe at Langley, which was adjacent 

to numerous Army and Navy installations in an area 

known to be a hotbed of spying activity. Identification 

badges for personnel and their vehicles were instituted. Staff members were required to display personal 

badges with their photographs, and they were required 

to display metal tags on automobiles for entry to the 

laboratory. Use of badges was strictly enforced by security guards.

FIGURE 2-36. 

Orville Wright’s badge for access to the U.S. Army Air 

Forces Materiel Center at Wright Field. The background 

for the badge in the photograph is original fabric from 

the 1903 Wright Flyer. (Contributed by Keith Yoerg)

Badges and other identification cards were also 

displayed by Committee members of the NACA for 

entry to the NACA laboratories and other government 

facilities. Keith Yoerg, great-grandnephew of Orville 

Wright, has inherited Wright’s badge for access to the 

U.S. Army Air Forces Materiel Center at Wright Field 

in Dayton, Ohio.14 The badge identifies his affiliation 

with the NACA and honors him with the first access 

badge to his namesake laboratory.

FIGURE 2-37. 

Other identification cards were carried by members of the NACA Committee. This card 

identifies Edward V. “Eddie” Rickenbacker as a member of the Committee from 1956 

to 1958. (Contributed by Peter V. Merlin)

14 “A Legacy of Flight,” The Researcher News, Langley’s 

in-house newsletter, http://researchernews.larc.nasa.gov/

archives/2005/72905/legacy.html (accessed 19 August 2014). 
46 CHAPTER 2 Maturity and Pride, 1941–1957

Employees received frequent reminders about the 

placement and importance of personnel badges to 

ensure that the badges were worn on the upper portion of the employees’ clothing where they would be 

visible at all times. (Belt, wallet, and purse locations 

were not satisfactory.) An article in the LMAL Bulletin, 

Langley’s in-house newspaper, stated:

It has been mentioned that women are the chief 

violators of this regulation, many of them claiming 

that the pin part of the badge makes holes in their 

clothing. The exercising of a little ingenuity will 

help eliminate this problem, officials declared.15

The ingenuity exhibited by employees included 

using small metal clamps to grasp the offending pin 

on the backside of the badge and using a necklace-type 

band to hold the badge around the neck. The security clearance level of the individual was indicated by 

the color of the badge, with bluish-purple denoting an 

unclassified level, orange indicating Confidential, and 

red signifying Secret.16

FIGURE 2-38. 

The NACA standard wings 

were a prominent component of the NACA identification badge worn by O. 

W. Culpepper of Langley 

in 1942. The bluish-purple 

color indicates an unclassified security clearance. 

(NASA Langley LAH)

FIGURE 2-39. 

Clarence J. Parker of 

Langley wore an orange 

badge, indicating that he 

was cleared at the Confidential level. (Contributed 

by Tracey Redman)

In 1952, the security organization at Langley made 

a major change away from the hole-producing pin-type 

badges. Instead, flat plastic clip-on badges were introduced that would not perforate the wearer’s apparel.17

15 LMAL Bulletin, Issue 19, Volume 2, 28 August–3 

September 1943, p. 5.

16 P. Kenneth Pierpont, Langley retiree, interview by Joseph 

Chambers, Newport News, VA, 23 August 2014.

17 Langley Air Scoop newsletter, Volume 11 Issue 45, 7 

November 1952, p. 4.
CHAPTER 2 Maturity and Pride, 1941–1957 47

FIGURE 2-40A 

AND 2-40B. 

Ames Director Smith 

DeFrance (left) was presented with his 35-year 

service award by his 

assistant, Jack Parsons 

(right). Parson’s NACA 

badge is shown in the 

enlargement. (NASA GPN2000-001525)

FIGURE 2-41. 

Ames test pilot George 

Cooper (left) and Ames 

Director Smith DeFrance 

(right) pose next to an 

F-86 research aircraft. 

DeFrance is wearing his 

NACA badge. (NASA 

A-16539)
48 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-42. 

Frank Bechtel began his 33-year NACA/NASA career at 

the NACA Aircraft Engine Research Laboratory in 1941. 

Here, he displays his AERL badge from the early 1940s. 

The red badge denotes a Secret clearance. (Contributed 

by Scott Marabito)

FIGURE 2-43. 

Langley’s internal newsletter, Air Scoop, illustrated 

the new clip-on badges in 

November 1952. Samples 

included permanent and 

temporary badges. (NASA 

Langley Historical Archives)
CHAPTER 2 Maturity and Pride, 1941–1957 49

RETIREMENT PLAQUES

Perhaps the most revered award bestowed upon retirees who worked for the NACA was a plaque adorned 

with the standard NACA wing insignia. NASA retirees 

who did not work for the NACA during their career 

are not eligible to receive this coveted plaque. The 

practice—extended well into the NASA years—was 

greatly appreciated by the dedicated employees whose 

hard work and team spirit contributed so much to the 

advancement of aeronautics and international respect 

for the agency.

Employees at all levels received such plaques—from 

administrative personnel, to top-ranking researchers and managers, to administrative personnel and 

support technicians. At a special event during a visit 

to Langley in 1990, an honorary NACA plaque was 

presented to Fred E. Weick, a famous researcher who 

led critical studies in the Atmospheric Wind Tunnel 

(AWT), the Propeller Research Tunnel (PRT), and 

airplane flight tests.18 His work in the PRT resulted 

in the NACA receiving its first Collier Trophy for the 

NACA cowling concept.

FIGURE 2-44. 

Honorary NACA plaque 

presented to Fred E. 

Weick in recognition of his 

contributions to aviation. 

The plaque emblem is the 

standard design commonly 

used on retirement plaques. 

(NASA Langley Historical 

Archives, Weick collection)

PUBLICATIONS AND CORRESPONDENCE

Technical publications produced by the staffs of the 

NACA laboratories did not feature emblems until 

about 1944. Prior to that year, NACA reports were 

published with a cover that simply stated the title, the 

author(s), and the date of publication. From 1944 to 

about 1949, covers of lower-level publications known as 

the Technical Note series carried the standard NACA 

wings. After 1949, the modified standard wings 

were used.

18 Weick came to the NACA in 1925 and left in 1936. He did 

not retire from the NACA.
50 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-45. 

Covers of early NACA technical reports did not feature 

symbols or insignia until about 1944. As shown here, 

many of the publications were translations of research 

conducted by other organizations, including universities 

and European research laboratories.

FIGURE 2-46. 

The NACA standard insignia was used on the cover 

of NACA reports known as 

technical notes from 1944 

to 1949.

FIGURE 2-47. 

After the modified standard insignia was adopted, it was used on the 

cover of NACA technical 

note publications from 

1949 until the end of the 

NACA in 1958.
CHAPTER 2 Maturity and Pride, 1941–1957 51

MISCELLANEOUS APPLICATIONS

The unifying symbolism of the NACA wings spread 

to other areas of daily life at the laboratories. Sports 

uniforms worn by enthusiastic participants from various organizations in intense yearlong in-house competition often carried the wings insignia, as did NACA 

apprentice school emblems and activities. The apprentice school was a proud element of the NACA tradition 

that was extremely productive in educating masses of 

future NACA employees.19

Pride in the NACA insignia spilled over into private lives as well. Personal items, such as pencils and 

other memorabilia, could be purchased by employees; 

and some items, such as drinking glasses and mugs, 

can still be purchased today. 

Former NACA employees have cherished the memories of their years at the laboratories and headquarters long after their retirement. Special events, such as 

reunions, have been notable events in many lives. The 

first reunion took place in 1976 at Asheville, North 

Carolina, and subsequent reunions took place on a 

more or less regular basis beginning in 1982. Over 360 

attended the 12th and final reunion of NACA employees in May 2008 at the NASA Langley Research 

19 “Apprentice to Expert: Langley Grows Its Own,” 

available online at http://articles.dailypress.com/1990-

08-20/news/9008200098_1_apprentice-program-nasalangley-research-center-blades (accessed 6 September 

2014). The Apprentice School at Langley was set up in 

1941 by the Apprentice Administration in conjunction 

with officials of the War Training Program. Under 

the NACA Apprenticeship Standards approved by the 

Federal Committee on Apprenticeship, students were 

required to obtain 150 hours of study each year to become 

machinists, aircraft sheet metal workers, model makers, 

and wind-tunnel mechanics. Members of the laboratory 

staff, including both engineers and tradesmen, served as 

classroom instructors. The first class of Langley apprentices, 

made up of 14 students, graduated 17 February 1943.

LMAL Bulletin, in-house newsletter, Volume 2 Issue 6, 5 

April 1943.

Center. The 1988 reunion held in San Jose, California, 

had a peak attendance with 810 people.

Other souvenirs of the NACA years include special 

tokens and medallions in remembrance of events and 

the significant contributions of the agency. One special medallion minted for the employees of the NACA 

contained material from a Curtiss JN-4 “Jenny” tested 

during the first aircraft flight research program at the 

LMAL and material from the Bell X-1 series aircraft 

FIGURE 2-48. 

NACA Apprentice School banner bears the NACA modified wing emblem. Date unknown. (Contributed by James V. Plant)
52 CHAPTER 2 Maturity and Pride, 1941–1957

flown at the NACA High Speed Flight Station. The 

dedication statement read: 

The contributions by NACA to the history of 

aviation during the span of time between these 

two aircraft will be felt by all aircraft to come 

and best remembered by those who were involved 

in these and other aeronautical activities during 

such an important part of our Nation’s technological heritage.

FIGURE 2-49. 

This NACA reunion brochure from the second reunion at 

Williamsburg, VA, in 1982 exhibited the beloved wings 

and seal. (Fred Weick Collection LHA)

FIGURE 2-50. 

A special award of NACA wings was presented to James 

J. Modarelli, who served as Chairman of the NACA 

Reunion III held at the NASA Lewis Research Center in 

1985. Modarelli was the creator of the NASA seal and 

insignia. (Contributed by James J. Modarelli, Jr.)
CHAPTER 2 Maturity and Pride, 1941–1957 53

The NACA Seal

The NACA wings insignia has often been mistakenly 

referred to as the NACA seal, but an actual seal emblem 

was not developed and approved until the 1950s. The 

fact that the NACA did not have a seal until then was 

a surprising revelation—particularly since seals were 

common in most government organizations. Insignia 

are almost informal logos adapted for general representation of organizations, whereas seals are usually 

formal symbols used by high-level officials—typically 

for more restricted uses. At a meeting of the Executive 

Committee on 23 January 1953, a proposed design 

of an official seal for the NACA was submitted for 

approval on the basis of a rather obscure requirement. 

The seal was stated to be necessary “For use on the certificates issued to graduates of the apprentice training 

courses conducted at the NACA laboratories, and also 

for use on the commissions of appointment to NACA 

technical committees and subcommittees.”20 An initial design proposal had included the NACA insignia, 

which was eliminated by agreement of the attendees. 

FIGURE 2-51. 

Special medallion containing materials from a Curtiss 

Jenny biplane and one of the Bell X-1 research aircraft. 

(NASA Langley LHA)

On 4 February, the Committee requested that the 

Heraldic Branch of the Office of the Quartermaster 

General of the Department of the Army prepare an 

official seal based on a drawing that the NACA had 

informally discussed and left with the branch. The 

request was for a plaque, line drawings, a colored painting, and a proposed executive order approving the seal 

to be presented by the NACA to the Bureau of the 

Budget for approval by the President.21 On August 12, 

the Office of the Quartermaster General responded 

to the NACA with all the requested deliverables. The 

Committee then sent all materials to the Bureau of the 

Budget for transmittal to the President of the United 

States for approval.22

The design for the official seal showed a drawing of the takeoff of the Wright brothers’ airplane 

at Kitty Hawk, North Carolina, on 17 December 

1903, with a circular border displaying the words 

“NATIONAL ADVISORY COMMITTEE FOR 

AERONAUTICS U.S.A.” 

20 Minutes of Executive Committee meeting, 23 January 1953, 

p. 5, Langley Historical Archives, Milton Ames Collection.

21 Letter from John F. Victory to the Quartermaster General, 

Department of the Army. 4 February 1953. Files of the 

Institute of Heraldry, Department of the Army, Fort 

Belvoir, VA, to be deposited in the NASA HRC. 

22 Letter from William D. Jackson, Chief, Research and 

Development Division, to Robert Lacklen, NACA 

Headquarters, 12 August 1953. Files of the Institute of 

Heraldry, Department of the Army, Fort Belvoir, VA, to be 

deposited in the NASA HRC. 
54 CHAPTER 2 Maturity and Pride, 1941–1957

The NACA laboratories were advised of the formal 

adoption of the new NACA seal in a letter from John 

F. Victory23:

1. On 14 October 1953, President Eisenhower 

issued Executive Order 10492, approving an 

official seal for the NACA.

2. The seal is a representation of the famous 

photograph depicting the first successful 

flight of an airplane. The seal shows the first 

flight of the Wright brothers’ Kitty Hawk 

Flyer taking off from the launching rail on 

the sandy soil at the foot of Kill Devil Hill, 

NC, with Orville Wright lying prone on 

23 Letter from John F. Victory to NACA Headquarters, Langley, 

Ames, Lewis, NACA High-Speed Flight Research Station, 

NACA Western Coordination Office, NACA Liaison Office 

at Wright-Patterson Air Force Base, 28 October 1953, 

Langley Historical Archives, Milton Ames Collection.

the lower wing and Wilbur Wright running 

alongside, just after letting go of the right 

wing tip.

3. The Government Printing Office is preparing cuts of the seal for use on NACA 

publications and possibly on letterheads. An 

official impression seal is being prepared by 

the Bureau of Engraving and Printing.

4. The official seal in color was prepared 

by the Heraldic Branch, Office of the 

Quartermaster General, Department of the 

Army, and is mounted on the wall in the 

Board Room at Headquarters.

FIGURE 2-52. 

The NACA seal was 

approved by President 

Dwight D. Eisenhower in 

1953. (NASA)

As will be discussed in the next chapter, many of the 

individuals involved in the establishment of the NACA 

seal also had roles in the development and establishment of the NASA insignia and seal a few years later.

The NACA seal was used in the design of special 

awards presented to employees. Among these were the 

NACA Distinguished Service Medal and the NACA 

Exceptional Service Medal.

The seal was displayed in a prominent location in 

the boardroom at the NACA Headquarters building in 

Washington, DC. Visitors to the boardroom at NACA 

Headquarters were also impressed by a detailed mural 

depicting the location and scope of the NACA facilities 

across the United States. The mural had been created 

in 1950 by Langley illustrators to signify the breadth of 

the Committee’s facilities.
CHAPTER 2 Maturity and Pride, 1941–1957 55

FIGURE 2-53.

The NACA Distinguished 

Service Medal (left) and 

the NACA Exceptional 

Service Medal (right). 

(NASA Ames Artifacts 

Collection ART1387348 

and ART1387349)

FIGURE 2-54. 

The NACA Exceptional Service Medal is presented at 

the NACA High-Speed Flight Station in November 1956 

by Dr. Hugh Dryden to the crew of the X-1A research 

aircraft. L–R: Dr. Dryden, Joe Walker (X-1A research 

pilot), Stan Butchart (pilot of the B-29 mothership), and 

Richard Payne (X-1A crew chief). (NASA E-2672)
56 CHAPTER 2 Maturity and Pride, 1941–1957

FIGURE 2-55. 

This mural featuring the standard NACA wings and sketches of the NACA facilities was 

displayed in the NACA Headquarters boardroom along with the NACA seal. (LAL-67805)

Anticipating the Future

Working at the leading edge of technologies in aeronautics, the NACA laboratories joined in the national 

push toward higher, faster flight capabilities. Interest 

in hypersonic flight (speeds above Mach 5) had been 

stimulated as early as 1945 in part because of German 

applications of V-2 missiles and advanced ground facilities near the end of WWII.24 In 1952, NACA laboratories began studying numerous problems likely to 

be encountered in flights to space, and in May 1954, 

the NACA proposed to the Air Force development of 

a piloted research vehicle that would study the problems of flight in the upper atmosphere and at hypersonic speeds. That vehicle would become the famed 

rocket-propelled X-15 hypersonic research airplane.

As efforts to achieve spaceflight intensified, other 

nations made great strides toward achieving the 

same goal, and, on 4 October 1957, the Soviet Union 

launched a satellite known as Sputnik, which led to a 

massive effort by the United States to gain the lead in 

spaceflight. One result of this effort was the creation 

of a new government agency that would absorb the 

personnel, facilities, and “can do” pride of the NACA. 

Along with the new Agency would come a new insignia 

and a new seal.

24 James R. Hansen, Engineer in Charge: A History of the 

Langley Aeronautical Laboratory, 1917–1958. (NASA SP4305, 1987).
57

CHAPTER 3

A New Agency, 1958–1959

Search for a New Logo

Following the launch of Sputnik, the wave of national 

enthusiasm in support of the nation’s aeronautical 

progress resulted in a new agency with a logo to inspire 

efforts to meet the space race challenge. Today, the 

official NASA seal and the less-formal NASA meatball insignia are among the most-recognized emblems 

throughout the world. Less known, however, is the 

story of how the emblems were conceived. The logos, 

which include symbols representing the space and 

aeronautics missions of NASA, were implemented in 

1959 and were influenced by activities at three NASA 

Centers: the Lewis Research Center in Cleveland, 

Ohio; the Ames Research Center at Moffett Field, 

California; and the Langley Research Center in 

Hampton, Virginia. A particularly interesting element 

of the story is how the “red wing” graphic representing 

aeronautics in the emblems was originated and how 

its shape was inspired by actual research programs. 

Unfortunately, a great deal of confusion and misinformation now exists in the literature regarding the wing 

emblem, which has erroneously been referred to as a 

“slash,” “vector,” “airfoil,” “hypersonic wing design,” 

and even as an “alternate shape of the constellation 

Andromeda.” Although some aspects of the origins 

of the NASA seal and insignia have been documented 

in the past, this chapter collates and summarizes the 

details of the birth of the NASA logos, including previously unpublished information and a discussion of 

the roles of other government agencies in the creation 

of the emblems. 

James J. Modarelli, head of the Research Reports 

Division at the NASA Lewis Research Center (now the 

NASA Glenn Research Center), was the chief designer 

of the NASA seal and meatball insignia.1 The story of 

Modarelli’s conceptualization and involvement in the 

creation of the logos is a key part of this publication.

Modarelli’s designs evolved and changed as the 

process continued. He was assisted by the Heraldic 

1 Joseph Chambers, “The NASA Seal and Insignia, Part 1,” 

NASA History News & Notes, Volume 30, Number 2, 2013. 

pp. 11–15.
58 CHAPTER 3 A New Agency, 1958–1959

Branch of the Army Office of the Quartermaster 

General (now the Army Institute of Heraldry) in the 

development of the final emblems and the presidential 

approval process.

FIGURE 3-1. 

James J. Modarelli (right) of the NASA Lewis Research Center (now the NASA Glenn Research Center) was the designer of the NASA seal and insignia. In the picture, Modarelli 

presents an incentive award to an employee at Lewis in 1964. (NASA C-68827)

THE VISION BEGINS

In July 1958, Modarelli attended the triennial inspection of the AAL, during which facilities and research 

efforts within the NACA were highlighted and discussed for invited guests in the scientific community. 

At the time, the annual NACA inspections rotated 

between the Ames, Langley, and Lewis laboratories 

every 3 years. The host laboratory provided the majority of the briefings, while the other two labs provided 

a few exhibits and presentations on additional topics.2

The emphasis of the 1958 program was on space-related 

research, intended to display to visitors the emerging 

NACA activities in the critical disciplines.

During the Ames meeting, Modarelli participated 

in a tour consisting of nine stops for presentations on 

topical research activities. At the Ames Unitary Plan 

Wind Tunnel, he viewed an Ames exhibit featuring a 

discussion by Ames researchers on current advanced 

supersonic aircraft technology. On display was an 

Ames wind-tunnel model of a radical supersonic airplane configuration designed for efficient flight at 

Mach 3. Featuring a cambered and twisted arrow 

wing with an upturned nose, the sleek model deeply 

impressed Modarelli as a symbol of the leading-edge 

aeronautical efforts of the NACA.3

After the Ames inspection, Modarelli returned to 

Lewis where he continued to participate in technical conferences and visits to other NACA laboratories. During a visit to Langley in late summer, he saw 

another highly swept and cambered arrow wing model 

that had been tested in the Langley Unitary Tunnel 

at supersonic speeds.4

 The efforts at both Ames and 

2 National Archives and Records Administration, San 

Bruno, CA. Record Group 255.4.1. The nine-stop program 

included seven exhibits from Ames (Earth Satellites, 

Aerophysics, Aerodynamic Heating, Hypervelocity and 

Entry Research Techniques, Stability During Atmosphere 

Entry, Piloting Problems During Entry, and Supersonic 

Airplanes). A Lewis exhibit was on Space Propulsion 

Systems, and a Langley exhibit was on Flight Research for 

Space Craft.

3 James J. Modarelli, interview by Mark A. Chambers, 17 

July 1992. Chambers, Mark A., “History of the Red ‘V’ 

in the NASA Meatball,” NASA Headquarters Historical 

Records Collection, File 4542, 31 July 1992.

4 James J. Modarelli, interview by Mark A. Chambers, 17 

July 1992.
CHAPTER 3 A New Agency, 1958–1959 59

FIGURE 3-2. 

View of the 1958 triennial inspection display on supersonic airplanes that was viewed by James Modarelli in the Ames Unitary Plan Wind Tunnel 

High Bay. The large Ames model of a twisted and cambered supersonic wing configuration at the right side of the picture impressed Modarelli and 

inspired him to use the concept in the NASA logos. (NACA A-24000-5H (2))

Langley had been stimulated by the pioneering efforts 

of the brilliant NACA/NASA scientist R. T. Jones in his 

quest for aerodynamic efficiency at supersonic speeds. 

Jones is recognized as the first American scientist to 

analyze and advocate for the beneficial effects of wing 

sweep on high-speed flight. When Jones transferred 

from Langley to Ames in 1946, he retained his interest 

in the subject, maintaining communication with peers 

at Langley while initiating new research at Ames.5

5 Interview of R. T. Jones by Mark A. Chambers, 24 July 

1992. Chambers, Mark A., “History of the Red ‘V’ in 

the NASA Meatball,” NASA History Office File 4542, 

31 July 1992.

The leader of research under Jones at Ames was Elliott 

D. Katzen, while Clinton E. Brown led the work at 

Langley. In 1958, after reviewing the advanced wings 

created by both groups, Modarelli stylized the radical 

features of the arrow-wing configuration in his evolution of the NASA seal design. The wing would also 

ultimately become an element of the NASA insignia.6

6 James J. Modarelli, interview by Mark A. Chambers, 17 

July 1992; J. C. South, Jr., “Meatball Logo Based on Wind 

Tunnel Model,” The Researcher News, in-house newsletter, 

NASA Langley Research Center, 14 August 1992, p. 2.
60 CHAPTER 3 A New Agency, 1958–1959

The NASA Seal

The creation of an official NASA seal and insignia 

was initiated in mid-September 1958 when Victory, 

then Executive Secretary of the NACA, sent letters 

to the Ames, Langley, and Lewis laboratories soliciting suggestions for an insignia design for the new 

organization.7 In addition to the request to the laboratories, an ad hoc committee of staff members at 

NACA Headquarters was invited to submit candidate 

designs.8 A few weeks after the invitation for designs 

was sent, NASA absorbed the personnel, facilities, and 

research activities of the NACA at the close of business 

on 30 September.

Modarelli was well prepared for the design competition. He had already selected the twisted and 

cambered arrow-wing concept that he had seen at 

Ames and Langley earlier in the year as an element 

he would use in his seal design to represent NASA’s 

aeronautics program. Modarelli also discussed a competing seal design with Harry J. DeVoto, head of the 

Ames Graphics and Exhibits Branch. DeVoto’s design 

included the traditional circular shape required for all 

government seals, featuring an outer circle enclosing 

the words “NATIONAL AERONAUTICS AND 

SPACE ADMINISTRATION” and an inner circle. 

7 “Staff Invited to Submit Designs for NASA Insignia,” 

Langley Air Scoop, in-house newsletter, NACA Langley, 19 

September 1958. Volume 17 Issue 38, p. 2. Also, The Orbit, 

in-house newsletter, NACA Lewis Research Center, 30 

September 1958, 1. In reality, the invitation was to design 

candidates for the NASA seal. No such invitation occurred 

for the NASA insignia.

8 Memorandum from Patrick A. Gavin to John F. Victory 

on Proposed NASA Insignia, 6 October 1958. NASA 

Headquarters Historical Records Collection, file 4540. 

Members of the Headquarters committee were Patrick 

Gavin, Paul Dembling, Robert Lacklen, and E. O. Pearson.

Inside the inner circle was a blue field with several 

star shapes, a globe representing Earth in the center 

of the blue field, and the path of a nascent orbiting 

body circling the globe. Modarelli adapted the DeVoto 

design for the Lewis submittal by adding the advanced 

supersonic wing and by modifying the globe and 

orbiting body.9 The stars in the design were not representative of specific constellations, but were artistic 

creations. Likewise, the orbiting body was not based 

on a specific satellite.

Members of the illustration section of the Research 

Reports Division at Lewis worked on candidate designs 

for the seal under the direction of Modarelli.10 His personal design, however, received most of the attention. 

The ad hoc committee at Headquarters completed 

designs of their candidates for the NASA insignia and 

submitted them to Victory on 6 October 1958, in 

advance of the Center submissions.11 The four designs 

were simplistic variations of the letters “N-A-S-A” 

encircled by an orbiting body. The committee’s recommended design included these elements and a shock 

wave superimposed to represent aeronautics. NASA’s 

first Administrator, Dr. T. Keith Glennan, rejected 

those designs during the selection process.

After the seal design candidates from the Centers 

had been submitted to Administrator Glennan for 

final selection, several members of Glennan’s staff met 

9 “Ames Research Center View of NASA Logo Design,” 

Letter from Harry J. DeVoto to Steve Garber, 6 May 2001. 

Headquarters Historical Records Collection, file 4540. 

10 “This Is NASA Insignia,” The Orbit, in-house newsletter, 

NASA Lewis Research Center (31 July 1959), p. 1. Lewis 

illustrators Richard Schulke, Louise Fergus, and John 

Hopkins assisted Modarelli in the design effort.

11 Gavin Memorandum to John F. Victory. 6 October 1958. 

NASA Headquarters Historical Records Collection, file 

4540. The file includes very poor copies of the designs.
CHAPTER 3 A New Agency, 1958–1959 61

with him in December 1958 to decide the winner. 

After considerable discussion about the candidate 

designs, Glennan declared that they were “wasting 

time,” and he personally chose the seal design submitted by Modarelli.12 As will be discussed, a major 

artistic error in the layout of the selected emblem had 

been made unknowingly during the design process 

and would ultimately require a revision. In particular, 

the red wing element had been rendered in an upsidedown attitude. Despite the graphic error, however, the 

initial design moved forward through the process for 

presidential approval.

12 Letter from Dr. T. Keith Glennan to Daniel Goldin, 

Administrator of NASA, 23 June 1992 (NASA 

Headquarters HRC File A92-1899). In the letter Dr. 

Glennan congratulated Goldin on bringing back the 

insignia designed by James Modarelli and recalled his 

personal actions at the selection meeting. Dr. Glennan 

served as NASA Administrator for 30 months. For his 

biography and video of an extended interview, see http://

www.ieeeghn.org/wiki/index.php/Keith_Glennan (accessed 

18 September 2014). Also see J. D. Hunley, editor, The 

Birth of NASA: The Diary of T. Keith Glennan. NASA SP4105, 1993.

FIGURE 3-3. 

Sketches of the six competing Center designs for the NASA seal. The winning design submitted by James Modarelli and his Lewis team is at the lower right. Note the 

upside-down attitude of the wing element. (NASA Headquarters Historical Reference 

Collection (HRC), file number 4540)

The reason for the upside-down rendering of the 

wing is not known. However, several photographs of 

cambered and twisted arrow-wing models were taken 

at the Centers and submitted to Modarelli at his 

request for guidance in the design process. At least one 

of the photos showed a model in an inverted pose that 

could have been misinterpreted by an artist. A wooden 

model of Clint Brown’s wing had been constructed 

to show the unique features of the configuration. On 

28 January 1958, photographs had been made which 

included the model in an inverted pose on a table. The 

picture might have caused the misinterpretation shown 

in the graphic.
62 CHAPTER 3 A New Agency, 1958–1959

FIGURE 3-4A. 

A three-quarter rear view of a wooden Langley display model in January 1958 showing 

the radical twist and camber of a supersonic arrow-wing design. Note the cobralike raised nose at the upper right and the cambered, drooped trailing edges of 

the 75-degree swept wing. These features were inverted in the first seal design by 

Modarelli. (NACA L-00502)

FIGURE 3-4B. 

This photograph of the inverted model could have resulted in the erroneous wing rendering in Modarelli’s first design of the NASA seal later in 1958. (NACA L-00504)

THE PATH TO PRESIDENTIAL APPROVAL

Acquiring presidential approval for the NASA seal 

involved a mandatory four-step process for all government agencies. First, the Heraldic Branch of the 

Army Office of the Quartermaster General (now the 

Army Institute of Heraldry) had to be contacted for 

assistance with the design of the seal as well as with 

other stages of the presidential approval process.13 In 

addition to analysis and recommendations for the proposed graphics, the Heraldic Branch would prepare 

plaster reproductions of the proposed seal and complete other tasks as required. After the seal design was 

finalized to the satisfaction of NASA and the Heraldic 

Branch, the Commission of Fine Arts would review 

its artistic merits. In 1921, President Warren Harding 

had delegated this type of responsibility to the fine arts 

commission.14

Following approval by the commission, the process required the NASA Administrator to approve the 

design and submit a formal request to the Bureau of 

Budget for presidential approval. When all of this was 

complete, a Presidential Executive Order would be 

signed, officially establishing the seal. On 23 January 

1959, a month after Administrator Glennan had 

13 The Army Institute of Heraldry has a long and 

distinguished record of support to the United States Army. 

In 1919, President Woodrow Wilson directed the creation 

of the Heraldic Program Office under the War Department 

General Staff. Its purpose was to take responsibility for 

the coordination and approval of coats of arms and other 

insignia for Army organizations. By the end of WWII, 

its role expanded to include the other military services. 

In 1957, Public Law 85-263 directed the Secretary of the 

Army to furnish heraldic services to all branches of the 

federal government. The Institute’s wide range of heraldic 

services includes decorations, flags, streamers, agency seals, 

coats of arms, badges, and other forms of official emblems 

and insignia.

14 Kohler, Sue A. The Commission of Fine Arts: A Brief History, 

1910–1995. Washington, DC: United States Commission 

of Fine Arts, 1996, p. 204.
CHAPTER 3 A New Agency, 1958–1959 63

selected the Modarelli seal design, NASA asked the 

Heraldic Branch to initiate the review process, which 

included a presentation to the Commission of Fine 

Arts.15 The Modarelli design survived the Army review 

with only minor changes in color shades. 

FIGURE 3-5. 

President Dwight D. Eisenhower (center) presents 

commissions to Dr. T. Keith Glennan (right) as the first 

Administrator of NASA and Dr. Hugh L. Dryden (left) as 

Deputy Administrator. (NASA MSFC-9248169)

The Quartermaster Corps sent the design to the 

Commission of Fine Arts on 17 February for comments and approval.16 The fine arts commission 

15 Robert J. Lacklen, NASA Director of Personnel, letter to 

Lt. Gen. J. F. Collins, Deputy Chief of Staff for Personnel, 

Office of Secretary for the Army, 23 January 1959. Files of 

the Institute of Heraldry, Department of the Army, Fort 

Belvoir, VA, to be deposited in the NASA HRC.

16 Letter to the Commission of Fine Arts, Interior 

Department Building, Washington, DC, from Lt. Col. 

James S. Cook, Jr., Chief, Heraldic Branch, Quartermaster 

Corps, 17 February 1959. Files of the Institute of Heraldry, 

Department of the Army, Fort Belvoir, VA, to be deposited 

in the NASA HRC.

responded the following week by “reluctantly” approving the design, stating, “This design is primarily a pictorial conception and is very reminiscent of designs 

appearing in current commercial advertising.” The 

commission also asked that the letters “U.S.A.” at the 

bottom of the name band be enlarged to the size of the 

other letters and that the stars in the name band be 

deleted.17 NASA accepted these changes on 24 March, 

instructing the Army to proceed with the development 

of drawings and a plaster model of the design seal, 

with the modifications suggested by the arts commission. The statement also requested that the Army take 

17 L. R. Wilson, Secretary of the Commission of Fine Arts, 

letter to Lt. Col. James S. Cook, Jr., Chief, Heraldic 

Branch of the Army Office of the Quartermaster Corps, 

25 February 1959. Files of the Institute of Heraldry, 

Department of the Army, Fort Belvoir, VA, to be deposited 

in the NASA HRC.
64 CHAPTER 3 A New Agency, 1958–1959

appropriate steps to have the seal officially established 

by executive order of the President.18

18 Robert J. Lacklen, Director of Personnel, NASA, letter to 

Lt. Col. James S. Cook, Jr., Chief, Heraldic Branch of the 

Army Office of the Quartermaster Corps, 24 March 1959. 

Files of the Institute of Heraldry, Department of the Army, 

Fort Belvoir, VA, to be deposited in the NASA HRC.

FIGURE 3-6

Sketch on the left shows the erroneous NASA seal originally sent to the Army Heraldic Branch and the Commission 

of Fine Arts for review. Sketch on the right shows the corrected version in July. Note the revised wing attitude and 

shape, omission of the stars, enlargement of the letters “U.S.A.” in the border, altered star patterns, and modified 

shadow pattern on the globe. (Institute of Heraldry, Department of the Army)

After the design go-ahead had been submitted 

to the Quartermaster Corps—and approved by the 

Commission of Fine Arts—copies of the proposed seal 

were sent to the NASA Centers for the first time for 

information in late March. When the design layout 

reached Langley, Clint Brown took one look and 

remarked, “They’ve drawn my wing upside down!” and 

he quickly pointed out the mistake to management.19

19 Langley retiree Jack Crenshaw, interview by Joseph 

Chambers, 1 February 2013.

When word of the mistake reached NASA 

Headquarters in late March, the work by the Heraldic 

Branch was suspended while Modarelli corrected the 

wing problem and made other changes to the graphic.20 In addition to depicting the wing in the proper 

20 Memorandum for record, telephone call to Ms. Landrum, 

Heraldic Branch of the Army Office of the Quartermaster 

Corps, from Mr. Gavin, NASA Headquarters, 31 March 

1959. Gavin called to suspend all action on the seal 

pending further advice from NASA. Files of the Institute 

of Heraldry, Department of the Army, Fort Belvoir, VA, to 

be deposited in the NASA HRC.
CHAPTER 3 A New Agency, 1958–1959 65

erect attitude, the shape of the wing was changed to 

that of “a theoretical wing configuration.” The sweep 

angle of the wing was increased, the entire width of 

the right wing was reduced to give an impression of 

an edge-on view, and the tail of the left wing was 

contoured to suggest a continuous sweep to the tip. 

The shadow the wing cast on the globe element was 

modified to conform to the shadow effect obtained 

from photographs of models of Earth and the wing. 

Photographs of the shadow effect were forwarded to 

the Heraldic Branch for guidance. The height of the 

small blue sphere was reduced and the color of the 

shadow was changed to match the pattern used on the 

yellow sphere. Alterations were also made to the elliptical path of the space vehicle.21

21 Robert J. Lacklen, Director of Personnel, NASA, letter to 

Lt. Col. James S. Cook, Jr., Chief, Heraldic Branch of the 

Army Office of the Quartermaster Corps, 13 April 1959. 

Files of the Institute of Heraldry, Department of the Army, 

Fort Belvoir, VA, to be deposited in the NASA HRC.

 Finally, the stars within 

the field were modified in size and location, and the 

font used for the letters in the border was changed. The 

details of the graphic continued to change as the final 

seal design evolved.

On 21 May 1959, a NASA-Army conference was 

held to discuss all aspects of the requested Army 

actions. The topics for discussion included the seal 

(already completed); a plaster model, mold, and line 

drawing of the seal; design of a decal-type version of 

the seal; design of an Agency flag for NASA; design for 

a lapel pin based on length of service; and design of the 

NASA Exceptional Service and Distinguished Service 

Medals, including suspension ribbon, metal pendants, 

and lapel emblems.22

22 Memorandum for record, Ms. Landrum, Heraldic Branch 

of the Army Office of the Quartermaster Corps, 21 May 

1959. Attendees at the meeting included Mr. Gavin and 

Mr. Maloney of NASA and Mr. Potter and Ms. Landrum 

of the Heraldic Branch. Files of the Institute of Heraldry, 

Department of the Army, Fort Belvoir, VA, to be deposited 

in the NASA HRC.

The Army Heraldic Branch continued to work on 

the NASA request through June and into early July. 

Modarelli and others from NASA Headquarters were 

active participants with the Army during the process. 

The revisions to the seal design were completed by 

Army and NASA participants in late July. The modified design sent to the Administrator for approval differed greatly from the original design that had been 

submitted to and approved by the Commission of Fine 

Arts in February. Administrator Glennan approved the 

final design for the NASA seal in August.23

23 Patrick A. Gavin, Acting Director of Personnel, NASA, 

letter to Lt. Col. James S. Cook, Jr., Chief, Heraldic Branch 

of the Army Office of the Quartermaster General, 14 August 

1959. Files of the Institute of Heraldry, Department of the 

Army, Fort Belvoir, VA, to be deposited in the NASA HRC.

FIGURE 3-7. 

Final version of the 

NASA seal.

NASA Headquarters informed the field Centers 

that more than 350 designs had been submitted for 

consideration by staff members from field Centers and 

Headquarters.24

24 “Insignia Incorporates Features contained in Number of 

Suggestions,” Langley Air Scoop, in-house newsletter, 31 

 According to the announcement, the 

July 1959, Volume 18, Issue 30. p. 1.
66 CHAPTER 3 A New Agency, 1958–1959

final selection was not a copy of any one submittal, but 

was developed by incorporating features contained in 

a number of candidate designs. As a result, no individual award or special recognition was made under the 

NASA Incentive Award Plan.

President Dwight D. Eisenhower signed Executive 

Order 10849 establishing the seal on 27 November 

1959. The order included a description of the seal:

On a disc of the blue sky strewn with white stars, 

to dexter a large yellow sphere bearing a red flight 

symbol apex in upper sinister and wings enveloping and casting a gray-blue shadow upon the 

sphere, all partially encircled with a horizontal 

white orbit, in sinister a small light-blue sphere; 

circumscribing the disk a white band edged 

gold inscribed “National Aeronautics and Space 

Administration U.S.A.” in red letters.

The seal was later amended early in the Kennedy 

administration when the color of the shadow on the 

sphere was changed from gray-blue to brown under 

Executive Order 10942, 22 May 1961.

The NASA Insignia

Dr. Glennan, NASA’s first administrator, asked James 

Modarelli to design a simplified insignia for the informal uses of the new Agency. The insignia would appear 

on items such as lapel pins and signs on buildings and 

facilities. Modarelli worked on the insignia design task 

while completing the seal design. He chose the main 

elements from the seal for the simplified insignia—

the circle, representing the planets; stars, representing 

space; the advanced supersonic wing, representing 

aeronautics; and an orbiting spacecraft. He then added 

the letters “N-A-S-A.”25

25 “This Is NASA Insignia,” The Orbit, in-house newsletter 

at Lewis Research Center (31 July 1959), p. 1. Lewis 

illustrators Richard Schulke, Louise Fergus, and John 

Hopkins assisted Modarelli in the design effort.

 The colors of the insignia are 

Pantone 185 (red) and Pantone 286 (blue).26

26 NASA Style Guide, November 2006. p. 8.

In April 1959, NASA formally notified the Heraldic 

Branch of the Army Office of the Quartermaster 

General that it would use the insignia design created 

by Modarelli and that NASA would not require its services for this undertaking.

FIGURE 3-8. 

The NASA insignia designed by James Modarelli.

Dr. Glennan announced the new NASA insignia 

in the NASA Management Manual on 15 July 1959.27

27 The insignia had been approved by then Administrator 

Glennan before he approved the seal. The announcement 

appeared in several in-house newsletters: “Cite Regulations 

for use of New NASA Insignia,” Air Scoop, newsletter at 

Langley Research Center (24 July 1959); “This Is NASA 
CHAPTER 3 A New Agency, 1958–1959 67

Insignia,” The Orbit, newsletter at Lewis Research Center (31 

July 1959); “New NASA Insignia Approved,” The Astrogram,

newsletter at Ames Research Center (6 August 1959).

Specifications and orders for insignia lapel pins, decals, 

and stationery were completed during the fall of 1959. 

In November 1959, Modarelli transferred to NASA 

Headquarters, where he held the position of Director 

of Exhibits for NASA until he returned to Lewis 

Research Center in 1961.28

28 “Modarelli Transfers to Headquarters,” The Orbit, inhouse newsletter at Lewis Research Center (20 November 

1959), p. 1.

Modarelli’s creation would serve as the official 

NASA insignia for 16 years before being replaced in 

1975; it would later be reinstituted in 1992.

THE RED WING

At this juncture, it might be informative to the reader 

to clarify the oft-misunderstood red symbol that 

Modarelli chose to represent the aeronautics thrust 

of the Agency in the NASA seal and insignia. As previously discussed, the symbol was a stylization of an 

actual NACA-designed wing concept for supersonic 

applications involving flight at Mach 3. This section 

explains why the supersonic-wing model was part of 

the display at Ames and also discusses the individuals 

and technical programs at Ames and Langley that led 

to the concept. 

In the mid-1950s, the growing interest in highspeed flight resulted in accelerated efforts to maximize the efficiency of wings at supersonic speeds. A 

wide variety of wing shapes were investigated by the 

NACA in both experimental and theoretical studies 

at the NACA Langley Aeronautical Laboratory and 

at the NACA AAL.29

29 F. Edward McLean: Supersonic Cruise Technology, NASA 

SP-472, 1985.

 Conclusions from these studies 

indicated that arrow wings promised superior performance at supersonic speeds compared to delta wings 

and other shapes. Furthermore, the research showed 

that the lift-drag characteristics of arrow-wing configurations could be appreciably enhanced by cambering 

and twisting the wings. Aerodynamicists under the 

direction of John P. Stack at Langley and Robert T. 

Jones at Ames were major contributors to the research 

and were recognized as world leaders in theoretical and 

experimental methods for supersonic aerodynamics. 

The leaders of research on the design of twisted 

and cambered supersonic arrow wings were Elliott D. 

Katzen at Ames and Clinton E. Brown and Francis E. 

McLean at Langley. The emphasis in Katzen’s research 

was on how to optimize the performance of the wings 

at supersonic speeds.30

30 An example of Katzen’s research: Elliott D. Katzen, 

“Idealized Wings and Wing-Bodies at a Mach Number of 

3,” NACA Technical Note 4361, July 1958.

 At Langley, Brown and McLean 

were primarily interested in the practical applications 

of the wing concept to realistic airplane configurations 

with satisfactory stability and performance for specific 

missions.31

31 An example of Brown’s research: Brown, Clinton E.; 

McLean, F. E.; and Klunker, E. B.: “Theoretical and 

Experimental Studies of Cambered and Twisted Wings 

Optimized for Flight at Supersonic Speeds.” Presented 

at the Second International Congress of the Institute of 

the Aeronautical Sciences, Zürich, Switzerland, 12–16 

September 1960.

 These simultaneous projects were typical of 

productive NACA/NASA efforts in certain research 

areas. That is, once the committee identified the 

importance of a topic, the various labs would undertake different approaches to assess the potential benefits of multiple concepts, identify and resolve problems, 

and create valid design methods for applications of 

the concept. Efforts were carefully planned to avoid 

unnecessary duplication of efforts between Centers. 
68 CHAPTER 3 A New Agency, 1958–1959

FIGURE 3-9. 

Elliott Katzen of the NASA Ames Research Center. (Photo courtesy of Mrs. Elliott Katzen)

FIGURE 3-10. 

Clint Brown of the NASA Langley Research Center. 

(NASA L-05232)

By the time of Modarelli’s visit to Ames in 1958, 

several notable events had occurred. Beginning in the 

early 1950s, both Ames and Langley had explored 

theoretical analyses of the aerodynamic benefits of 

the advanced wing concepts. Jones and Brown had 

exchanged ideas and research plans on the design of 

the advanced wing concept. Brown designed a wing 

layout for an initial theoretical analysis, the results of 

which he shared with Jones. Jones subsequently used 

the results in planning the Ames program.32

32 Second Interview of R. T. Jones by Mark A. Chambers, 27 

July 1992. Chambers, Mark A.: “History of the Red ‘V’ 

in the NASA Meatball,” NASA History Office File 4542, 

31 July 1992. Also, letter to James Modarelli from Mark 

Chambers requesting comments on arrow wings tested at 

Ames and Langley, 31 July 1992.

 The Ames 

work focused on wings with a leading-edge sweep of 
CHAPTER 3 A New Agency, 1958–1959 69

80 degrees, whereas the Langley efforts were dominated by wings with a sweep angle of 75 degrees.

Katzen conducted tests on a series of twisted 

and cambered arrow wings with various wing sweep 

angles and Mach numbers in the Ames 1- by 3-Foot 

Supersonic Tunnel. With guidance from Jones, he 

began studies to optimize arrow-wing shapes in 1955. 

After conducting theoretical analyses, he followed up 

with wind-tunnel tests in 1955 and 1956 to determine 

which of his designs had the highest value of lift-drag 

ratio at Mach 3.

Jones had suggested to Katzen that a wing sweep 

of about 80 degrees would be a nearly optimum shape 

for a Mach 3 application. For that condition, the leading edge of the wing would be behind the Mach cone, 

and the Mach number perpendicular to the leading 

edge in flight at Mach 3 would be comparable to that 

of a Boeing 707 subsonic transport in flight. He also 

suggested using a Clark-Y airfoil with camber but no 

twist. When the first thin metal wing arrived from the 

shop, Katzen took it to Jones for inspection and Jones 

twisted it to the shape he thought would be the best 

performer. Subsequent tunnel tests in the Ames 1- by 

3-Foot Supersonic Tunnel indicated a maximum liftdrag ratio of 9—the highest efficiency ever measured 

at the time for an isolated wing designed for Mach 

3.33

33 Bugos, Glenn E.: Atmosphere of Freedom: Sixty Years at the 

NASA Ames Research Center (NASA SP-4314, 2000), p. 36.

 Analysis of approaches to enhanced performance 

at Mach 3 suggested that a lifting forebody should be 

included in the configuration, resulting in the peculiar 

“upturned nose” seen in the NASA insignia and seal.34

34 Brown, McLean, and Klunker, p. 13.

FIGURE 3-11. 

Ames researcher Lynn W. Hutton poses with an advanced supersonic wing model in 

August 1958. This particular model was the one on display at the Ames inspection the 

previous month. (NACA A-24208)

Observers that were in the office with Katzen when 

he first saw the design of the NASA seal reported that 

he was terribly excited—pointing out that, in his opinion (and those of the observers), the red wing on the 

seal depicted his wing design. Katzen, however, was 

never given credit by the Agency as the designer of the 

red wing in the NASA insignia, and he became deeply 

upset over the lack of recognition.35

35 William C. Pitts, interview by Joseph Chambers, 5 

December 2012. Pitts was a member of the technical 

organization of Elliott Katzen under Wallace F. Davis 

at Ames. Pitts was Katzen’s officemate and witnessed the 

events cited. Noted aerodynamicist Jack Neilsen was also a 

member of the group aware of Katzen’s contribution.

 When Katzen 

passed away on 12 February 2012, the memorial pamphlet at his funeral mentioned that he and Jones had 

perfected a “highly swept wing design that was actually 
70 CHAPTER 3 A New Agency, 1958–1959

represented as the red triangle dart across the NASA 

meatball logo.”36

At Langley, development of the wing concept was 

spurred on by an evolving military need for flight at 

Mach 3. As tensions between the United States and 

the Soviet Union increased during the 1950s, one of 

the highest priority projects for the U. S. Air Force was 

developing an intercontinental supersonic bomber with 

an unrefueled combat radius of 4,000 nautical miles 

and the capability to deliver nuclear weapons to the 

Soviet Union. In 1955, the Air Force initiated Weapon 

System 110A (WS-110A) for industry design studies 

that ultimately led to the North American XB-70 and 

its demonstrated Mach 3 capability.

In view of the criticality of supersonic efficiency 

to the WS-110 mission, a special classified study was 

led by Langley to assess the aerodynamic benefits of a 

75-degree twisted and cambered arrow-wing bomber 

designed by Brown and McLean. The wing was contoured to provide trim and stability at the design 

condition for the WS-110A mission, including the 

necessary internal volume for fuel and weapons. The 

configuration was referred to within Langley as the 

“Brown Bomber.”

The testing effort included evaluations of the 

Brown-McLean design in the Langley Unitary Plan 

Wind Tunnel in 1957 and 1958 and the Langley 7- by 

10-Foot High-Speed Tunnel in 1958.37 The objective 

36 Funeral pamphlet for Elliott D. Katzen, to be deposited in 

the NASA HRC. Also see the announcement of Katzen’s 

passing in the Ames Astrogram, Spring 2012, p. 6.

37 Entered in test log of Langley Unitary Tunnel Test Section 

I as “Test 70 WS-110A Brown Bomber in UWT LowMach Number Test Section,” Langley Historical Archives, 

Wind-Tunnels by Donald Baals. Results of two supersonic 

tunnel entries are reported in Hallissy, Joseph M., Jr., and 

Hasson, Dennis F.: Aerodynamic Characteristics at Mach 

Numbers 2.36 and 2.87 of an Airplane Configuration having 

a Cambered Arrow Wing with a 75° Swept Leading Edge, 

NACA RM L58E21, 4 August 1958.

of the Unitary tests was to measure aerodynamic performance at Mach 3, and the 7- by 10-Foot Tunnel 

test was to determine the low-speed landing, takeoff, 

and subsonic performance and stability characteristics 

of the configuration.38 Both tests included the isolated 

wing and addition of components necessary for a real 

airplane including tail surfaces, engine pods, etc.

Although the results of the supersonic wind-tunnel tests at Langley indicated an impressive maximum 

lift-drag ratio of 6.0 for the isolated wing at Mach 3, 

Brown was extremely disappointed because this value 

was appreciably lower than that anticipated based 

on his theoretical studies. Flow visualization studies 

revealed that flow separation on the upper wing surface occurred that could not be predicted using the 

limited theories of the day. 

The results of the research programs on the 

advanced wing concepts at Ames and Langley were 

reported in a session at the NACA Conference on HighSpeed Aerodynamics held at Ames 18–20 March 1958. 

The primary purpose of the conference was to convey 

to the military services and their contractors the results 

of recent supersonic research and to provide those in 

attendance with an opportunity to discuss the results. 

Katzen reported on his efforts at Ames, and Donald D. 

Baals presented the results of the Langley activities.39, 40

38 The subsonic tests are discussed in Davenport, E. E. and 

Naseth, R. L., Low-Speed Wind Tunnel Investigation of 

the Aerodynamic Characteristics of an Airplane Having 

a Cambered Arrow Wing with a 75° Swept Leading Edge, 

NASA TM X-185, 1960.

39 Baals had a long and active career at the NACA and NASA, 

having designed Langley’s 4 by 4-Foot Supersonic Pressure 

Tunnel in the 1940s. He continued his career at Langley 

after the Center became a part of NASA and retired in 1975.

40 Elliott D. Katzen, “Idealized Wings and Wing-Bodies at a 

Mach Number of 3,” Paper 38, pp. 509–520; and Donald 

D. Baals, Thomas A. Toll, and Owen G. Morris, “Airplane 

Configurations for cruise at a Mach Number of 3,” Paper 

39, pp. 521–542.
CHAPTER 3 A New Agency, 1958–1959 71

FIGURE 3-12. 

The Brown Bomber configuration during tests in 

the Langley Unitary Plan 

Tunnel in February 1958. 

(NASA LAL 58-826)

After testing of the NACA Brown Bomber was 

completed at Langley in 1958, a red plastic display 

model was made from a mold of the wind-tunnel 

model. The red model was on display for visitors in 

Brown’s office and was then exhibited at the Unitary 

Plan Wind Tunnel for many years.41

In summary, the evidence gathered in this study—

based on interviews of James Modarelli—reveals that 

he was inspired to include the arrow wing shape in the 

NASA logos by his encounter with the model during 

the Ames inspection. He then became aware of similar 

models at Langley and used common features to create 

his own artistic interpretation of a representative wing 

used in the NASA emblems. As previously discussed, 

his wing design changed as the interactions with the 

Army Heraldic Branch proceeded. A fitting conclusion 

41 Jerry C. South, Jr., “Meatball Logo Based on Wind Tunnel 

Model,” The Researcher News, in-house newsletter, NASA 

Langley Research Center, 14 August 1992, p. 2. Also, Roy V. 

Harris, Jr., interview by Joseph Chambers, 1 November 2012.

is that all three Centers and NASA Headquarters played 

a role in the creation of the NASA seal and insignia.42

The U.S. Air Force and its industry teams that were 

part of the WS-110A project rightfully considered the 

highly swept cambered arrow-wing concept an unacceptably immature approach that would require years of 

extensive research in a number of disciplines, including 

propulsion integration, aeroelasticity, and flight control. Nonetheless, the lessons learned from wind-tunnel testing and theoretical analyses by Katzen, Brown, 

and McLean provided building blocks that later played 

key roles in NASA research on civil high-speed transports. The superior performance of the arrow wing for 

supersonic missions continues to make it a strong contender for future supersonic transport designs.43

42 Letter from Harry J. DeVoto, retired Chief of Graphics 

and Exhibits at NACA Ames, to Daniel S. Goldin, NASA 

Administrator, 11 June 1992. Headquarters Historical 

Records Collection, file 4540.

43 F. Edward McLean, Supersonic Cruise Technology, NASA 

SP-472, 1985.
72 CHAPTER 3 A New Agency, 1958–1959

Applications During Transition

As might be expected in a time of rapid and dramatic change, questions regarding the new markings 

required on property owned by NASA quickly surfaced. In many cases, the Centers proceeded with their 

interpretation of appropriate markings and emblems. 

At the very minimum, an effort had to be made to 

change the letter C in NACA to an S. Perhaps the 

greatest effort was repainting the roofs of the Agency’s 

flight hangars, since they had been painted with prominent NACA markings as previously discussed. In 

addition, the entire NACA research aircraft fleet had 

been emblazoned with the NACA wings emblem on 

their tail bands.44

44 On most aircraft, the NACA letters were changed to 

NASA, while a few had the tail band removed.

FIGURE 3-13.

In this very rare picture, an F-86D flown by Langley pilots during the transition from the 

NACA to NASA in 1958 was marked with an unofficial modification to the traditional 

NACA wings insignia. A NASA designation appears in the wings insignia as well as on 

the aft fuselage.

FIGURE 3-14. 

Tradition changes as the 

letter C in the NACA logo 

on the roof of the hangar at 

the Lewis Research Center 

is removed. Note the existing NACA emblems above 

the hangar doors and on 

the fuel tanker. (NASA 

C-1958-48854)
CHAPTER 3 A New Agency, 1958–1959 73

FIGURE 3-15. 

In this photo, the Lewis hangar roof and entrance markings have been updated and the F-94 research aircraft 

has been marked with NASA on the forward fuselage. 

The old NACA wings emblem, however, has been 

marked over with “NASA.”

FIGURE 3-16. 

Workmen begin the 

task of replacing NACA 

emblems and signs by 

removing the NACA wings 

insignia over the entryway 

at the High-Speed Flight 

Station. (NASA E96-

43403-4)

75

CHAPTER 4

Fly Me to the Moon, 1960–1974

Insignia and Seal: Onward and Upward

Led by an enthusiastic and dedicated new Agency, the 

United States took on the scientific challenges and 

potential security threats posed by the Soviet Union 

with an aggressive space program. President John F. 

Kennedy’s directive to send Americans to the Moon 

within the decade brought forth unprecedented and 

exciting accomplishments that ultimately met his goal. 

The new NASA seal and insignia became iconic fixtures of the space program and were displayed with 

pride throughout the Agency. The insignia, in particular, was displayed at virtually every major event of 

the period—to the point where it often was referred 

to as the NASA seal. The confusion was caused by the 

almost unnoticed use of the seal on the NASA flag or 

on the rostrum for presentations by the Administrator.

During an era in which NASA seemed to accomplish the impossible and generate unbridled support 

from the U.S. public, the logos created by Modarelli 

remained unaltered from his designs of 1959. Those 

logos would continue to grow in popularity and 

advance international recognition of the world-class 

organization that had led the nation to the Moon 

while generating innumerable civil and military applications of the technologies it conceived, developed, 

and matured.

CRITICISM

Despite widespread acceptance and support for the 

NASA logos, a few incidents arose in which representatives of the art world were critical of Modarelli’s 

designs. A specific example involved one of NASA’s 

highest honors, the NASA Distinguished Service 

Medal, during the early days of Project Mercury.

At the request of NASA, several proposed designs 

for the Distinguished Service Medal and Exceptional 

Service Medal had been prepared by the Heraldic 

Services Division of the Army and submitted to NASA 

in early December 1959. The Army had also submitted designs for the suspension ribbons, rosettes, and 

lapel emblems for the medals. In January 1960, NASA 

advised the Army of the design that had been selected 

and also informed them that the development and 
76 CHAPTER 4 Fly Me to the Moon, 1960–1974

production of medals and ribbons would be handled 

by the Agency with no further Army responsibilities. 

The NASA medals designed by the Army had the same 

obverse (front) as the NASA seal.1

FIGURE 4-1. 

NASA’s top management from 1958 to 1960 was Dr. T. Keith Glennan, Administrator 

(center); Hugh L. Dryden, Deputy Administrator (left); and Richard E. Horner, Associate 

Administrator (right). Taken on 1 March 1960, the picture shows the NASA seal above 

Administrator Glennan and the NASA flag behind Dryden. (NASA 60-ADM-7)

After the inspiring suborbital flight of astronaut 

Alan Shepard on 5 May 1961, President Kennedy 

awarded him the NASA Distinguished Service Medal 

in recognition of his brave and exceptional feat. In the 

wake of this event, however, the first critical comments 

regarding the design of NASA logos surfaced.

In its 19 May 1961 issue, Time magazine published a criticism of the design of government medals 

in general, with emphasis on the design of the NASA 

Distinguished Service Medal:

Since the days of ancient Athens, a brave act has 

deserved a proud and artistic medal—everywhere but in the U.S. Last week when President 

Kennedy honored the country’s first astronaut, 

all he had to pin on the lapel of Commander 

Alan Shepard was something that looked as if it 

might have come out of a Cracker Jack box. The 

Distinguished Service Medal of the National 

Aeronautics and Space Administration is the 

most unimaginative decoration turned out by 

the U.S. government so far—and the competition for that title is stiff.... Such U.S. medals 

are turned out by the U.S. Army Institute of 

Heraldry, which has only two trained sculptors on its staff.... No one at NASA will say 

1 Fact sheets prepared by Col. John D. Martz, Jr., 

Commander of Quartermaster Corps, on background 

of Heraldic Services Division participation in design of 

NASA seal and medals, 18 May 1961. The fact sheets were 

prepared at the request of higher-level officials within the 

Army. Files of the Institute of Heraldry, Department of the 

Army, Fort Belvoir, VA, to be deposited in HRC.
CHAPTER 4 Fly Me to the Moon, 1960–1974 77

FIGURE 4-2. 

A NASA Distinguished Service Medal of the type awarded to astronaut Alan Shepard 

in 1961. (NASA)

who is responsible for Commander Shepard’s 

D.S.M., but that perhaps is a blessing. One side 

of the medal shows a planet and satellite—a 

motif that any schoolboys might have thought 

up. On the other side is the inevitable laurel 

wreath. As for the lettering, Designer Henry 

Hart of the Smithsonian Institution has just one 

word: “Atrocious.”2

2 “Lackluster Medals,” Time magazine, 19 May 1961, p. 84.

As expected, many in the NASA community 

reacted adversely to the article. Harry J. DeVoto, who 

had been Head of the Graphics and Exhibits Branch at 

NASA Ames, was particularly offended. DeVoto had 

been the designer who influenced Modarelli’s choice of 

the globe and orbiting spacecraft in the logos. In 2001, 

DeVoto commented:

History has proven Time magazine’s assessment 

of the logo entirely wrong. In an issue that was 

published about the time the logo was made 

public, Time used words like, “Cracker-Jack toy”, 

“typical government art” and many other negative remarks. I do not have any clue as to the date 

of the piece but I do remember it well because 

the entire design process was clearly an important 

part of NASA’s beginnings and the privilege of 

having been connected with NACA and NASA 

through those most dynamic years is precious 

to me.3

3 “Ames Research Center View of NASA Logo Design,” 

Letter from Harry J. DeVoto to Steve Garber of NASA 

History Office, 6 May 2001. NASA Headquarters 

Historical Records Collection, file 4542.
78 CHAPTER 4 Fly Me to the Moon, 1960–1974

Applications of the Logos

The bold achievements of NASA during its embryonic 

era were spectacular and fundamental to the advancement of aerospace technology. The epic Moon-landing 

missions were achieved ahead of the schedule set by 

President Kennedy, sophisticated technologies and 

facilities were created to enable follow-on phases of 

terrestrial and universal exploration, and advanced 

aeronautical technologies for civil and military aircraft 

were developed.

The importance of NASA’s programs—especially 

the critical Apollo Program—was not lost on the 

public, which brimmed with national pride inspired by 

the Agency and the symbolism of the NASA logos. The 

insignia, in particular, served its mission well as a centerpiece during both formal and informal media events 

ranging from the introduction of astronauts to press 

conferences and the visits of important stakeholders. 

It appeared on NASA buildings and equipment, the 

flight suits of pilots and astronauts, research aircraft 

and facilities, and correspondence and reports. Visitors 

to the gift shops at NASA installations searched and 

scrambled for any souvenirs that displayed the insignia. Exposure of the iconic symbol became more widespread as the nation met the challenges of the space 

race, which culminated in lunar missions that took 

Modarelli’s creation to the Moon.

AERONAUTICS

NASA’s research aircraft and flying test beds displayed the insignia on various components of the airframe, typically the fuselage or wing. In many cases, 

the NACA gold band on the vertical tails of research 

aircraft was retained—with the NACA wings logo 

replaced by the letters “NASA” in black. This arrangement would be replicated on many NASA aircraft well 

into the 1990s. 

FIGURE 4-3.

Majestic view of colorful NASA F-104N aircraft of the 

NASA Flight Research Center, in formation near Edwards Air Force Base in 1963. The tail bands are yellow, 

rather than gold. The NASA insignia is barely visible on 

the engine air intakes on the side of the fuselage. (NASA 

EC63-00221)
CHAPTER 4 Fly Me to the Moon, 1960–1974 79

FIGURE 4-4.

NASA Langley began flight tests of its B737 research 

transport in 1973. In addition to the NASA insignia on its 

nose, the aircraft exhibited the insignia of the Federal Aviation Administration near its entrance door. The 

tail band was gold with stylized NASA letters in black. 

(NASA GPN-2000-001905)

FIGURE 4-5.

Showing the NASA insignia on its nose and a gold tail 

band, the XB-70A Ship 1 takes off on a research mission. The aircraft was flown by the NASA Flight Research 

Center in the mid-1960s for high-speed studies and for 

sonic-boom investigations. (NASA ED97-44244-2)
80 CHAPTER 4 Fly Me to the Moon, 1960–1974

FIGURE 4-6. 

NASA test pilot Pete Knight poses with the legendary 

X-15A-2 hypersonic research aircraft in 1965. A variation 

of the gold NASA tail band appears on the vertical tail, 

and the NASA insignia on the nose is backed by a gold 

flash. (NASA ECN-1025)

FIGURE 4-7. 

Long before the Space Shuttle, NASA explored the flight 

behavior of advanced space vehicles known as lifting 

bodies. Here Milt Thompson, Chief Test Pilot of the 

NASA Flight Research Center, poses with a low-cost, 

unpowered test vehicle known as the M2-F1 in 1963. 

(NASA EC63-206)
CHAPTER 4 Fly Me to the Moon, 1960–1974 81

FIGURE 4-8. 

Rocket-powered lifting bodies were photographed at the 

Flight Research Center in 1972. Each carries the NASA 

insignia and gold tail band (L–R): The Air Force X-24A, the 

NASA M2-F2, and the NASA HL-10. (NASA EC69-2353)

FIGURE 4-9. 

Low-speed research vehicles also carried the insignia. 

The insignia is displayed on the wing of the Boeing/

Vertol VZ-2 tilt-wing Vertical Takeoff and Landing (VTOL) 

research aircraft shown at Langley in 1960. (NASA GPN2000-001732)
82 CHAPTER 4 Fly Me to the Moon, 1960–1974

Human Spaceflight

By far the most exposure for the NASA logos has 

been generated by the NASA human spaceflight program—the suborbital flights of Project Mercury, the 

challenging docking maneuvers of Project Gemini, the 

Moon landings of the Apollo Program, the launch of 

the Space Shuttle Program, and the evolution of the 

International Space Station. Whether worn as a patch 

on an astronaut’s suit, affixed to boosters and space 

vehicles, or used as a backdrop during press conferences, the emblem is an integral part of NASA’s program. The photographs that follow show the presence 

of the insignia during highlights of the human spaceflight program from this era.

FIGURE 4-10. 

The first two groups of astronauts selected by NASA pose in 1963 behind NASA insignia. The original seven Mercury astronauts, selected in April 

1959, are seated (L–R): L. Gordon Cooper, Jr.; Virgil I. Grissom; M. Scott Carpenter; Walter M. Schirra, Jr.; John H. Glenn, Jr.; Alan B. Shepard, Jr.; 

and Donald K. Slayton. The second group of NASA astronauts, named in September 1962, is standing (L–R): Edward H. White, II; James A. 

McDivitt; John W. Young; Elliot M. See, Jr.; Charles Conrad, Jr.; Frank Borman; Neil A. Armstrong; Thomas P. Stafford; and James A. Lovell, Jr. 

(NASA S63-01419)
CHAPTER 4 Fly Me to the Moon, 1960–1974 83

FIGURE 4-11.

One of the most popular Mercury astronauts was Alan 

Shepard, seen here in his spacesuit prior to the first 

U.S. piloted suborbital mission in 1961. His suit carries 

the NASA insignia, a tradition that became part of every 

piloted mission. (NASA MSFC-9248359)

FIGURE 4-12.

John Glenn smiles after becoming the first American to orbit Earth in his Mercury 

spacecraft Friendship 7 on 12 February 1962. (NASA MA6-39)
84 CHAPTER 4 Fly Me to the Moon, 1960–1974

FIGURE 4-13. 

President Kennedy honors John Glenn at Cape Canaveral on 23 February 1962. James Modarelli’s NASA insignia is proudly displayed at the festivities. (NASA KSC-62PC-0014)
CHAPTER 4 Fly Me to the Moon, 1960–1974 85

FIGURE 4-14.

Astronaut L. Gordon Cooper, Jr., prime pilot for the 

Mercury-Atlas 9 (MA-9) mission in 1963, relaxes while 

waiting for weight and balance tests to begin. The NASA 

insignia was worn in the same location on flight suits 

during Project Mercury. (NASA S63-03974)

FIGURE 4-15.

Before it could embark on a Moon mission, NASA had to 

demonstrate the feasibility of a rendezvous mission with 

an orbiting target vehicle in the Gemini Program. NASA 

insignia and mission patches are worn by Astronauts Walter M. Schirra, Jr. (seated), command pilot, and Thomas 

P. Stafford, pilot, Gemini 6 prime crew, as they go through 

suiting up exercises in preparation for their Gemini 6 flight 

on 20 October 1965. (NASA GPN-2000-001478)
86 CHAPTER 4 Fly Me to the Moon, 1960–1974

FIGURE 4-16. 

The NASA insignia dominates the side of the Project 

Gemini Control Center building at Cape Canaveral in 

1964. (NASA KSC-64C-2699)

FIGURE 4-17.

The astronauts of Apollo 11 (L–R): Neil Armstrong, 

Michael Collins, and Buzz Aldrin pose in spacesuits before their historic flight. The NASA insignia and American 

flag adorned their suits. (NASA GPN-2000-0011644)
CHAPTER 4 Fly Me to the Moon, 1960–1974 87

FIGURE 4-18. 

Insignia on the Moon. 

Astronaut Buzz Aldrin 

steps down from the LEM 

in preparation for a task. 

The insignia carried on 

the front of the crew’s 

suits was hidden by 

equipment, but the NASA 

insignia on their backpacks can be seen here. 

(NASA AS11-40-5869)
88 CHAPTER 4 Fly Me to the Moon, 1960–1974

PUBLICATIONS

NASA publications during this period—for example, 

technical notes—were published with an image of the 

NASA seal on the cover. These documents were subjected to a thorough in-house peer review before being 

considered for publication and release to the industry, military, universities, and the public. Such publications were of high quality and widely used by the 

aerospace community.

FIGURE 4-19. 

The covers of NASA technical reports published from 1959 to 1975, such as this technical note, included the NASA seal.
89

CHAPTER 5

Controversy, 1975–1991

The NASA Logotype

The NASA insignia served the Agency well for 16 

years, becoming an iconic centerpiece during the 

excitement and national pride of the Apollo years. 

In 1975, however, NASA Headquarters decided that 

the insignia for the Agency should take on a more 

contemporary appearance. James Modarelli’s original logo, which had always been referred to as “the 

insignia,” was first dubbed “the meatball” in 1975 by 

Frank “Red” Rowsome, head of technical publications 

at NASA Headquarters, to differentiate it from a new 

logo called the NASA logotype.1

1 “Employees Rededicate Famous NASA Symbol.” The Lewis 

News, in-house newsletter, Volume 34, Issue 11, November 

1997, p. 1.

 In 1974, as part of 

the Federal Graphics Improvement Program of the 

National Endowment for the Arts, NASA replaced 

the complex meatball with a stripped-down, modernist interpretation in which even the cross stroke of the 

As was removed. The logotype was designed by Danne 

and Blackburn, a New York firm that specializes in 

corporate identity. Bruce N. Blackburn of the firm 

designed the American bicentennial logo, which was 

painted on the NASA Vehicle Assembly Building at 

Kennedy Space Center in 1976.

The Federal Graphics Improvement Program, 

active from 1972 to 1981, was part of the Federal 

Design Improvement Program. A panel of prestigious 

graphic designers convened to critique the graphics of 

participating federal agencies. This critique was not 

limited to paper products; planes, ambulances, and 

even the Congressional Record were cited for redesign. Ultimately, more than 45 government agencies 

revamped their graphics under this mandate.2

2 See http://arts.gov/article/setting-standard-nea-initiates-federaldesign-improvement-program (accessed 5 November 2014).

In addition to providing a more contemporary 

look, the logotype was in part justified by difficulties encountered with reproducing the colors of the 

meatball in the printing process before the age of 
90 CHAPTER 5 Controversy, 1975–1991

high-quality digital printers. In addition, recognition 

of some of the elements—for example, the stars—in 

the meatball design was difficult for some viewing 

conditions. The color of the new insignia was NASA 

Pantone 179 (red). When compared to the red wing in 

the meatball insignia, the logotype color was more of 

an orange-red. Against a white background, the logotype was shown in red, black, or a warm gray.

FIGURE 5-1. 

 The NASA logotype replaced the insignia in 1975. (NASA C-1997-4062)

Acceptance of the new logotype insignia was far 

from universal within the Agency. Many longtime 

NASA employees were dismayed by the replacement 

of their beloved meatball with the trendy new insignia, which they called the “worm” in a truly derogatory 

sense. The new insignia was never fully endorsed by 

the NASA old-timers, leading to a raging controversy. 

Nonetheless, the NASA logotype was adopted and 

would serve as the Agency’s insignia for the next 17 

years. During that period, NASA would continue to 

make unprecedented scientific advancements, but the 

occurrence of the Challenger disaster, the resulting termination of Shuttle flights, and other Agency project 

problems resulted in a perceived downturn in morale, 

especially at the Centers.

FIGURE 5-2. 

The American bicentennial logo was designed by Bruce 

N. Blackburn. It was added to the Vehicle Assembly 

Building at the Kennedy Space Center in 1976 and replaced by the meatball in 1998.

The New Insignia

The adoption of the new NASA logotype as a new 

insignia at the field Centers was received with surprise 

and mixed emotions. The tone of unrest was exemplified by the announcement of the unanticipated insignia in Langley’s Researcher News, in-house newsletter,

A new graphics design program is being implemented for NASA. The program is planned to 

improve the agency’s ability to communicate, 

provide uniformity for all NASA graphics, and 

save time and money. The new program, called a 
CHAPTER 5 Controversy, 1975–1991 91

FIGURE 5-3.

This humorous, tongue-in-cheek “Goodbye Meatball” cartoon captures the abruptness of the worm insignia replacing the meatball insignia in 1975. (Contributed by 

James H. Cato)

graphics system, will cover all means of communication, both inside and outside NASA: stationery, 

technical and management publications, vehicles 

and aircraft, buildings and direction signs, news 

releases, and a new Logotype (symbol). 

The new symbol is the most obvious—and 

the most controversial—part of the graphics 

system. The symbol will replace the NASA 

“Meatball” for all agency identification. The 

NASA seal will be retained, however, for 

“formal” uses such as service pins, award certificates, speakers lecterns, the NASA flag, and for 

other occasions.

The new symbol, reproduced here, incorporates the letters of the NASA acronym, with letters stylized and reduced to their simplest forms. 

The single width of the letters is designed to give 

a feeling of unity and technological precision to 

the symbol. The curves of the letters represent 

fluidity and continuity from a design point of 

view. The “As” are used without their crossstrokes to give a feeling of vertical thrust.

The words “National Aeronautics and Space 

Administration” will accompany almost every 

use of the new symbol. According to designers, 

millions of people know about NASA but many 

of them don’t know what the acronym means.

The new graphics system has been accepted 

by NASA Administrator Dr. James C. Fletcher. 

At the time he stated: 

“We at NASA believe that design excellence 

is not a luxury, but rather a necessity. We believe 

that it is important to constantly upgrade the 

quality of our graphics in order to improve 

communications with the citizens of our country and to develop a closer relationship between 

graphic design and program operation so that 

design becomes a tool in achieving the program 

objectives of NASA.”

To keep changeover costs at a minimum, 

many elements will be gradually changed, 

including such items as vehicles and signs. The 

complete changeover period is expected to take 

several years.

The new graphics system began as part of the 

Federal Design Improvement Program, implemented by the National Endowment for the 

Arts, which began in 1972. NASA’s participation 

began when a panel of graphic design experts 

recommended several ways in which the Agency 
92 CHAPTER 5 Controversy, 1975–1991

could improve its ability to communicate.3 The 

New York design team of Richard Danne and 

Bruce Blackburn developed at the NASA graphics system and will help implement it. The firm 

also designed the National Bicentennial symbol.4

In reality, Administrator Fletcher and his Deputy 

Administrator, Dr. George Low, had misgivings about 

the new design.5

 Both Fletcher and Low expressed 

their uncomfortable positions to the designers during 

their first design presentation, but the new logo was 

nonetheless approved and implemented.6

IMPLEMENTATION

Robert Schulman of NASA Headquarters was chosen 

to be NASA’s monitor of the redesign effort as it continued to evolve over the next decade. The Standards 

Manual for the use of the logotype ultimately consisted of over 90 pages, covering applications to ground 

vehicles, aircraft, the Space Shuttle, signs, uniform 

patches, public service film titles, space vehicles, and 

satellite markings.

Co-designer Richard Danne recalled that, in 

his opinion, the difficulty encountered regarding 

3 Panel members included Marion Swannie, IBM Design 

Program Manager; Alvin Eisenman, Chairman of Yale 

University’s Graphics Department; Paul Rand, nationally 

known graphics designer; Howard Paine of National 

Geographic magazine; and John Leslie of the U.S. 

Department of Labor.

4 The Researcher News, Langley’s in-house newsletter, Volume 

14, Issue 4, 21 February 1975, p.1.

5 Hilary Greenbaum, “Who Made Those NASA Logos?” 

The Sixth Floor, 3 August 2011. http://6thfloor.blogs.nytimes.

com/2011/08/03/who-made-those-nasa-logos/?_php=true&_

type=blogs&pagewanted=p&_r=0 (accessed 31 August 2014).

6 A detailed discussion by designer Richard Danne regarding 

his perspective on the design and advocacy problems for 

the NASA logotype is available online at http://www.

thisisdisplay.org/features/the_nasa_design_program (accessed 

1 September 2014).

acceptance of the new logo was caused by how the 

Agency decided to alert the Centers of the change,

The Agency made the decision to alert the 

various Centers to the new Program by sending 

Executive stationery to each Center Director. 

That Stationery displayed the new NASA 

Logotype and it would be the first time they 

were informed of the graphics program and 

image change.... Centers were like fiefdoms, 

they enjoyed their freedom and their provincial 

specialties. At the time of our redesign, there 

was resistance to almost anything emanating 

from Headquarters.... Those letterhead “gifts” 

coming out of Washington and sporting the new 

Logotype proceeded to detonate across the country...and all hell broke loose!7

7 Ibid.

The managers at the NASA Centers were upset 

over the unexpected announcement, and the employees were even more inflamed. The perception of the 

program advocates was that the younger NASA 

employees preferred the new graphics program, but 

the older employees were, in general, upset over the 

change. There appeared to be no middle ground for 

the situation; employees and NASA’s partners either 

enthusiastically endorsed the logotype or despised it.

In 1984, the NASA logotype was awarded the prestigious Award of Design Excellence of The Presidential 

Design Awards by President Reagan in Washington. 

Despite this recognition, the schism in acceptance of 

the logotype at the Centers persisted throughout its 

existence. To the relief of many, it was replaced by 

Modarelli’s meatball design following the appointment of Daniel S. Goldin as the new administrator 

of NASA by President George H. W. Bush on 1 April 
CHAPTER 5 Controversy, 1975–1991 93

1992. The next chapter will discuss why Goldin made 

this change.

The Shuttle Emblems

The emergence of the Space Shuttle during the 

1970s resulted in a new emblem for NASA’s Space 

Transportation System (STS) on 18 February 1977. 

Known as the Space Transportation System Program 

Badge, the emblem was triangular, pointed upward, 

and had a stylized drawing of the Space Shuttle in 

launch configuration. Its colors were a white and 

grey shadow-edged Shuttle over a background of two 

shades of blue, and a gold and white edge. “SPACE 

SHUTTLE” was inscribed horizontally at the base in 

white letters.8

8 Federal Register, Volume 52, Number 231, 2 December 

1987, p. 45818.

FIGURE 5-4. 

The NASA Space Transportation System Program 

Badge was established in 

February 1977.

The STS badge was designed by the NASA 

Johnson Space Center, which also designed “Add-On 

Bars” to augment the badge and provide subordinate 

mission-related identity. The bars were rectangular, 

gold and white edged, with one or two lines of text on 

a red band. They were positioned horizontally at the 

base of the badge. Over 15 different identifiers were 

made with titles such as Orbital Flight Test, Approach 

and Landing Test, Johnson Space Center, and Space 

Shuttle Main Engine.9

9 http://www.collectspace.com/ubb/Forum18/HTML/000420.

html (accessed 15 September 2014).

Early in the Shuttle program, NASA management 

planned to use the add-on bars as numeric indicators 

of individual missions. The astronauts, however, overruled this approach and instead initiated individual 

mission patches that became an integral part of the 

human spaceflight program. NASA formally referred 

to mission patches as the NASA Astronaut Badge.

Shuttle crews prior to the mid-1980s typically wore 

the STS badge along with the NASA logotype insignia during preflight and mission photo opportunities. 

After the Challenger disaster, the STS badge was rarely 

seen on uniforms and flight suits. From the 1990s on, 

Shuttle crews wore uniforms with their mission insignia and the NASA meatball insignia.

Applications of the Logotype

As expected, the changeover from the meatball to the 

logotype insignia was slow due to the cost and labor 

required. Some of the changes—especially those 

involving building identifiers—occurred relatively 

quickly, but other more costly changes took years 

because the NASA meatballs had been extensively 

displayed throughout the field Centers. The process 

was also significantly delayed by the reluctance of the 

old-timers to dismiss their favorite insignia.
94 CHAPTER 5 Controversy, 1975–1991

BUILDINGS

The introduction of the new NASA logotype insignia 

in 1975 required NASA installations to identify buildings with the new insignia. The changeover in logos 

for large buildings such as aircraft hangars prompted 

different actions at the various NASA Centers. For 

example, the flight hangars at the Ames-Dryden Flight 

Research Facility immediately complied with the new 

directive, whereas Langley never removed its meatball from the hangar and only added the logotype in 

late 1991.

FIGURE 5-5. 

The NASA logotype 

insignia is exhibited over 

the entrance to the main 

building at the NASA 

Ames-Dryden Flight Research Facility in 1991. 

In this photograph the 

logo appears behind the 

X-1E research aircraft with 

its NACA tail band. 

(EC-91-485-1)

FIGURE 5-6. 

The research aircraft of the NASA Ames-Dryden Flight Research Facility were photographed in 1985 in front of flight hangars marked with the NASA logotype insignia. The 

Shuttle hangar is in the background at the upper right. (EC-91-485-1)

The Unitary Plan Wind Tunnel complex at the 

Ames Research Center has long been a key national 

facility supporting the U.S. civil and military aerospace communities. Thousands of tests of almost every 

commercial and military aircraft have been conducted 

there since it began operations in 1956, and testing 

continues today. The facility was designed to have 

three test sections using only one set of drive motors. 

A turning vane/valve arrangement is used to divert the 

airflow into one test section while the other two are 

readied for another test or undergo maintenance. The 

meatball insignia had been painted in a prominent 

position on the turning vane/valve used to separate 

flow between test sections.10

10 The Astrogram, in-house Ames newsletter, Volume XXXII, 

Number 25, 31 August 1990. A historical preservation study 

of the facility is available online at http://historicproperties.

arc.nasa.gov/unitary.html (accessed 3 September 2014).

 This application was but 

one of many in which the old meatball was given preference over the new worm insignia.
CHAPTER 5 Controversy, 1975–1991 95

FIGURE 5-7. 

The Ames Unitary Plan Wind Tunnel was declared a National Historical Landmark in 1985. The flow diverter section is proudly adorned with the 

meatball. The plaques on display in front of the tunnel discuss the contributions of the facility. (NASA ACD06-0213-001)
96 CHAPTER 5 Controversy, 1975–1991

AIRCRAFT

During the period 1975–1991, NASA research aircraft appeared with a variety of 

insignia and, for the first time, an increased number of logos that identified partners and sponsors for research projects. Many of the paint schemes were chosen to 

enhance the visibility of the vehicle as well as airflow over and around its surfaces.

FIGURE 5-8. 

The NASA F-18 High Alpha Research Vehicle (HARV) 

had a special black finish to enhance visual analysis of 

flow characteristics over the airplane at high angles of 

attack. The NASA logotype insignia and the aircraft’s 

NASA identification number were therefore painted in a 

nonstandard white color. (NASA EC92-10231-2)

FIGURE 5-9. 

The NASA logotype insignia was displayed on the vertical tail of the X-29 research aircraft in 1990. The vehicle 

also displayed the names of NASA’s partners including 

Grumman, the Defense Advanced Research Projects 

Agency (DARPA), and the U.S. Air Force.

(NASA EC92-10231-2)
CHAPTER 5 Controversy, 1975–1991 97

FIGURE 5-10. 

The Highly Maneuverable Aircraft Technology (HiMAT) remotely piloted 

vehicle exhibited the NASA logotype insignia during its research program 

at the Ames-Dryden Flight Research Facility in 1980. (NASA EC-14281)

FIGURE 5-11. 

As might be expected, during the decade following the introduction of 

the NASA logotype insignia, aircraft markings at various NASA facilities 

involved a mixture of old and new logos. Observers were often confused by scenes of non-uniformity in NASA markings in photographs, 

at airshows, and during other public events. Here, a formation flight of 

Dryden F-15 and F-104 aircraft in 1980 shows the differences in NASA 

markings commonly encountered at the time. (NASA EC80-14126)

FIGURE 5-12. 

During the age of the logotype, several aircraft retained the meatball insignia. Here NASA’s F-106B research aircraft performs a flight 

above NASA Langley Research Center in 1979. The aircraft was used 

by Langley for storm hazard (lightning strike) and vortex-flap flight 

research studies. (NASA L79-7204.1)
98 CHAPTER 5 Controversy, 1975–1991

SPACE SHUTTLE

In 1977, NASA began a yearlong study of the aerodynamic and structural characteristics of the Space 

Shuttle Enterprise and the B747 Shuttle Carrier 

Aircraft during mated flights at Dryden. The combination conducted five free-flight tests to evaluate the 

unpowered gliding and landing handling qualities of 

the orbiter prototype. 

Enterprise and Challenger always had the worm 

insignia on their wings. Beginning in 1998, the insignia for Endeavour, Discovery, Columbia, and Atlantis 

was changed from the worm to the meatball.

Following the initial flights at Dryden, the Space 

Shuttle Columbia (which also bore the NASA worm 

logo at the time) successfully rocketed into space for 

the first Shuttle mission on 12 April 1981. 

FIGURE 5-13. 

The Space Shuttle Enterprise and Shuttle Carrier 

Aircraft display the NASA 

logotype insignia during 

a test flight in February 

1977. Note the gray color 

of the insignia on the orbiter. Enterprise never flew in 

space. (NASA ECN-6882)

Space Shuttle operations became routine, with 

countless successful and productive scientific and 

space exploration missions being conducted. The 

entire nation became accustomed to NASA’s remarkable success—until 28 January 1986 and the Shuttle 

Challenger disaster.

Shuttle Discovery was launched on a highly successful Return-to-Flight mission on 29 September 1988, 

which inspired a feeling of optimism at the Agency and 

throughout the nation for the human space program. 

The NASA logotype and the meatball were both displayed on the astronauts’ suits, and Discovery carried 

the logotype insignia on its rear fuselage for the mission. The mission patch, which included a rendition 

of the red wing of the meatball, emphasized the successes of the previous NASA and the beginnings of a 
CHAPTER 5 Controversy, 1975–1991 99

new NASA. The themes of the STS-26 insignia were: 

a new beginning (sunrise), a safe mission (stylized 

launch and plume), the traditional strengths of NASA 

(the red wing of the meatball), and a remembrance of 

the seven astronauts who died aboard Challenger (the 

seven-starred Big Dipper). The insignia was designed by 

artist Stephen R. Hustvedt of Annapolis, Maryland.11

11 See http://www.jsc.nasa.gov/history/shuttle_pk/pk/Flight_026_

STS-026R_Press_Kit.pdf (accessed 10 November 2014).

During this phase of the Shuttle Program, astronauts typically wore flight suits with patches of both 

the logotype insignia and the meatball. The logotype 

was worn until March 1996 for the flight of STS-76, 

after which its use was discontinued.

FIGURE 5-14. 

Enterprise mounted in launch configuration during a fit 

check at Vandenberg AFB in 1985. The orbiter shows 

its logotype insignia on the fuselage and right wing. (Air 

Force Photo DF-ST-99-04905)

FIGURE 5-15. 

Astronauts John W. Young, left, crew commander, and Robert L. Crippen, pilot for the 

STS-1 mission, pose with a Shuttle model in 1979. They wear patches of the logotype 

insignia and stand before a NASA flag with the NASA seal. The model also exhibits the 

logotype. (NASA KSC-79PC-0271)
100 CHAPTER 5 Controversy, 1975–1991

FIGURE 5-16. 

President Ronald Reagan (in tan suit) joined a huge crowd in welcoming the Shuttle Columbia following its landing at Edwards at the end of the 

fourth Shuttle mission on 4 July 1982. The NASA logotype insignia was prominently displayed on the prototype Shuttle Enterprise, hangars, and 

personal attire worn by onlookers. (NASA EC82-18992)
CHAPTER 5 Controversy, 1975–1991 101

FIGURE 5-17. 

The crew of the Shuttle Discovery before their STS-26 Return-to-Flight mission in 

1988. Crew members were: Back row (L–R): mission specialists John M. “Mike” 

Lounge, David C. Hilmers, and George D. “Pinky” Nelson. Front row (L–R): Richard O. 

Covey, pilot, and Frederick H. “Rick” Hauck, commander. (NASA GPN-2000-001174)

FIGURE 5-18. 

Shuttle Discovery lands at Edwards after completion of 

the STS-26 Return-to-Flight mission on 3 October 1988. 

Like all earlier Shuttles, Discovery displays the logotype 

insignia. (NASA GPN-2000-001174)

FIGURE 5-19. 

Shuttle Atlantis blasts off from Kennedy Space Center 

on STS-34 to launch the Jupiter deep space exploration 

spacecraft Galileo on 18 October 1989. Atlantis carried 

the NASA logotype insignia on its right wing. The Galileo 

spacecraft provided scientists with a wealth of data on the 

largest planet in our solar system and its numerous moons, 

until 2003 when the spacecraft was deorbited. (NASA)
102 CHAPTER 5 Controversy, 1975–1991

SATELLITES

NASA launched the Hubble Space Telescope into lowEarth orbit from the Space Shuttle Discovery in 1990, 

enabling astronomers to observe details of the universe 

to an unprecedented degree. Hubble continues to provide incredible views of space and time and is one of 

the highlights of NASA’s accomplishments. Several 

successful Shuttle servicing missions to enhance the 

satellite’s performance have followed.

FIGURE 5-20. 

The Hubble Space Telescope is seen in Shuttle Columbia’s payload bay following successful repairs and reconfiguration during the STS-109 mission in March 2002. 

The telescope still exhibited the logotype insignia from its 

insertion into orbit in 1990. (NASA STS109-318-208)
CHAPTER 5 Controversy, 1975–1991 103

PUBLICATIONS AND CORRESPONDENCE

From 1975 to 1991, the technical note continued to be NASA’s preferred document for the dissemination of technical information. The 

NASA seal remained on the covers of the notes, and during the bicentennial year of 1976, the documents also carried the bicentennial logo.

FIGURE 5-21. 

During the 1976 celebration of the nation’s bicentennial, NASA technical 

reports were printed with the NASA seal and the bicentennial logo on 

the cover. (NASA)

FIGURE 5-22. 

Example of the cover of a NASA technical report typical of the early 

1990s with the logotype insignia on display. (NASA)
104 CHAPTER 5 Controversy, 1975–1991

Anniversary Logos

In 1990, NASA celebrated the 75th anniversary (1915–

1990) of the combined operations of the NACA and 

NASA. Ceremonies were held to observe the event, 

and souvenir medallions were minted and distributed 

to employees, along with special logo stickers. The 

medallions featured a NASA side with a simplified 

version of the NASA meatball and an NACA side with 

a rendition of the NACA seal.

FIGURE 5-23.

A medallion was issued 

to all NASA employees in 

1990 on the occasion of 

the 75th anniversary of the 

NACA and NASA. (Joseph 

Chambers)

FIGURE 5-24. 

Stickers and pins of a 

special anniversary logo 

were also distributed to 

employees. (Contributed 

by Peter Jacobs)
105

CHAPTER 6

Back to the Future, 1992–Today

Rebirth of the Meatball

New NASA Administrator Daniel S. Goldin arrived 

via NASA airplane for his first tour of the Langley 

Research Center on 22 May 1992. As the plane taxied 

onto the hangar apron, a passenger looked at the NASA 

logotype insignia on the hangar and asked, “Why in 

the world do we have that awful logo?”1

1 Paul F. Holloway, telephone interview by Joseph Chambers, 

15 July 2013.

Immediately after he arrived, Goldin asked his 

special assistant George W. S. Abbey and Langley 

Center Director Paul F. Holloway what he could do 

to improve what he perceived to be the sagging morale 

of employees at the NASA Centers. Abbey pointed to 

the meatball insignia that had been retained on the 

Langley hangar and said, “Restore the Meatball!”2

2 Paul F. Holloway, interview by Joseph Chambers, 15 July 

2013; Kirk Seville, “Worm Turns,” Newport News Daily 

Press, 23 May 1992. Available online at http://articles.sunsentinel.com/1992-05-23/news/9202090944_1_stationeryand-repaint-goldin-worm (accessed 31 August 2014), and 

http://www.wired.com/2014/09/weird-facts-about-5-of-theworlds-most-famous-logos/?mbid=social_twitter (accessed 4 

September 2014)

Holloway showed Goldin his personal business card, 

which still carried the meatball insignia and told him 

that he (Holloway) wanted to work for that Agency. 

He also cited the ridiculous procedure he had gone 

through to legally carry the card. The requirement for 

use of the old meatball emblem was to have a letter 

on file signed by the Administrator. The same requirement existed for astronauts to use it on spacesuits. All 

exceptions had to be approved by the Administrator.3

3 E-mail communication with Armstrong Flight Research 

Center public affairs specialist Cam Martin, 9 January 2013.

Later that day Goldin addressed the Langley 

employees and the entire NASA organization via 

NASA TV,

Now let me tell you, we have a little surprise 

today. In honor of that spirit, it seems only fitting 

that the original NASA insignia—affectionately 

we know it as the “Meatball”—will be part of 
106 CHAPTER 6 Back to the Future, 1992–Today

our future. I know you feel this way too, because 

large numbers of you have stopped and told me 

so as I’ve been visiting all the Centers around the 

country... This does not mean that as of today 

we will throw out all the stationary and repaint 

every building and vehicle—although we’d love 

to do it... Over time, the NASA symbol of old, 

the affectionate Meatball, will replace the slick 

NASA logo and slowly it will die into the horizon 

and never be seen again... Take pride in the 

symbol that stood for NASA excellence in the 

past—and now—looks to the world-class NASA 

of today and tomorrow...The can-do spirit of 

the past is alive and well. The magic is back...

The old NASA insignia is back because the men 

and women of NASA ordered it to be back. A 

classic, it never goes out of style!4

4 “Administrator Goldin Brings ‘New NASA’ Message to 

Langley,” The Researcher News, in-house Langley newsletter, 

Volume 6 Issue 9, 5 June 1992, p. 1.

FIGURE 6-1. 

The Langley flight hangar displayed both the NASA logotype and the meatball insignia during Administrator Goldin’s visit in 1992. Although taken 2 years later, the photo 

shows the markings at the time of the visit. (NASA 1994-L-04816)

Goldin had arrived on a Thursday, and by Friday 

morning NASA’s worm was officially gone, and the 

meatball was back. The Administrator wore a borrowed meatball pin during his visit, and a meatball 

sign was hastily affixed to the podium during his presentation to the employees and media.5

5 Goldin borrowed the meatball pin from Cam Martin of 

the Office of Public Affairs at Langley. At the time, the 

pins were “illegal” and no longer sold in Langley gift shops. 

Martin had bought the pin years before and hurried to his 

nearby home to retrieve it in time for Goldin’s briefing. 

Communication with Cam Martin, 9 January 2013.

Many of the “old-time” managers at Langley—

including Holloway—had been reluctant to follow 

the Headquarters directives for implementing the new 

logotype emblem and, as a result, the Langley hangar 

had not displayed the new insignia from 1975 until late 

1991. Instead, the hangar retained the meatball insignia painted on the facility’s “tail door.” As an additional 

affront to the worm, in 1973 the Center had received a 

Boeing B737 transport that it subsequently converted 

into one of the world’s most productive research airplanes. When the airplane was scheduled for painting 

with NASA livery after arrival, the flight operations 

organization proposed putting a meatball insignia 

on the nose, despite the existing Agency directive to 

remove meatballs from aircraft markings. Langley 

management turned a blind eye to the directive; the 
CHAPTER 6 Back to the Future, 1992–Today 107

meatball was placed on the nose and the NASA logotype was painted on the tail.

In anticipation of Administrator Goldin’s first visit 

to Langley, priority had been given to creating a highly 

visible NASA logotype on the hangar building. A great 

effort was expended to make sure that the Center was 

in compliance with the logotype directives. As previously discussed, however, the visiting entourage’s 

perception of the logotype insignia upon arrival, and 

Goldin’s ensuing discussions with George Abbey and 

Paul Holloway, led to the demise of the worm. Later in 

the day, Goldin posed for a photograph in the Langley 

aircraft hangar; in the photograph, he extended his 

arms around the NASA meatball on the nose of the 

B737 in an admiring fashion. After his departure, a 

scramble ensued for many years to hide the worm at all 

NASA Centers in compliance with Goldin’s decision.6

6 E-mail communications with Cam Martin, 9 January 2013 

and 5 September 2014.

To the amusement of many, the situation evolved into 

a NASA-wide “worm hunt.”

FIGURE 6-2. 

A meatball sign was hurriedly found and affixed to the podium above the soon-to-be removed NASA logotype during 

Administrator Goldin’s briefing. (NASA 1992-L-06195)

FIGURE 6-3. 

Goldin expresses his affection for the meatball insignia 

on the nose of the Langley B737 research transport. 

(NASA 1992-L-06225)

Although the old-timers were jubilant over the 

return of their beloved meatball insignia, Goldin 

received strong criticism and requests for reconsideration of his decision from some of the media and the 

Endowment for the Arts.7

7 Kathy Sawyer, “Logo Change Sends NEA Into Orbit: 

Federal Design Director Urges NASA Chief to Reassess 

Decision,” Washington Post, 15 June 1992. Files of the 

Institute of Heraldry, Department of the Army, Fort 

Belvoir, VA, to be deposited in HRC. One particularly 

critical position was taken by the online site NASA Watch. 

For example, see “Small Wonder People Under Stress at 

NASA When You Behave This Way” at http://nasawatch.

com/archives/1999/12/, 26 October 1999 (accessed 8 

September 2014). The criticism continued past the turn 

of the century. For example, see “Art of the Seal” by Alice 

Rawsthorn, New York Times Style magazine, 5 March 2009.

In his comments to employees, Goldin had 

directed them not to waste money by throwing out 
108 CHAPTER 6 Back to the Future, 1992–Today

worm-infested stationary or by repainting worm-covered space vehicles.8

8 Ibid.

 NASA employees took his comment to heart—Langley’s hangar would retain the 

NASA logotype insignia until late 1999, and many 

research aircraft across the Agency would retain their 

logotype tail markings for several years thereafter. The 

Space Shuttles flew with the emblem well into the 

1990s. Eliminating the worm significantly impacted 

costs and schedules. As will be discussed, the overlap of 

NASA insignias during the transition led to confusion 

among observers.

The “Wormball”

Following Administrator Goldin’s decision to bring 

back the meatball, the magazine Quest: The History 

of Spaceflight Quarterly published articles on the turmoil between the supporters of the worm insignia and 

those of the meatball insignia. In the first article, a

Quest artist created a composite logo in which he combined both the worm and meatball into one design, 

with the worm replacing the standard NASA letters 

of the meatball.9

9 Quest: The History of Spaceflight Quarterly, Summer 1992, 

Volume 1, number 2, p. 29. The artist was Dan Gauthier. 

Others advocated the concept; see Keith Cowing, “New 

NASA Logo Designs,” NASA Watch, 25 April 2010, http://

nasawatch.com/archives/2010/04/new-nasa-logo-d.html

(accessed 20 September 2014).

 Calling the design “The best of both 

worlds?” was a humorous comment on the logo situation within NASA.

FIGURE 6-4. 

The unofficial “wormball” was proposed as a “make 

everyone happy” design for the NASA insignia. (Quest: 

The History of Spaceflight Quarterly)

In its next issue, Quest reported that Modarelli 

had read the article and wrote, “It was interesting... 

since I submitted an almost identical design to NASA 

Headquarters shortly after the NASA worm logo was 

adopted in 1975. Naturally it was turned down....” 

Interest in the “wormball” inspired a movement to 

have NASA adopt it as the logo. In response to the 

issue, NASA Headquarters quickly made it clear that 

the “wormball” would never be adopted.10

10 Quest: The History of Spaceflight Quarterly, Fall 1992, 

Volume 1, Number 3, p. 45. 

Overdue Recognition

By the 1960s, Modarelli had still not received proper 

recognition for his design of the meatball. This situation was brought to the attention of Abe Silverstein, 

Director of the Lewis Research Center, who pointed 

out the grievous oversight in a forceful letter to NASA 

Headquarters in 1967.
CHAPTER 6 Back to the Future, 1992–Today 109

In glancing over NPD 1020. lA, September 13, 

1967, covering the NASA Official Seal, Insignia 

and Flags, I noticed that paragraph 5 thereof 

gives credit for the design of the Insignia to the 

Army Institute of Heraldry.

It had been my recollection that Jim 

Modarelli had been largely responsible for the 

design of the NASA Seal, Insignia, and Pins. 

Accordingly, I reviewed the history with Jim and 

verified my recollection. It is true that a number 

of groups had their fingers in the job, however, 

there is no question that, starting with the Seal 

and proceeding with the Insignia and the Pins, 

Jim Modarelli not only contributed the initial 

basic conceptual design, but was also responsible 

for the final refinements. Jim mentioned that 

after adoption of the Seal, Keith Glennan was 

dissatisfied with the submission of an industrial 

design firm that had been subsequently commissioned to develop the Insignia. He then selected 

a design that Jim worked up. The story of the 

NASA Pins seems to be more of the same. As far 

as the Army Institute of Heraldry is concerned, 

their contribution seems to have primarily been 

the selection of the ribbon design associated with 

the NASA medals.

Although the matter could be considered 

trivial, I feel that an injustice has been done in 

failing to give credit to Jim Modarelli whom I 

am satisfied was the principal contributor to the 

design of the NASA Seal, insignia, and Pins. I 

suggest that the matter be reviewed and appropriate action be taken to redress the slight. Should 

any background evidence be required, we can 

provide copies of many of the original and succeeding drawings, photos, art work, etc. that led 

to the final design and that were largely prepared 

here at Lewis.11

11 Letter from Lewis Director Abe Silverstein to Harold 

B. Finger, Associate Administrator of NASA Office of 

Organization and Management, 25 September 1967. 

NASA HRC File 61. 

Former NASA Administrator Glennan offered 

another emotional endorsement of Modarelli’s work in 

a letter to Administrator Goldin in June 1992, a few 

months after Goldin brought back the meatball.

Quite coincidentally, I became aware of your 

decision to re-instate the original NASA insignia 

and retire the one that was substituted for reasons 

I could never fathom. I will recall the day when 

several of our top staff met in my office to select 

the winning design from perhaps eight or ten 

that had been submitted. After giving everyone a 

chance for his apple, I said we were wasting time 

and I chose the one submitted by Jim Modarelli 

who was at the Lewis laboratory of the old 

NACA. I believe that he later designed the first 

NASA commemorative stamp recognizing the 

Mercury program. Former NASA people are now 

urging that Jim Modarelli be recognized for his 

early contributions to the NASA operation in 

the field of public information. And I strongly 

endorse these suggestions although I have no 

ideas as to the type of recognition which might 

be appropriate. On my bedroom wall I have 

hanging a large plaster replica of what I’ve always 

called the NASA seal and I’m very glad that it is 

once more the official NASA insignia.12

12 Letter from Dr. T. Keith Glennan to Daniel Goldin, 

Administrator of NASA, 23 June 1992. NASA 

Headquarters HRC File 4543.
110 CHAPTER 6 Back to the Future, 1992–Today

Administrator Goldin made sure Modarelli finally 

received formal recognition for his contribution to the 

culture of the Agency. In October 1992, Goldin presented a well-deserved special award to Modarelli at 

the Lewis Research Center.

FIGURE 6-5. 

James Modarelli (left) and his wife Lois receive a special award from NASA Administrator Daniel Goldin in 1992. The award citation stated, “To the creator of NASA’s 

original ‘Meatball’ insignia. In honor of your lasting contributions to the proud spirit of 

the National Aeronautics and Space Administration. 21 October 1992.” (NASA Glenn 

1992-09961)

On 1 October 1997, 18 years after Modarelli’s 

retirement, the NASA Lewis Research Center replaced 

its weatherworn 35-year-old meatball insignia on 

the Lewis hangar with a new 20-foot-diameter version. Nearly 250 Lewis employees gathered inside 

the hangar to rededicate the famous logo. Following 

the rededication ceremony, the Lewis employees were 

invited to sign their names on the back of the insignia 

before it was placed on the hangar. The honor of being 

the first to sign was, of course, given to Modarelli.13

As guest of honor, Modarelli addressed the crowd and 

received an enthusiastic response to his remarks.

The Designer Passes

James Modarelli started his career at Lewis in 1949 

as a technical equipment illustrator and was named 

division chief of the Management Services Division 

in 1954. He left Lewis and served as exhibits chief 

at NASA Headquarters for the years 1959–1961), 

then returned to Lewis where he served as chief of 

the Technical Publications Division before retiring in 

1979 as chief of the Management Services Division 

after a 30-year career. He was particularly popular 

with his employees—a member of his division said, 

“He is one of only a few people I’ve ever known who 

has never had a negative comment made about them.” 

Modarelli was socially active at Lewis and in community affairs and was an avid participant in jogging and 

13 “Employees Rededicate Famous NASA Symbol,” The Lewis 

News Volume 34 Issue 11, November 1997, p. 1. 
CHAPTER 6 Back to the Future, 1992–Today 111

FIGURE 6-6. 

The new 20-foot-diameter meatball insignia for the 

Lewis hangar is prepared for installation in 1997. (NASA 

C-1997-4062)

FIGURE 6-7. 

James Modarelli addresses the attendees at the rededication ceremony for the meatball insignia at the Lewis 

hangar. (NASA C-1997-3940)
112 CHAPTER 6 Back to the Future, 1992–Today

racing contests.14

14 “Modarelli Retires,” The Lewis News, in-house newsletter, 

Volume 16 Number 2, 19 January 1979, p. 1.

 He was part of a summer camp that 

offered pre-apprentice training classes to 102 minority 

high school graduates, he assumed a leadership role in 

the NACA triennial inspections, and he helped organize VIP retirement parties and a variety of employee 

morale-building activities.15

15 “NACA Had a Unique Esprit de Corps,” The Lewis News,

in-house newsletter, 30 August 1991.

 Modarelli said he looked 

back with pride on his years at NASA with a remarkable team of dedicated people. 

Modarelli had, of course, been very disappointed 

when his meatball design was replaced by the worm. 

He said, “I didn’t have any objection to a new logo for 

NASA, but I have always felt that the ‘Worm’ didn’t 

complement the NASA seal and was too flashy and 

trendy. Since the original insignia (‘Meatball’) is made 

up of the same elements as the seal, the two complement each other. There is a definite relationship.”16

16 “Designer Reflects on Creation of NASA ‘Meatball,’” The 

Lewis News, in-house newsletter, 3 July 1992, p. 1.

James Modarelli died on 27 September 2002. He 

had seen his meatball design flourish as the prime 

insignia of the Agency and become instantly recognized the world over—it had even visited the Moon. 

His highly artistic concept lives on today as a perpetual reminder of the pride, dedication, and accomplishments of NASA.

The Swoosh

Modarelli’s meatball insignia has endured in an unaltered state since its reinstitution as NASA’s official 

insignia in 1992. In the early 1990s, an unofficial 

modification to the meatball was conceived and implemented for NASA’s fleet of research aircraft. Known 

as the “swoosh,” the modified insignia is exhibited on 

today’s NASA aircraft fleet.

FIGURE 6-8. 

The JSC work order that requested the changeover to 

the swoosh insignia for the NASA T-38 fleet. (Contributed by Robert M. Payne)

In 1993, the Flight Crew Operations Directorate 

(FCOD) at the NASA Johnson Space Center (JSC) in 

Houston, Texas, was in charge of modifications and 

maintenance for the NASA-wide T-38 fleet. At the 

time, an avionics upgrade modification for the fleet 

was undertaken, followed by painting of the aircraft.17

17 NASA retiree and former JSC pilot Roger Zwieg, telephone 

interview by Joseph Chambers, 20 March 2013.
CHAPTER 6 Back to the Future, 1992–Today 113

Since the NASA worm had been retired in 1992, JSC 

was faced with the job of applying the meatball insignia 

to the tails of over 25 T-38s. As an alternative, the organization came up with a new, less complex version of 

the meatball for application to the T-38s. The designers 

of the swoosh emblem were Robert Payne and Thomas 

Grubbs of the FCOD, supported by JSC graphics personnel and Northrop engineering consultants.18

18 E-mail communication with NASA JSC retiree Robert M. 

Payne, major participant in the development of the swoosh 

concept, 20 March 2013.

FIGURE 6-9. 

Two NASA T-38 aircraft at 

the Dryden Flight Research 

Center exhibit the swoosh 

tail insignia in 2007. (NASA 

ED07-0222-23)

The new logo omitted the circular blue background and much of the details in the meatball, but 

retained the red supersonic wing. In addition, the letters of NASA and the orbiting spacecraft symbol were 

changed from white to blue.

The swoosh emblem appears on both sides of the 

vertical tail on NASA aircraft, with the “point” of the 

swoosh always to the rear. This configuration was 

chosen to accommodate the sweepback of the leading edge of the tail, but it results in a rather awkward 

appearance on the right side of the tail.

After JSC applied the swoosh emblem to the T-38 

fleet, NASA’s flight organization at Dryden Flight 

Research Center began to apply similar markings to 

its aircraft. Because the swoosh had not been formally 

approved by NASA Headquarters and no directive 

for specific markings existed, the Dryden applications differed slightly in style from those used by JSC. 

Implementation of the swoosh continued when the 

Langley and Lewis Research Centers also adopted the 

marking for their aircraft fleets. Today, the swoosh 

has been established as an option for applications to 
114 CHAPTER 6 Back to the Future, 1992–Today

aircraft, with each organization responsible for its individual (although similar) marking.

FIGURE 6-10. 

Details of the swoosh tail markings on NASA aircraft have been different. In this 2006 

photograph of the NASA Langley OV-10 aircraft, the orbiting spacecraft insignia is red. 

Variations in color of the orbiting band on NASA aircraft have included red, black, and 

blue. (Contributed by Joseph Chambers)

Nowhere in the NASA Style Guide—the most 

current set of graphics standards available to NASA 

designers and artists—is the swoosh defined as an officially approved NASA emblem. The Style Guide still 

specifies the full-color meatball as the officially designated emblem for NASA aircraft.19

19 Telephone interview with William B. Kluge, NASA graphic 

specialist who created Langley’s version of the Swoosh 

marking, 5 March 2013.

The flight research organizations of the NACA and 

NASA have historically been leaders in the institution 

and modification of insignia. Deployments of NASA 

aircraft and aircrews to certain areas of the world have 

resulted in special markings and patches for flight suits. 

For example, deployments to the Middle East have led 

to modifications of the standard meatball patch. In 

one application, crews of the NASA WB-57F aircraft 

flying over Afghanistan had special “desert meatball” 

patches made that blended with their flight suits. In 

addition, NASA aircraft flying in those areas do not 

carry markings.20

20 E-mail correspondence with Robert Payne and Peter 

Merlin, 22 September 2014.

FIGURE 6-11. 

This special meatball patch was designed and worn by 

NASA crews for deployments to the Middle East. (Contributed by Peter Merlin)
CHAPTER 6 Back to the Future, 1992–Today 115

Applications of the Meatball

The NASA meatball insignia has three variations: a 

full-color insignia, a one-color insignia, and a one-color 

insignia with a white rule. Production requirements, 

media qualities, visibility, and proper usage determine 

the variation selected. The standards for the use of 

the NASA insignia and the NASA seal are in accordance with the Code of Federal Regulations, 14 CFR 

1221, and the National Aeronautics and Space Act of 

1958, as amended. NASA does not endorse any commercial product, activity, or service. Use of the NASA 

name, initials, or any associated emblem—including the NASA insignia, the retired NASA logotype, 

and the NASA seal—must be reviewed and approved 

by the Assistant Administrator for Public Affairs or 

a designee.21

21 NASA Style Guide, November 2006.

An example of a commercial entity that successfully followed the approval process is the NASA 

Federal Credit Union (NASA FCU), which currently 

has over 100,000 members. In the 1970s, when the 

NASA logotype was implemented as the Agency’s official insignia, the NASA FCU submitted a request to 

NASA for permission to use a blue version of the logotype within its emblem. The request was approved, 

and the symbol was “grandfathered” with continued 

approval after 1992 when the meatball was reinstituted 

as the NASA insignia.22

22 Electronic communication with Bert Ulrich, NASA 

Headquarters contact for Liaison Multimedia, by Joseph 

R. Chambers, 11 February 2015.

FIGURE 6-12. 

The current logo of the NASA Federal Credit Union 

includes a unique blue version of the retired NASA logotype. (Courtesy of NASA FCU)

BUILDINGS AND EXHIBITS

During NASA’s 40th anniversary celebration in 1998, 

the Agency painted the Vehicle Assembly Building at 

the Kennedy Space Center with the U.S. flag and the 

FIGURE 6-13. 

The KSC Vehicle Assembly Building appears with 

the U.S. flag and meatball 

in 2011. Thousands of 

NASA Kennedy Space 

Center employees stand 

side-by-side to form a fullscale outline of a Space 

Shuttle orbiter outside the 

building. The unique photo 

opportunity was designed 

to honor the Space 

Shuttle Program’s 30-year 

legacy and the people 

who contribute to safely 

processing, launching, 

and landing the vehicle. 

(NASA KSC-2011-2358)
116 CHAPTER 6 Back to the Future, 1992–Today

meatball insignia.23

23 “Restoring Old Glory and a Massive Meatball,” available 

online at http://www.nasa.gov/mission_pages/shuttle/

behindscenes/vab_flag.html (accessed 3 September 2014).

 During back-to-back hurricanes in 

2004, the building lost nearly 850 of its panels that 

each measure 14 by 6 feet, and both the flag and meatball were damaged. The facility underwent a major 

repair and refurbishment project in 2007. 

On 1 March 2014, NASA renamed its Dryden 

Flight Research Center the NASA Armstrong Flight 

Research Center (AFRC) in honor of the legendary 

astronaut Neil A. Armstrong. The Center continues to 

exhibit the NASA meatball insignia on virtually every 

building and research vehicle. The dominance of the 

meatball on display is common to all other Centers, 

with infrequent uses of the seal. An example of the seal 

can be seen at AFRC on the display of the HL-10 lifting body at the entrance to the Center.

FIGURE 6-14. 

The NASA seal is prominently exhibited on the HL-10 display at the entrance to the 

NASA Armstrong Flight Research Center. (NASA ED14-0081-128)

FIGURE 6-15. 

The meatball on the Glenn 

Research Center’s hangar 

gets a touch-up in 2006. 

(NASA C-2006-1777)

AIRCRAFT

Even a cursory review of the markings and insignia 

carried by current-day NASA research and support aircraft reveals a wide array of practices and applications. 

The NACA maintained relatively disciplined markings 

on its aircraft. Today, however, NASA’s aircraft are typically marked with program-specific logos determined 

by the resident research center.
CHAPTER 6 Back to the Future, 1992–Today 117

FIGURE 6-16. 

NASA SR-71 and F-16XL aircraft fly in formation above 

Edwards, CA, during a sonic boom study in March 1995. 

The SR-71 (top) has a non-standard white tail band featuring the NASA logotype insignia, while the F-16XL has 

a stylized version of the swoosh insignia on its vertical 

tail. (NASA EC95-43024-2)

FIGURE 6-17. 

The first of two unpiloted Global Hawk aircraft from the 

Armstrong Flight Research Center landed at the NASA 

Wallops Flight Facility in August 2014 to participate 

in research on hurricane formation and intensity. The 

meatball and swoosh insignia are carried by the vehicle, 

as are insignia of industry and government partners. 

(NASA WFF1-7967-0)
118 CHAPTER 6 Back to the Future, 1992–Today

FIGURE 6-18. 

NASA’s Stratospheric Observatory for Infrared Astronomy (SOFIA) flies with the sliding door over its telescope cavity fully open. Note the variations in markings, 

including the swoosh and insignia of partners. (NASA 

EC95-43024-2)

FIGURE 6-19. 

NASA’s NB-52B carrier aircraft rolls down a taxiway at 

Edwards Air Force Base with an unpiloted X-43A hypersonic scramjet vehicle mounted to a modified Pegasus 

booster rocket on a pylon under its right wing in 2001. 

The Pegasus launch vehicle exhibits the meatball, while 

the workhorse NB-52 still wears the gold NASA tail band 

of the 1960s. (NASA EC01-0079-3)
CHAPTER 6 Back to the Future, 1992–Today 119

SPACE SHUTTLE

For over 30 years, NASA Space Shuttles accomplished 

“delivery truck” missions for a variety of objectives. 

The meatball insignia and the names and logos of 

NASA’s partners typically appeared in the cargo bay or 

on the Shuttle’s robotic arm.

Following the Space Shuttle Columbia disaster on 1 

February 2003, NASA called on the Shuttle Discovery 

for a second Return-to-Flight mission. Discovery was 

launched on 26 July 2005 and delivered supplies to the 

ISS, landing on 9 August at Edwards. Discovery and 

its crew carried the meatball insignia on the mission. 

Once again, the insignia was on stage during intense 

media coverage of the event.

When the decision was made to terminate the Space 

FIGURE 6-20. 

The meatball insignia carried by the Shuttle Discovery 

on its left wing and aft fuselage are clearly visible in this 

dramatic picture of the launch of mission STS-120 in 

2007. (NASA STS 120-S-047)

Shuttle program in 2011 after 30 years of achievements and 135 missions, all active orbiters carried similar markings with the meatball insignia prominently 

displayed on the aft fuselage and left wing. As mentioned earlier, Shuttle Enterprise, a prototype vehicle, 

had retained its NASA logotype markings. Museums 

around the nation breathlessly awaited the outcome 

of the decision that would determine where the four 

vehicles would be displayed to preserve the legacy of 

NASA’s Shuttle activities.
120 CHAPTER 6 Back to the Future, 1992–Today

FIGURE 6-21. 

Space Shuttles Enterprise, left, and Discovery 

meet nose-to-nose at the 

beginning of a transfer 

ceremony at the Smithsonian’s Steven F. UdvarHazy Center on 19 April 

2012 in Chantilly, Virginia. 

Discovery, with its NASA 

meatball insignia, took the 

place of Enterprise at the 

Center. (NASA/Smithsonian Institution)

FIGURE 6-22. 

On 6 June 2012, Shuttle 

Enterprise is lifted off 

a barge and onto the 

Intrepid Sea, Air & Space 

Museum in New York City, 

where it is on display. Enterprise retained its worm 

insignia throughout its life. 

(NASA KSC)
CHAPTER 6 Back to the Future, 1992–Today 121

FIGURE 6-23. 

Space Shuttle Endeavour and the Shuttle Carrier Aircraft land at the 

Los Angeles International Airport on 12 September 2012, in preparation 

for entry into a museum display. Endeavour carried its meatball insignia 

into retirement and is on public display at the California Science Center 

in Los Angeles. (NASA ED12-0317-063)

FIGURE 6-24.

Shuttle Atlantis was the last to fly before the fleet was retired. It is on 

display at the NASA Kennedy Space Center Visitor Complex at Cape 

Canaveral, Florida. The open cargo bay doors obscure the meatball on 

the rear fuselage, but the insignia can be seen on the upper left wing. 

(NASA KSC 2013-2934)
122 CHAPTER 6 Back to the Future, 1992–Today

SERVICE PINS

The meatball and the NASA seal appear on pins, medals, 

and plaques awarded for service to the Agency. A career 

service recognition award based on the meatball insignia 

is presented to all NASA civil service employees upon 

completion of 5 years of service. Certificates, emblems, 

and length of service mementos are presented at 35 

years of service and for each 5-year interval thereafter. 

Employees with 40 years or more of federal service are 

eligible to receive certificates from the Administrator. 

Employees with 60 years or more of federal service are 

eligible to receive a letter from the President.24

24 https://searchpub.nssc.nasa.gov/servlet/sm.web.Fetch/

Appnd_H_-_Awards_Department_Catalog.pdf?rhid=1000

&did=1117274&type=released (accessed 10 September 2014).

5 Year Pin – Bronze 10 Year Pin – Silver 15 Year Pin – Gold

35 Year Pin – Purple Stone 40 Year Pin – Clear Stone 45 Year Pin – Clear Stone

20 Year Pin – Red Stone 25 Year Pin – Blue Stone 30 Year Pin – Green Stone

50 Year Pin – Clear Stone 55 Year Pin – Clear Stone 60 Year Pin – Clear Stone

FIGURE 6-25.

NASA Service Pins are based on the meatball insignia. (NASA Employee Recognition 

and Awards Catalog 2014)

DISTINGUISHED SERVICE MEDAL 

The NASA Distinguished Service Medal is the only 

NASA medal with elements of the insignia or seal. It 

is NASA’s highest form of recognition awarded to a 

government employee who, by distinguished service, 

ability, or vision, has personally contributed to NASA’s 

advancement of U.S. interest. The individual’s achievement or contribution must demonstrate a level of excellence that has made a profound or indelible impact on 

NASA mission success, and, therefore, the contribution is so extraordinary that other forms of recognition 

by NASA would be inadequate.

The first version of the medal (type I) featured 

the NASA seal and was issued from 1959 to 1961 

to only three employees—John W. Crowley, NASA 

Director of Aeronautical and Space Research, and 

astronauts Alan B. Shepard, Jr., and Virgil I. “Gus” 

Grissom. As previously discussed, this version of the 

medal came under criticism from Time magazine 

after it was awarded to Shepard. The type I medal 
CHAPTER 6 Back to the Future, 1992–Today 123

was replaced with the type II version in 1961.25

25 http://www.omsa.org/photopost/showphoto.php?photo=2021

(accessed 10 September 2014)

 The 

new medal is a stylized version of the meatball logo, 

containing only the orbiting spacecraft and the supersonic wing emblems.

FIGURE 6-26. 

Collection of NACA and NASA pins from the collection 

of former Ames employee Vernon Rogallo. (NASA Ames 

Artifact Collection number PP14.02)

FIGURE 6-27. 

The NASA Distinguished Service Medal (type II) was 

created in 1961. (NASA)
124 CHAPTER 6 Back to the Future, 1992–Today

HONOR AWARD CERTIFICATES

NASA also provides framed individual and group certificates for Agency and Center honor awards. The 

certificates feature the NASA seal and may be awarded 

to individuals or to groups of people. In addition to a 

framed award for group accomplishments, each individual group member receives a certificate to honor his 

or her accomplishment. 

FIGURE 6-28. 

The NASA individual 

and group honor awards 

feature the NASA seal. 

(NASA)

RETIREMENT PLAQUES

NASA employees retiring after 35 years of service 

receive a plaque in recognition of their career. The 

meatball is featured along with the employee’s name 

and length of service.

FIGURE 6-29.

The meatball insignia is 

featured on retirement 

plaques for NASA employees. This blank plaque has 

been prepared for a future 

award. (NASA)

FIGURE 6-30. 

Employees who worked for both the NACA and NASA 

received plaques with both logos. Calvin C. Berry retired 

as a supervisor of technicians after a 42-year career at 

Langley. (NASA Langley LHA)
CHAPTER 6 Back to the Future, 1992–Today 125

INTERNAL NEWSLETTERS

NASA organizations disburse internal newsletters to 

employees to keep them informed and up to date on 

Agency news and the technical, social, and personal 

issues of the day. As the NASA insignia changed from 

the meatball to the logotype and back again, the publications changed in style and/or letterheads. In recent 

years, the newsletter delivery has become digital and 

computer-based, but the NASA insignia is still part of 

the graphics.

FIGURE 6-31.

The letterhead of The Researcher News, Langley’s in-house newsletter, has maintained a graphic of the NASA insignia through the years. Pictured are headers for (top 

to bottom) 1970, 1990, and 1996 reflecting the changes in the NASA insignia. (NASA)

PUBLICATIONS

Over the years, the insignia has remained a part of the 

document. Current NASA publications include the 

meatball insignia on the cover.

FIGURE 6-32.

The appearance of NASA technical reports has changed 

considerably since the days of the NACA. For example, 

the cover of this 2007 technical publication does not cite 

the author’s name and uses a Center-specific graphic. The 

NASA meatball is, however, retained on all reports. (NASA)
126 CHAPTER 6 Back to the Future, 1992–Today

Miscellaneous Applications

The presence of the NASA meatball at virtually all 

NASA establishments and functions has become 

widespread, especially for special events and celebrations. Media coverage of NASA rarely occurs without 

a display of the meatball insignia, which is quickly 

recognized by the public. Recent special events have 

included renamings of NASA research centers and 

NASA-sponsored symposia and conferences.

FIGURE 6-33.

The NASA meatball dominates the backdrop, and the 

NASA seal appears on the speaker’s podium on 7 May 

1999 at a celebration of the renaming of the Lewis Research Center in honor of former astronaut John Glenn. 

The Center is now known as the NASA John H. Glenn 

Research Center at Lewis Field. (NASA C-99-1225)

FIGURE 6-34. 

The meatball insignia was on display again on 2 March 

2012, when 90-year-old John Glenn addressed a crowd of 

over 3,000 at Cleveland State University in celebration of 

being the first American to orbit Earth. (NASA C-2012-1298)
CHAPTER 6 Back to the Future, 1992–Today 127

On 1 October 2008, NASA celebrated its 50th 

anniversary by issuing a special logo. The logo emphasized a futuristic design with the meatball insignia 

in company. The design, by Crabtree + Company, 

incorporates the Hubble Space Telescope image of the 

“grand design” spiral galaxy M81 located 11.6 million 

light years away in the constellation Ursa Major. The 

logo served as a centerpiece of Agency activities for the 

event, which included a special conference on the first 

50 years of NASA.26

26 “NASA’s First 50 Years: A Historical Perspective,” 

conference held at NASA Headquarters, Washington, DC, 

28–29 October 2008. 

FIGURE 6-35. 

The special logo adopted for the 50th Anniversary of 

NASA. (NASA C-2012-1298)

NASA’s logos have inspired the young people of the 

nation via the Agency’s educational programs, online 

activities, and interactive camps. The unbridled enthusiasm of children to absorb and embrace the NASA 

mission is stimulated by the iconic presence of the 

meatball. The meatball insignia now finds its way onto 

school supplies, backpacks, and apparel for children, 

as well as hats, jewelry, and other articles for adults. 

The items are available at numerous commercial locations, as well as at NASA gift shops located at NASA 

Headquarters and the NASA Centers.

Examples of youthful interest in the meatball 

abound, but one particularly interesting case involved 

the use of LEGO building blocks: “The NASA ‘meatball’ [took] shape brick by brick thanks to hundred of 

pieces of LEGO. The insignia was on display in the 

NASA exhibit at BrickFair 2011 near Washington, 

DC—an annual gathering of thousands of LEGO 

fans of all ages. The 2011 theme was ‘NASA,’ which 

FIGURE 6-36. 

The remarkable display of the meatball insignia at the 

2011 BrickFair event. (NASA 580084-6712)
128 CHAPTER 6 Back to the Future, 1992–Today

inspired many future (and current) design-and-builders to build aeronautics- or space-themed ‘MOCs’ (My 

Own Creation).”27

27 http://www.nasa.gov/topics/aeronautics/features/brickfair1.

html (accessed 10 July 2015).

Several states, including Florida, Texas, and New 

York, have had space-themed automobile license plates. 

In 2002, a Virginia State Senator was approached by 

a Langley employee to provide advocacy for a special 

automobile vanity license plate to recognize the NASA 

Langley Research Center. Virginia has been very proactive in allowing different themes for vanity plates, and 

a positive response was obtained. Langley is currently 

the only NASA installation with vanity plates that can 

be purchased from the Division of Motor Vehicles.28

28 Langley employees Michael P. Finneran and Michael A. 

O’Hara initiated the action with Virginia State Senator 

Martin E. “Marty” Williams.

FIGURE 6-37. 

The special Virginia vanity license plate created for the Langley Research Center. 

(NASA C-2012-1298)

The NACA/NASA Centennial

The centennial anniversary of the NACA in 2015 celebrates a century of combined operations of the NACA 

and NASA. Major events and seminars carry a special 

logo designed in honor of the occasion. Emblematic 

of the linking of the two agencies, the logo uses interlocked letters to signify that union.

FIGURE 6-38. 

The special NASA logo for the centennial anniversary of NACA. (NASA via Tony Springer)
129

CHAPTER 7

Summary

This brief review of the conception, evolution, and 

applications of the seals, insignia, and logos of the 

NACA and NASA documents the history of these 

iconic symbols. The presence of these emblems during 

some of the nation’s critical aeronautical and space-related activities has inspired widespread recognition, 

pride, and admiration for the agencies. The logos have 

been exhibited on buildings, aerospace vehicles, technical documents, flight suits, medals, and the personal 

attire of the NACA and NASA employees. 

The review began with a discussion of the logos 

of the NACA. In its first 25 years of existence, the 

nation’s first civil aeronautical research organization 

had become a world-class establishment with unique 

facilities, personnel, and technical capabilities in virtually every discipline associated with atmospheric 

flight. During the period, staff members embraced the 

creation of new emblems to distinguish the organization. The emergence of an informal NACA wings logo 

brought with it deep feelings of pride, team spirit, and 

international recognition. The original designer of the 

NACA emblem is unknown, but the design concept 

flourished despite the fact that the NACA did not have 

an official insignia until 1941.

The seal of the NACA was finally created and instituted as the Agency neared the end of its 43-year life in 

1953. The insignia was internationally recognized and 

respected by the scientific community. As the Agency 

began to change its focus after WWII to the challenges 

of high-speed hypersonic flight and space, the launch 

of Sputnik by the Soviet Union led to the creation of a 

huge new organization that would bring its own legacy 

of logos and insignia.

The creation of NASA brought with it an attractive 

insignia and seal designed by Modarelli of the Lewis 

Research Center. The details of the designs included 

elements signifying the organization’s missions in the 

fields of aeronautics, space exploration, and Earth sciences. The origin of the red wing used by Modarelli 

in the logos has been documented herein in detail. 

Modarelli’s emblems were embraced by NASA in what 

would become an era of excitement and pride as the 

nation embarked on a major race for leadership in 

space research.
130 CHAPTER 7 Summary

The logos became an intimate, ever-present component of activities as NASA achieved the necessary stepping-stones for travel to the Moon during the Mercury, 

Gemini, and Apollo programs. The meatball insignia, 

in particular, became a publicly admired symbol as the 

nation raced to meet a seemingly impossible schedule for a Moon landing imposed by a President with 

his eyes on the stars and the immediate Soviet threat. 

When Neil Armstrong and Buzz Aldrin set foot on 

the Moon on 20 July 1969, the meatball accompanied 

them on their thrilling lunar excursion.

The NASA meatball was replaced in 1975 by the 

artistic worm logotype insignia, much to the dismay of 

many NASA employees. Despite the logo controversy, 

the worm was carried during the early Shuttle missions 

and played a part in the advanced aircraft concepts 

conceived and evaluated by NASA and its industrial 

and military partners for 16 years. When new NASA 

Administrator Daniel Goldin retired the worm and 

brought back the meatball in 1992 as a reminder of 

the glory days of the Agency to improve the morale 

of employees, the logo was welcomed back by many 

veteran NASA employees.

Today, the NASA logos are instantly recognized 

throughout the world and continue to inspire and represent the world’s leading civil Agency for research and 

development in aerospace technology. It is expected 

that the symbols will become even more visible as 

NASA celebrates the centennial anniversary of the 

NACA in 2015.
131

About the Authors

Joseph R. Chambers is an aviation consultant who 

lives in Yorktown, Virginia. He retired from the NASA 

Langley Research Center in 1998 after a 36-year career 

as a researcher and manager of military and civil aeronautics research activities. He began his career in 1962 

as a member of the research staff of the Langley FullScale Tunnel, where he specialized in flight dynamics 

research on a variety of aerospace vehicles including 

V/STOL configurations, parawing vehicles, re-entry 

vehicles, and fighter-aircraft configurations. In 1974 he 

became the head of the Full-Scale Tunnel, the Langley 

20-Foot Spin Tunnel, and outdoor free-flight and 

drop-model testing. In 1989 he became head of aircraft flight research at Langley in addition to his other 

responsibilities. In 1994 he was assigned to organize 

and manage a new group responsible for conducting 

systems-level analysis of the potential payoffs of NASA 

technologies and advanced aircraft concepts to help 

guide NASA research investments.

Chambers is the author of over 50 NASA technical reports and publications, including NASA 

Special Publications SP-514, Patterns in the Sky, on 

airflow condensation patterns for aircraft; SP-2000-

4519, Partners in Freedom, on contributions of the 

Langley Research Center to U.S. military aircraft of 

the 1990s; SP-2003-4529, Concept to Reality, on contributions of Langley to U.S. civil aircraft of the 1990s; 

and SP-2005-4539, Innovation in Flight, on Langley 

research on advanced concepts for aeronautics.

He has written or contributed to several books for 

the NASA Aeronautics Research Mission Directorate, 

including SP-2009-575, Modeling Flight, on the development and application of dynamic free-flight models 

by the NACA and NASA. He was a contributor to 

SP-2010-570, NASA’s Contributions to Aeronautics. His 

most recent publication is NASA SP-2014-614, Cave 

of the Winds, on the history of the Langley Full-Scale 

Wind Tunnel.

Chambers has made presentations on research 

and development programs to audiences as diverse as 

the von Karman Institute in Belgium and the annual 

Experimental Aircraft Association (EAA) Fly-In in 

Oshkosh, Wisconsin, and has consistently shown 

the ability to address a technical audience and the 

general public.

He has served as a representative of the United 

States on international committees and has given 

lectures on NASA’s aeronautics programs in Japan, 

China, Australia, the United Kingdom, Canada, Italy, 

France, Germany, and Sweden.
132 About the Authors

Chambers received several of NASA’s highest 

awards, including the Exceptional Service Medal, the 

Outstanding Leadership Medal, and the Public Service 

Medal. He also received the Arthur Flemming Award in 

1975 as one of the 10 Most Outstanding Civil Servants 

for his management of NASA stall-spin research for 

military and civil aircraft. He has a bachelor of science 

degree from the Georgia Institute of Technology and a 

master of science degree from the Virginia Polytechnic 

Institute and State University (Virginia Tech).

Mark A. Chambers has conducted research and done 

technical writing in support of Langley’s aeronautical 

and space research programs at the NASA Langley 

Research Center since 1991. While serving as a writer-editor in support of the Langley Office of Public 

Affairs and a contributor of technical articles to The 

Researcher News, Langley’s in-house newsletter, he 

composed publications on aeronautics and space 

research including The Birthplace of American Aviation: 

Milestones in Aviation and Aeronautical Research in the 

Mid-Atlantic Region, an in-house reference guide for 

the Office of Public Affairs.

His career in support of Langley activities includes 

production of numerous articles, fact sheets, national 

news releases, historical summaries, and resource 

books. He currently serves as a senior technical writer 

for NCI Information Systems and has participated in 

writing and editing efforts in support of the Langley 

Aeronautics Research Directorate (ARD), the Langley 

Flight Projects Directorate (FPD), the Clouds and the 

Earth’s Radiant Energy System (CERES) Program, 

and the Langley Ares I-X Systems Engineering and 

Integration (SE&I) Office. 

His books include From Research to Relevance: 

Significant Achievements in Aeronautical Research at 

Langley Research Center (1917–2002) (NASA publication), Engineering Test Pilot: The Exceptional Career of 

John P. “Jack” Reeder (Virginia Aeronautical Historical 

Society publication), Flight Research at NASA Langley 

Research Center (Arcadia Publishing), Radical Wings 

and Wind Tunnels: Advanced Concepts Tested at NASA 

Langley (Specialty Press) (co-authored with his father, 

Joseph Chambers), Naval Air Station Patuxent River 

(Arcadia Publishing), and Building the Supermarine 

Spitfire: Speed in the Skies (The History Press Ltd., UK).

Chambers and his family live in Newport 

News, Virginia.
133

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Gorn, Michael H. Hugh L. Dryden’s Career in Aviation and Space. 

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Portree, David S. F., and Robert C. Trevino. Walking to Olympus: An 

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Logsdon, John M., moderator. Legislative Origins of the National 

Aeronautics and Space Act of 1958: Proceedings of an Oral History 

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Rumerman, Judy A., comp. U.S. Human Spaceflight: A Record of 

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No. 9, 1998.

Portree, David S. F. NASA’s Origins and the Dawn of the Space Age. 

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Logsdon, John M. Together in Orbit: The Origins of International 

Cooperation in the Space Station. Monographs in Aerospace 

History, No. 11, 1998.

Phillips, W. Hewitt. Journey in Aeronautical Research: A Career 

at NASA Langley Research Center. Monographs in Aerospace 

History, No. 12, 1998.

Braslow, Albert L. A History of Suction-Type Laminar-Flow Control 

with Emphasis on Flight Research. Monographs in Aerospace 

History, No. 13, 1999.

Logsdon, John M., moderator. Managing the Moon Program: 

Lessons Learned from Apollo. Monographs in Aerospace History, 

No. 14, 1999.

Perminov, V. G. The Difficult Road to Mars: A Brief History of Mars 

Exploration in the Soviet Union. Monographs in Aerospace 

History, No. 15, 1999.

Tucker, Tom. Touchdown: The Development of Propulsion Controlled 

Aircraft at NASA Dryden. Monographs in Aerospace History, 

No. 16, 1999.

Maisel, Martin, Demo J. Giulanetti, and Daniel C. Dugan. The 

History of the XV-15 Tilt Rotor Research Aircraft: From Concept to 

Flight. Monographs in Aerospace History, No. 17, 2000. NASA 

SP-2000-4517.

Jenkins, Dennis R. Hypersonics Before the Shuttle: A Concise History 

of the X-15 Research Airplane. Monographs in Aerospace History, 

No. 18, 2000. NASA SP-2000-4518.

Chambers, Joseph R. Partners in Freedom: Contributions of the 

Langley Research Center to U.S. Military Aircraft of the 1990s. 

Monographs in Aerospace History, No. 19, 2000. NASA 

SP-2000-4519.

Waltman, Gene L. Black Magic and Gremlins: Analog Flight 

Simulations at NASA’s Flight Research Center. Monographs in 

Aerospace History, No. 20, 2000. NASA SP-2000-4520.

Portree, David S. F. Humans to Mars: Fifty Years of Mission Planning, 

1950–2000. Monographs in Aerospace History, No. 21, 2001. 

NASA SP-2001-4521.

Thompson, Milton O., with J. D. Hunley. Flight Research: Problems 

Encountered and What They Should Teach Us. Monographs in 

Aerospace History, No. 22, 2001. NASA SP-2001-4522.

Tucker, Tom. The Eclipse Project. Monographs in Aerospace History, 

No. 23, 2001. NASA SP-2001-4523.

Siddiqi, Asif A. Deep Space Chronicle: A Chronology of Deep Space 

and Planetary Probes, 1958–2000. Monographs in Aerospace 

History, No. 24, 2002. NASA SP-2002-4524.

Merlin, Peter W. Mach 3+: NASA/USAF YF-12 Flight Research, 

1969–1979. Monographs in Aerospace History, No. 25, 2001. 

NASA SP-2001-4525.
The NASA History Series 139

Anderson, Seth B. Memoirs of an Aeronautical Engineer: Flight Tests 

at Ames Research Center: 1940–1970. Monographs in Aerospace 

History, No. 26, 2002. NASA SP-2002-4526.

Renstrom, Arthur G. Wilbur and Orville Wright: A Bibliography 

Commemorating the One-Hundredth Anniversary of the First 

Powered Flight on December 17, 1903. Monographs in Aerospace 

History, No. 27, 2002. NASA SP-2002-4527.

No monograph 28.

Chambers, Joseph R. Concept to Reality: Contributions of the NASA 

Langley Research Center to U.S. Civil Aircraft of the 1990s. 

Monographs in Aerospace History, No. 29, 2003. NASA 

SP-2003-4529.

Peebles, Curtis, ed. The Spoken Word: Recollections of Dryden History, 

The Early Years. Monographs in Aerospace History, No. 30, 

2003. NASA SP-2003-4530.

Jenkins, Dennis R., Tony Landis, and Jay Miller. American 

X-Vehicles: An Inventory—X-1 to X-50. Monographs in 

Aerospace History, No. 31, 2003. NASA SP-2003-4531.

Renstrom, Arthur G. Wilbur and Orville Wright: A Chronology 

Commemorating the One-Hundredth Anniversary of the First 

Powered Flight on December 17, 1903. Monographs in Aerospace 

History, No. 32, 2003. NASA SP-2003-4532.

Bowles, Mark D., and Robert S. Arrighi. NASA’s Nuclear Frontier: 

The Plum Brook Research Reactor. Monographs in Aerospace 

History, No. 33, 2004. NASA SP-2004-4533.

Wallace, Lane, and Christian Gelzer. Nose Up: High Angle-of-Attack 

and Thrust Vectoring Research at NASA Dryden, 1979–2001. 

Monographs in Aerospace History, No. 34, 2009. NASA 

SP-2009-4534.

Matranga, Gene J., C. Wayne Ottinger, Calvin R. Jarvis, and 

D. Christian Gelzer. Unconventional, Contrary, and Ugly: The 

Lunar Landing Research Vehicle. Monographs in Aerospace 

History, No. 35, 2006. NASA SP-2004-4535.

McCurdy, Howard E. Low-Cost Innovation in Spaceflight: The 

History of the Near Earth Asteroid Rendezvous (NEAR) Mission. 

Monographs in Aerospace History, No. 36, 2005. NASA 

SP-2005-4536.

Seamans, Robert C., Jr. Project Apollo: The Tough Decisions. 

Monographs in Aerospace History, No. 37, 2005. NASA 

SP-2005-4537.

Lambright, W. Henry. NASA and the Environment: The Case of 

Ozone Depletion. Monographs in Aerospace History, No. 38, 

2005. NASA SP-2005-4538.

Chambers, Joseph R. Innovation in Flight: Research of the NASA 

Langley Research Center on Revolutionary Advanced Concepts for 

Aeronautics. Monographs in Aerospace History, No. 39, 2005. 

NASA SP-2005-4539.

Phillips, W. Hewitt. Journey into Space Research: Continuation of 

a Career at NASA Langley Research Center. Monographs in 

Aerospace History, No. 40, 2005. NASA SP-2005-4540.

Rumerman, Judy A., Chris Gamble, and Gabriel Okolski, comps. 

U.S. Human Spaceflight: A Record of Achievement, 1961–2006. 

Monographs in Aerospace History, No. 41, 2007. NASA 

SP-2007-4541.

Peebles, Curtis. The Spoken Word: Recollections of Dryden History 

Beyond the Sky. Monographs in Aerospace History, No. 42, 

2011. NASA SP-2011-4542.

Dick, Steven J., Stephen J. Garber, and Jane H. Odom. Research 

in NASA History. Monographs in Aerospace History, No. 43, 

2009. NASA SP-2009-4543.

Merlin, Peter W. Ikhana: Unmanned Aircraft System Western States 

Fire Missions. Monographs in Aerospace History, No. 44, 2009. 

NASA SP-2009-4544.

Fisher, Steven C., and Shamim A. Rahman. Remembering the 

Giants: Apollo Rocket Propulsion Development. Monographs in 

Aerospace History, No. 45, 2009. NASA SP-2009-4545.

Gelzer, Christian. Fairing Well: From Shoebox to Bat Truck and 

Beyond, Aerodynamic Truck Research at NASA’s Dryden Flight 

Research Center. Monographs in Aerospace History, No. 46, 

2011. NASA SP-2011-4546.

Arrighi, Robert. Pursuit of Power: NASA’s Propulsion Systems 

Laboratory No. 1 and 2. Monographs in Aerospace History, No. 

48, 2012. NASA SP-2012-4548.

Goodrich, Malinda K., Alice R. Buchalter, and Patrick M. Miller, 

comps. Toward a History of the Space Shuttle: An Annotated 
140 The NASA History Series

Bibliography, Part 2 (1992–2011). Monographs in Aerospace 

History, No. 49, 2012. NASA SP-2012-4549.

Gelzer, Christian. The Spoken Word III: Recollections of Dryden 

History; The Shuttle Years. Monographs in Aerospace History, 

No. 52, 2013. NASA SP-2013-4552.

Ross, James C. NASA Photo One. Monographs in Aerospace History, 

No. 53, 2013. NASA SP-2013-4553.

Launius, Roger D. Historical Analogs for the Stimulation of Space 

Commerce. Monographs in Aerospace History, No 54, 2014. 

NASA SP-2014-4554.

Buchalter, Alice R., and Patrick M. Miller, comps. The National 

Advisory Committee for Aeronautics: An Annotated Bibliography. 

Monographs in Aerospace History, No. 55, 2014. NASA 

SP-2014-4555.

Electronic Media, NASA SP-4600:

Remembering Apollo 11: The 30th Anniversary Data Archive 

CD-ROM. NASA SP-4601, 1999.

Remembering Apollo 11: The 35th Anniversary Data Archive 

CD-ROM. NASA SP-2004-4601, 2004. This is an update of 

the 1999 edition.

The Mission Transcript Collection: U.S. Human Spaceflight Missions from 

Mercury Redstone 3 to Apollo 17. NASA SP-2000-4602, 2001.

Shuttle-Mir: The United States and Russia Share History’s Highest 

Stage. NASA SP-2001-4603, 2002.

U.S. Centennial of Flight Commission Presents Born of Dreams—

Inspired by Freedom. NASA SP-2004-4604, 2004.

Of Ashes and Atoms: A Documentary on the NASA Plum Brook 

Reactor Facility. NASA SP-2005-4605, 2005.

Taming Liquid Hydrogen: The Centaur Upper Stage Rocket Interactive 

CD-ROM. NASA SP-2004-4606, 2004.

Fueling Space Exploration: The History of NASA’s Rocket Engine Test 

Facility DVD. NASA SP-2005-4607, 2005.

Altitude Wind Tunnel at NASA Glenn Research Center: An Interactive 

History CD-ROM. NASA SP-2008-4608, 2008.

A Tunnel Through Time: The History of NASA’s Altitude Wind 

Tunnel. NASA SP-2010-4609, 2010.

Conference Proceedings, NASA SP-4700:

Dick, Steven J., and Keith Cowing, eds. Risk and Exploration: Earth, 

Sea and the Stars. NASA SP-2005-4701, 2005.

Dick, Steven J., and Roger D. Launius. Critical Issues in the History 

of Spaceflight. NASA SP-2006-4702, 2006.

Dick, Steven J., ed. Remembering the Space Age: Proceedings of the 

50th Anniversary Conference. NASA SP-2008-4703, 2008.

Dick, Steven J., ed. NASA’s First 50 Years: Historical Perspectives. 

NASA SP-2010-4704, 2010.

Societal Impact, NASA SP-4800:

Dick, Steven J., and Roger D. Launius. Societal Impact of Spaceflight. 

NASA SP-2007-4801, 2007.

Dick, Steven J., and Mark L. Lupisella. Cosmos and Culture: Cultural 

Evolution in a Cosmic Context. NASA SP-2009-4802, 2009.
141

Index

A

Abbey, George W. S., 105, 107

Advisory Committee for Aeronautics, 1

aircraft

finishes and paint schemes, 5, 29, 32

gold tail bands, 32–38, 78–81, 94, 118

identification numbers on, 4, 5

logo use on, 129

markings on aircraft on loan to NACA, 4–7

metal fuselages, 11

NACA standard and modified standard insignias on, 24, 29, 

32–41, 116

NACA to NASA transition and updating markings, 72–73, 

72n44

NASA insignia on, 78–81, 116–18

NASA logotype on, 92, 96–97, 108

procurement arrangements and markings on, 9

program-specific logos, 116

shield emblem markings, 9, 11, 32

swoosh insignia on, 112–14, 117, 118

winged emblem markings, 4–8

yellow tail bands, 78

Aircraft Engine Research Laboratory. See Glenn Research Center/

Lewis Research Center/Aircraft Engine Research Laboratory

Air Force, U.S.

hypersonic flight, research on, 56

Weapon System 110A project, 70–71

X-29 research program, 96

Air Scoop newsletter, 43, 48

Aldrin, Buzz, 86, 87, 130

Ames Research Center/Ames Aeronautical Laboratory

buildings at, insignias on, 13, 24, 94

entrance to, 30

establishment of, 21

Flight Research Laboratory, 12, 15

hangar facilities at, 10, 17, 27, 36, 42, 94

High-Speed Tunnel, 7- by 10-Foot, 16

High-Speed Tunnel, 16-Foot, 16

location of, vii

NACA inspection and facility and research exhibits, 58, 58n2, 

59, 69, 71

NACA Park, 16

name changes of, vii

NASA emblems and logos and research at, 57

Pressure Tunnel, 12-Foot, 28

scope of research at, 97

Supersonic Tunnel, 1- by 3-Foot, 69

Technical Service Building, 16

Transonic Tunnel, 14-Foot, 16

Tunnel, 40- by 80-Foot, 28

Unitary Plan Wind Tunnel, 58, 59, 94, 95

wind tunnels at, 16, 28

wing design research at, 58–59, 67–71

anniversary logos, 104, 127, 128

Apollo Program

Apollo 11 astronauts, 86–87

importance of, 78

NASA insignia use during, 82, 86–87, 89, 130

Apprentice School, 51, 51n19

area rule, 38
142 Index

Armstrong, Neil A., 82, 86, 116, 130

Armstrong Flight Research Center/Dryden Flight Research 

Center/Ames-Dryden Flight Research Facility/Flight 

Research Center/High-Speed Flight Station/High-Speed 

Flight Research Station

buildings at, insignias on, 27, 29, 30, 116

entrance to, 116

establishment of, 27

hangar facilities at, 35, 40

location of, vii

NACA to NASA transition and updating entryway insignia, 73

name changes of, vii, 30, 116

scope of research at, 27, 37, 79

South Base office building, 27, 29

swoosh insignia on aircraft at, 113

Army, U.S.

Heraldic Branch, Office of the Quartermaster General (Army 

Institute of Heraldry), 53, 54, 57–58, 62–65, 62n13, 

64n20, 65n22, 71, 75–77, 109

Langley facility, aviation training mission at, 2

Langley facility, role in establishment of, 2

Langley facility, transfer of research organization from, 2

NACA members from, 1

participation of in insignias development, vii, 53

Army Air Forces Materiel Center, U.S., 45

arrow wing models and red wing symbol, 58–59, 62, 67–71

astronauts

Apollo Program astronauts, 86–87

Gemini Program astronauts, 85

Project Mercury astronauts, 82–85, 126

Space Shuttle Program astronauts, 99, 101

Atlantis, Space Shuttle, 98, 101, 121

Atmospheric Wind Tunnel (Langley), 49

automobile license plates, 128, 128n28

aviation

development of technologies in Europe, 1

development of technologies in United States, 1

B

B-17 bomber “Memphis Belle,” 25

B-57 aircraft, 36

B737 transport aircraft, 79, 106–7

B747 Shuttle Carrier Aircraft, 98, 121

Baals, Donald D., 70, 70n39

badges, 45–48

Bechtel, Frank, 48

Bell X-1 project, 27, 29, 32, 51–53, 55

Bell X-5 aircraft, 35, 37

Berry, Calvin C., 124

bicentennial logo, 89, 90, 103

Blackburn, Bruce N., 89, 90, 92

Boeing B737 transport aircraft, 79, 106–7

Boeing PW-9 aircraft, 11

Boeing/Vertol VZ-2 Vertical Takeoff and Landing (VTOL) 

aircraft, 81

Bolden, Charles, 27

Borman, Frank, 82

BrickFair, 127–28

Brown, Clinton E. “Clint,” 59, 61, 64, 67–69, 70–71

Brown Bomber, 70–71

buildings

logo use on, 129

NACA standard and modified standard insignias on, 23, 24, 

25–29, 30–31, 35

NACA to NASA transition and updating markings, 72–73

NACA wings insignia on, 12–18, 23, 24

NASA insignia on, 79, 84, 86, 94, 95, 105, 106–8, 110, 111, 

115–16

NASA logotype on, 94–95, 100, 106–8

winged emblems on, 2–4, 12

See also hangar facilities

Bush, George H. W., 92

Butchart, Stan, 55

Butler, T. Melvin, 23

C

California Science Center, 121

Carpenter, M. Scott, 82

Central Intelligence Agency (CIA), 40–41

certificates, honor award, 124

Challenger, Space Shuttle, 98–99

Chamberlin, Edward H., 23

civil high-speed transport program, 71

clothing

desert meatball for deployment to the Middle East, 114

logo use on, 129

NASA insignia on flight suits, 82, 83, 85–87, 98

NASA logotype patches on, 92, 98, 101

STS badge on uniforms and flight suits, 93

winged emblems on, 4, 9, 10

Clousing, Lawrence, 17

Collier Trophy, 42, 49

Collins, Michael, 86

Columbia, Space Shuttle, 98, 100, 119

Conrad, Charles, Jr., 82

Convair F-102 aircraft, 36

Cooper, George, 39, 42, 47

Cooper, L. Gordon, Jr., 82, 85

correspondence. See publications and correspondence

Covey, Richard O., 101
Index 143

cowling concept, 10, 49

Crabtree + Company, 127

Crippen, Robert L., 99

Crowley, John W., Jr., 23, 122

Culpepper, O. W., 46

Curtiss JN-4/JN-4H Jenny biplanes, 4, 5, 51–53

D

D-558-1 Skystreak, 32, 33, 35

D-558-2 Skyrocket, 32, 34, 35

Dailey, Jack, 27

Daniels, Parmely C., 23

Danne, Richard, 92

Danne and Blackburn, 89, 92

Davis, Wallace F., 69n35

Defense Advanced Research Projects Agency (DARPA), 96

DeFrance, Smith, 23, 36, 42, 47

de Havilland DH-9 biplanes, 4–8, 8n11, 12

Dembling, Paul, 60n8

Deming, William I., 2–3, 3n7

desert meatball for deployment to the Middle East, 114

DeVoto, Harry J., 43, 60, 77

DH-9 biplanes, 4–8, 8n11, 12

Discovery, Space Shuttle, 98–99, 101, 102, 119, 120

Distinguished Service Medal, NACA, 54, 55

Distinguished Service Medal, NASA, 65, 75–77, 122–23

Donn & Deming, 2, 2n4, 2n5, 3

Doolittle, James H, 36

Douglas D-558-1 Skystreak, 32, 33, 35

Douglas D-558-2 Skyrocket, 32, 34, 35

Douglas X-3 Stilleto, 32

Dryden, Hugh L., 40, 41, 44, 55, 63, 76

Dryden Flight Research Center. See Armstrong Flight Research 

Center/Dryden Flight Research Center/Ames-Dryden Flight 

Research Facility/Flight Research Center/High-Speed Flight 

Station/High-Speed Flight Research Station

E

Edwards Air Force Base, 27. See also Armstrong Flight Research 

Center/Dryden Flight Research Center/Ames-Dryden Flight 

Research Facility/Flight Research Center/High-Speed Flight 

Station/High-Speed Flight Research Station

Eisenhower, Dwight D., 54, 63, 66

Eisenman, Alvin, 92n3

employees/staff members

awards and service medals for, 54, 55, 65, 75–77, 91, 122–24

badges, 45–48

lapel pins for, 41–42, 65, 66, 67, 106, 106n5, 109, 123

morale of, 105–6, 130

pride and team spirit of, 21, 51–52, 129

retirement plaques for, 49, 124

reunions, 51, 52

service pins for, 43–44, 47, 122

work weeks during war years, 21

Endeavour, Space Shuttle, 98, 121

Enterprise, Space Shuttle, 98, 99, 100, 119, 120

Exceptional Service Medal, NACA, 54, 55

Exceptional Service Medal, NASA, 65, 75

F

F9F-2 aircraft, 35

F-11F-1 aircraft, 38

F-15 aircraft, 97

F-16XL aircraft, 117

F-18 High Alpha Research Vehicle (HARV), 96

F-84F aircraft, 27

F-86/F-86A/F-86D aircraft, 40, 47, 72

F-94 aircraft, 73

F-100 aircraft, 37, 39

F-101/F-101A aircraft, 38, 40

F-102 aircraft, 36

F-104/F-104N aircraft, 78, 97

F-106B aircraft, 97

Fairchild FC-2W2 aircraft, 6, 7–8, 8n11, 12

Fairchild XR2K-1 aircraft, 9

FC-2W2 aircraft, 6, 7–8, 8n11, 12

federal agencies, emblems for, 12

Federal Committee on Apprenticeship, 51n19

Federal Design Improvement Program, 89, 91–92, 92n3

Federal Graphics Improvement Program, 89

Fergus, Louise, 60n10, 66n25

Fine Arts, Commission of, 62, 63, 64, 65

Finneran, Michael P., 128n28

Fletcher, James C., 91, 92

Flight Research Center. See Armstrong Flight Research Center/

Dryden Flight Research Center/Ames-Dryden Flight 

Research Facility/Flight Research Center/High-Speed Flight 

Station/High-Speed Flight Research Station

Flight Research Laboratory (Ames), 12, 15

Fokker Trimotor transport aircraft, 10

Ford truck with Huck starter, 9, 10

Full-Scale Tunnel, 30- by 60-Foot (Langley), 13

G

Galileo spacecraft, 101

Gavin, Patrick, 60n8, 64n20, 65n22

Gemini Program

astronauts for, 85
144 Index

Control Center building for, 86

Gemini 6 mission, 85

NASA insignia use during, 85, 86, 130

General Creech Conference Center, 3

Glenn, John H., Jr., 82, 83, 84, 126

Glennan, T. Keith

NASA insignia, opinion about return of, 61n12, 109

NASA insignia design role, 66–67, 66–67n27, 109

NASA seal design role, 60–61, 62–63, 65

photo of with NASA seal, 76

Glenn Research Center/Lewis Research Center/Aircraft Engine 

Research Laboratory

buildings at, insignias on, 13, 24

establishment of, 21

hangar facilities at, 10, 12, 25, 26, 36, 72–73, 110, 111, 116

location of, vii

NACA inspection and facility and research exhibits, 58, 58n2, 

59

NACA to NASA transition and updating markings and roof 

lettering, 72–73

name changes of, vii, 126

NASA emblems and logos and research at, 57

security guard house at, 31

swoosh insignia on aircraft at, 113

Global Hawk unpiloted aircraft, 117

Godfrey, Arthur M., 42

Goldin, Daniel S.

appointment of, 92

meatball insignia, reinstitution of, v, 61n12, 92–93, 105–8, 

109, 130

meatball pin, wearing of during Langley visit, 106, 106n5

Modarelli, recognition for designer role of, 109–10

Goodin, Ben A., 44

Grissom, Virgil I. “Gus,” 82, 122

ground equipment, insignias on, 4, 9, 10, 92

Grubbs, Thomas, 113

Grumman F9F-2 aircraft, 35

Grumman F-11F-1 aircraft, 38

Grumman X-29 aircraft, 96

H

hangar facilities

lettering and markings on, 9–12

NACA lettering on roofs, 10, 11, 12

NACA standard and modified standard insignias on, 25–27, 35

NACA to NASA transition and updating markings and roof 

lettering, 72–73

NACA wings insignia on, 14, 17

NASA insignia on, 94, 105, 106–8, 110, 111, 116

NASA logotype on, 94, 100

Harding, Warren, 62

Hardings Brothers, Inc., 20

Hart, Henry, 77

Hauck, Frederick H. “Rick,” 101

Henry, Dolph, 23

Highly Maneuverable Aircraft Technology (HiMAT) remotely 

piloted vehicle, 97

High-Speed Flight Station/High-Speed Flight Research Station. 

See Armstrong Flight Research Center/Dryden Flight 

Research Center/Ames-Dryden Flight Research Facility/

Flight Research Center/High-Speed Flight Station/HighSpeed Flight Research Station

High-Speed Tunnel, 7- by 10-Foot (Ames), 16

High-Speed Tunnel, 7- by 10-Foot (Langley), 70

High-Speed Tunnel, 8-Foot (Langley), 13

High-Speed Tunnel, 16-Foot (Ames), 16

Hilmers, David C., 101

HL-10 lifting body, 81, 116

Holloway, Paul F., 105, 107

Hopkins, John, 60n10, 66n25

Horner, Richard E., 76

House, Rufus O., 23

Hubble Space Telescope, 102, 127

Hustvedt, Stephen R., 99

Hutton, Lynn W., 69

hypersonic flight, research on, 56

I

identification badges and cards, 45–48

International Space Station (ISS), 82, 119

Intrepid Sea, Air & Space Museum, 120

J

J. G. White Engineering Corporation, 2n5

JN-4/JN-4H Jenny biplanes, 4, 5, 51–53

Johnson, Ernest, 23

Johnson, W. Kemble, 23

Johnson Space Center

Add-On Bars design role, 93

Flight Crew Operations Directorate, 112–13

location of, viii

name changes of, viii

STS badge design role, 93

swoosh insignia design role, 112–13

Jones, Robert T., 59, 67–70

K

Kahn, Albert, 2
Index 145

Katzen, Elliott D., 59, 67, 68, 69–70, 69n35, 71

Kemper, Carlton, 23

Kennedy, John F,

ceremony to honor Glenn, 84

Distinguished Service Medal award for Shepard, 76

Moon-landing missions, schedule for, 78, 130

Moon mission directive, 75

NASA seal, amendment to during administration of, 66

Kennedy Space Center

hurricane damage at, 116

location of, viii

name changes of, viii

outline of orbiter, formation of by employees at, 115

Vehicle Assembly Building, 89, 90, 115–16

Visitor Complex display of Shuttle Atlantis, 121

Kitty Hawk Flyer, 53, 54

Knight, Pete, 80

L

Lacklen, Robert J., 23, 60n8

Landrum, Ms., 65n22

Langley, Samuel Pierpont, 2

Langley Research Center/Langley Aeronautical Laboratory/

Langley Memorial Aeronautical Laboratory/Langley Field

Administration Building, 23

Apprentice School, 51, 51n19

Atmospheric Wind Tunnel, 49

buildings at, insignias on, 2–4, 3n7, 12–14, 24, 79

construction of, 2

dedication of, 2

establishment of, 2

Full-Scale Tunnel, 30- by 60-Foot, 13

hangar facilities at, 9–11, 14, 40, 94, 105, 106–8

High-Speed Tunnel, 7- by 10-Foot, 70

High-Speed Tunnel, 8-Foot, 13

license plate to recognize, 128, 128n28

location of, vii

Low-Turbulence Pressure Tunnel/Two-Dimensional Pressure 

Tunnel, 18

NACA inspection and facility and research exhibits, 58, 58n2, 

59

naming and name changes of, vii, 2

NASA emblems and logos and research at, 57

newsletter letterhead from, 125

Propeller Research Tunnel, 7, 8, 8n11, 13, 49

property for, 2, 2n2

research about NASA emblems and logos at, v–vi

research laboratory building at, 2–4, 3n7

scope of research at, 49, 97

security at, 45, 46

Structures Research Laboratory, 14

Supersonic Pressure Tunnel, 4 by 4-Foot, 70n39

swoosh insignia on aircraft at, 113–14

Transonic Pressure Tunnel, 8-Foot, 27, 28

Transonic Tunnel, 16-Foot, 18

Unitary Plan Wind Tunnel, 70, 71

wind tunnels at, 2, 2n5, 3, 12–13, 18, 25, 27

wing design research at, 58–59, 62, 67–71

Lankes, Julius J., 43

lapel pins, 41–42, 65, 66, 67, 106, 106n5, 109, 123

Launch Operations Center. See Kennedy Space Center

LEGO building blocks, 127–28

Leslie, John, 92n3

Lewis, George, 8n11

Lewis Research Center. See Glenn Research Center/Lewis 

Research Center/Aircraft Engine Research Laboratory

license plates, 128, 128n28

lifting bodies, 80–81

Lockheed P-80 aircraft, 17

Lockheed U-2 aircraft, 40–41

Lounge, John M. “Mike,” 101

Lovell, James A., Jr., 82

Low, George, 92

Low-Turbulence Pressure Tunnel/Two-Dimensional Pressure 

Tunnel (Langley), 18

M

M2-F1 lifting body, 80

M2-F2 lifting body, 81

M81 spiral galaxy, 127

Maloney, Mr., 65n22

Manned Spacecraft Center. See Johnson Space Center

Martin, Cam, 106n5

McCann, William J., 23

McCook Field, 2, 4–5

McDivitt, James A., 82

McDonnell F-101/F-101A aircraft, 38, 40

McLean, Francis E., 67–68, 70, 71

meatball insignia. See NASA insignia (meatball insignia)

Mecutchen, Edward T., 23

medallions, memorabilia, tokens, and souvenirs, 51–53, 104

“Memphis Belle” B-17 bomber, 25

Mercury, Project

astronauts, 126

astronauts for, 82–85

Distinguished Service Medal award for Shepard, 75–77

Friendship 7 mission and spacecraft, 83, 84

Mercury-Atlas 9 mission, 85

NASA insignia use during, 82–85, 130

Middle East, desert meatball for deployment to the, 114
146 Index

military aviation, NACA research and technology development 

for, 21, 37

Miller, Elton W., 23

mission emblems and patches, vii, 93, 98–99

Modarelli, James J. “Jim”

death of, 112

Lewis hangar, role in rededication ceremony at, 110, 111

NACA wings award for, 52

NASA career of, 67, 110, 112

NASA insignia design and approval process role, 52, 57–59, 

66–67, 66n25, 108–10, 129

NASA seal design and approval process role, 52, 57–59, 60–65, 

60n10, 76–77, 109, 129

recognition for insignia design, 108–10

wing models as inspiration for wing shape in logos, 58–59, 62, 

71

wormball logo, opinion about, 108

Modarelli, Lois, 110

Moon

Apollo 11 mission to, 86–87

Kennedy directive for mission to, 75, 130

Moon-landing missions, 78, 130

Morris, F. D., 43, 44

mural in NACA Headquarters, 54, 56

N

NACA Conference on High-Speed Aerodynamics, 70

NACA emblems and logos

applications of, vii, 129

blueprints of insignias, 22, 24

differences in details of early emblem, 15, 17

directive for use of standard and modified standard insignia, 

24–25

evolution of, research on and documentation of, vi–vii

letters, periods after, 12, 14, 17, 19, 22, 23, 24

official insignia, 21–24

official insignia, absence of, vi, 20, 129

original logo, designer of, vi, 129

seal, absence of, vi

transition to NASA markings, 72–73

See also winged emblems

NACA Park (Ames), 16

NACA seal, 23, 53–55, 129

NACA standard and modified standard insignias

aircraft markings, 24, 29, 32–41, 116

badges, 45–48

building markings, 23, 24, 25–29, 30–31, 35

deception, weather research, and use of, 40–41

design of, 21–25

lapel pins using, 41–42, 123

publications and correspondence use of, 25, 49–50

retirement plaques use of, 49, 124

service pins, 43–44, 47

tokens and medallions, 51–53

NACA winged emblem

aircraft markings, 4–8

building markings, 2–4

clothing of ground crew, markings on, 4, 9, 10

first NACA use of, 2–4, 129

ground equipment markings, 4, 9, 10

official insignia, absence of, vi, 20, 129

NACA wings insignia

birth of, 12

building markings, 12–18

NACA to NASA transition and updating of, 72–73

publications and correspondence use of, 19

variations in design of, 15, 20, 21

NASA emblems and logos

application and modification of, unwillingness of organizations 

to follow directives on, vi

applications of, vii, 129

design and approval process for, 23

evolution of, research on and documentation of, v–vii

interest in research about, v–vi

red wing symbol, vi, 57, 58–59

symbolism of elements, documentation of, vi

transition from NACA markings, 72–73

NASA Federal Credit Union, 115

NASA flag, 75, 76, 91, 99

NASA Headquarters History Program Office, vi

NASA insignia (meatball insignia)

aircraft markings, 78–81, 116–18

anniversary logos use of, 104, 127

approval for use of, 115

awards and service medals for employees using, 122–23

building markings, 79, 84, 86, 94, 95, 105, 106–8, 110, 111, 

115–16

changeover to logotype from, 93, 97

clothing, use on, 82, 83, 85–87, 98

colors used in, 89–90, 115

commercial uses of, 115, 127–28

confusion between seal and, 75

design and approval process for, 43, 54, 66–67, 66n25, 

66–67n27, 129

designer of, 52, 57–59, 66–67, 71

designer of, recognition for, 108–10

events and speaker podiums, use on, 126

historical information about, v

human spaceflight program, use of during, 82–87, 119–21, 130

lapel pins using, 66, 67, 106, 106n5, 109, 123

length of use of, 67, 89
Index 147

meatball nickname for, 89

opinions about return of, 61n12, 107, 107n7, 109

popularity and widespread use of, 75, 129–30

publications, use on, 125

reinstitution of, v, 61n12, 67, 105–8, 130

replacement of logotype with, 67, 92–93, 105–8, 109, 113, 130

replacement of with logotype, 67, 89–90, 130

retirement plaques use of, 124

service pins, 122

Space Shuttle Program use of, 82, 119–21

standards for use of, 115

wormball logo, 108

See also red wing symbol

NASA logotype insignia

acceptance of, 90, 92, 93, 130

aircraft markings, 92, 96–97, 108

announcement of, 90–92

approval for use of, 115

building markings, 94–95, 100, 106–8

changeover from insignia to, 93, 97

clothing, use on, 92, 98, 101

colors of, 90

design award for, 92

designers of, 89–90

ground equipment markings, 92

implementation of, 92

publications, use on, 103

replacement of insignia with, 67, 89–90, 130

replacement of with insignia, 67, 92–93, 105–8, 109, 113, 130

satellite markings, 92, 102

Space Shuttle Program use of, 92, 93, 98–101, 108, 119, 120, 

130

space vehicle markings, 92

wormball logo, 108

worm nickname for, 90

NASA seal

amendment to during Kennedy administration, 66

anniversary logos use of, 104, 127

approval for use of, 115

awards and service medals for employees using, 65, 75–77, 91, 

122–24

confusion between insignia and, 75

criticism of, 75–77

design and approval process for, 23, 43, 54, 60–66, 60nn7–8, 

60n10, 62n13, 64n20, 65n22, 76–77, 129

designer of, 52, 57–65, 71, 109

events and speaker podiums, use on, 126

final version of, 65–66

formal uses of, 91

lapel pins using, 65, 123

number of designs submitted for, 65

presidential approval of, 62–66

publications, use on, 88, 103

standards for use of, 115

See also red wing symbol

NASA Style Guide, 114

National Advisory Committee for Aeronautics (NACA)/National 

Aeronautics and Space Administration (NASA)

anniversary logos, 104, 127, 128

centennial anniversary and celebration of, vi, 27, 128, 130

creation of NACA, 1

creation of NASA, 56, 57, 129

graphics standards style guide, 114

Incentive Award Plan, 58, 66

membership of NACA, 1

mural in NACA Headquarters, 54, 56

NACA inspection and facility and research exhibits, 58, 58n2, 

59, 69, 71

research areas, simultaneous projects at various labs, 67–68

scope of research at, 21

scope of research by, 29, 32, 37–38, 56

security at facilities, 45–48

spoken pronunciation of names, 19

National Air and Space Museum (NASM)

“America by Air” exhibit, 27

NACA insignia on display in, 27, 28

National Archives and Records Administration (NARA), vi

National Bureau of Standards, 1

National Endowment for the Arts, 89, 91–92, 92n3, 108

Naval Appropriations Act (1915), 1, 2

Navy, U.S.

Langley facility, role in establishment of, 2

Langley facility, transfer of seaplane testing from, 2

NACA members from, 1

NB-52B carrier aircraft, 118

Neilsen, Jack, 69n35

Nelson, George D. “Pinky,” 101

newsletters, internal, 125

Nickle, Ferril R., 23

North American XB-70 aircraft, 70

Northrop X-4 aircraft, 32, 35

O

O’Hara, Michael A., 128n28

OV-10 aircraft, 114

P

P-51H aircraft, 40

P-80 aircraft, 17

Paine, Howard, 92n3
148 Index

Parker, Clarence J., 46

Parsons, Jack, 47

Payne, Richard, 55

Payne, Robert, 113

Pearson, E. O., 60n8

Pegasus booster rocket launch vehicle, 118

Pilotless Aircraft Research Station. See Wallops Flight Facility/

Wallops Flight Center/Wallops Station/Pilotless Aircraft 

Research Station

Pitts, William C., 69n35

Potter, Mr., 65n22

Powers, Francis Gary, 41

Pressure Tunnel, 12-Foot (Ames), 28

Price, A. Gary, v

Propeller Research Tunnel (Langley), 7, 8, 8n11, 13, 49

publications and correspondence

directives for, 19

logo use on, 129

NACA seal on, 54

NACA standard and modified standard insignias on, 25, 49–50

NACA wings insignia on, 19

NASA insignia on, 125

NASA logotype use on, 103

NASA seal on, 88, 103

newsletters, internal, 125

periods after NACA letters, 19

technical reports/technical notes and publications, 19, 49–50, 

88, 103, 125

R

Rand, Paul, 92n3

Reagan, Ronald, 92, 100

red wing symbol

background of, vi, 67–71, 69n35, 129

confusion and misinformation about, 57

NASA seal, final version of, 65–66

upside-down placement of and revision of design, 61, 62, 64–65

wing models as inspiration for, 58–59, 62, 71

Reid, H. J. E., 23

Republic F-84F aircraft, 27

retirement plaques, 49, 124

reunions, 51, 52

Rickenbacker, Edward V. “Eddie,” 45

Robinson, Russell G., 23

Rodert, Lewis, 42

Rogallo, Vernon, 123

Roosevelt, Franklin D., 12

Rothrock, Addison M., 23

Rowsome, Frank “Red,” 89

S

satellites, 92, 102

Schirra, Walter M., Jr., 82, 85

Schulke, Richard, 60n10, 66n25

Schulman, Robert, 92

See, Elliot M., Jr., 82

service pins, 43–44, 47, 122

Sharp, Edward R., 10, 23

Shepard, Alan B., Jr., 76–77, 82, 83, 122

shield emblem, 9, 11, 32

Silverstein, Abe, 108–9

Slayton, Donald K., 82

Smithsonian Institution, 1, 120

South, Jerry C., Jr., v

souvenirs, memorabilia, tokens, and medallions, 51–53, 104

spaceflight

capabilities for, race to achieve, 56, 57, 129–30

Moon-landing missions, 78, 130

Moon mission directive, 75, 130

NASA insignia use for human spaceflight program, vii, 82–87, 

119–21, 130

national pride in NASA programs, 78

research on, 56

Space Shuttle Program

Add-On Bars for STS badge, 93

astronauts, 99, 101

B747 Shuttle Carrier Aircraft, 98, 121

ISS, delivery of supplies to, 119

mission patches/NASA Astronaut Badges, 93, 98–99

NASA insignia use during, 82, 119–21

NASA logotype use during, 92, 93, 98–101, 108, 119, 120, 130

outline of orbiter, formation of by employees, 115

Return-to-Flight mission, 98–99, 101, 119

Space Shuttle Atlantis, 98, 101, 121

Space Shuttle Challenger, 98–99

Space Shuttle Columbia, 98, 100, 119

Space Shuttle Discovery, 98–99, 101, 102, 119, 120

Space Shuttle Endeavour, 98, 121

Space Shuttle Enterprise, 98, 99, 100, 119, 120

Space Transportation System Program Badge, 93

termination of and museum display of orbiters, 119–21

sports activities, 51

Sputnik, 56, 57, 129

SR-71 aircraft, 117

Stack, John P., 67

staff members. See employees/staff members

Stafford, Thomas P., 82, 85

Steven F. Udvar-Hazy Center, 120

Stratospheric Observatory for Infrared Astronomy (SOFIA), 118

Structures Research Laboratory (Langley), 14
Index 149

supercritical-wing technology, 27

supersonic flight and design of wings, 58–59, 62, 67–71

Supersonic Pressure Tunnel, 4 by 4-Foot (Langley), 70n39

Supersonic Tunnel, 1- by 3-Foot (Ames), 69

Swannie, Marion, 92n3

swoosh insignia, 112–14, 117, 118

T

T-38 aircraft, 112–13

Technical Service Building (Ames), 16

Thompson, Floyd L., 23

Thompson, Milt, 80

tokens, souvenirs, memorabilia, and medallions, 51–53, 104

Transonic Pressure Tunnel, 8-Foot (Langley), 27, 28

Transonic Tunnel, 14-Foot (Ames), 16

Transonic Tunnel, 16-Foot (Langley), 18

Truman, Harry S., 42

Tunnel, 40- by 80-Foot (Ames), 28

Two-Dimensional Pressure Tunnel/Low-Turbulence Pressure 

Tunnel (Langley), 18

U

U-2 aircraft, 40–41

Ulmer, Ralph E., 23

Unitary Plan Wind Tunnel (Ames), 58, 59, 94, 95

Unitary Plan Wind Tunnel (Langley), 70, 71

V

V-2 missiles, 56

Vandenberg Air Force Base, 99

VE-7 aircraft, 5, 10

Victory, John F.

directive for use of standard and modified standard insignia, 

24–25

Executive Conference attendance by, 23

lapel pin design role, 41

NACA on hangar facility roof, role in, 10

NACA seal, announcement of adoption of, 54

NASA seal design role, 60

official insignia, confirmation of absence of, 20

shield emblem design role, 9

Vought VE-7 aircraft, 5, 10

VZ-2 Vertical Takeoff and Landing (VTOL) aircraft, 81

W

Walcott, Charles D., 1, 2, 3n7

Walker, Joe, 55

Wallops Flight Facility/Wallops Flight Center/Wallops Station/

Pilotless Aircraft Research Station

establishment of, 21

location of, vii–viii

name changes of, vii–viii

scope of research at, 117

Warner, Edward P., 4

War Training Program, 51n19

WB-57F aircraft, 114

Weapon System 110A (WS-110A) project, 70–71

Weather Bureau, 1

Weick, Fred E., 8, 49, 49n18

Whitcomb, Richard, 27, 38

White, Edward H., II, 82

Williams, Martin E. “Marty,” 128n28

Wilson, Woodrow, 1, 62n13

wing design and supersonic flight, 58–59, 62, 67–71

winglets, 27

wormball logo, 108

Wright, Orville, 45, 54

Wright, Wilbur, 54

Wright Field, 45

Wright Flyer, 45

X

X-24A lifting body, 81

X-43A hypersonic scramjet vehicle, 118

XB-70/XB-70A aircraft, 70, 79

XF-92A aircraft, 35

X-planes

NACA research and technology development for, 21

paint schemes and markings, 32

scope of research with, 29, 32, 37

X-1 project, 27, 29, 32, 51–53, 55

X-3 Stilleto, 32

X-4 aircraft, 32, 35

X-5 aircraft, 35, 37

X-15/X-15A-2 aircraft, 56, 80

X-29 aircraft, 96

XR2K-1 aircraft, 9

Y

Yeager, Chuck, 32

Young, John W., 82, 99


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