Two Years Ago Today

Two years ago today, the space shuttle Discovery was launched for the last time.  My friend Nicole Gugliucci scored a quartet of tickets for the launch and shared them with me, along with our friends and classmates Joleen Carlberg and Gail Zasowski.  Facing an overwhelming load of graduate school work, we decided that a road trip from Virginia to Florida was exactly what we needed!

Kennedy Space Center

Joleen, Gail (with Buzznaut), Nicole, and myself (with Meteor Shower), at the Kennedy Space Center.

Many hours later, the six of us found ourselves in sunny Florida.  Yes, six.  The other two road trippers were the mascots for an astronomy outreach club that we helped found in Virginia.  Nicole was the only one among us who had witnessed a launch before.

Our tickets let us watch from the Visitor Center, seven miles from the launch pad.  We spent the day exploring the Visitor Center, and found a spot in the rocket garden to watch the launch.  We couldn’t see the launch pad itself from there, but we could watch final preparations on a big screen showing a close-up view.

Rock Garden

Waiting for launch in the rocket garden.

Due to a computer problem on the ground, the launch was delayed.  We knew we could still see it if it were postponed one day, but if there were further delays, we would probably have to abandon the effort and drive home.  The tension in the crowd built until the countdown clock started again, with just three seconds to spare in the launch window. The audience erupted into cheers.

The experience didn’t start to feel real to me until I saw the cap lift off the shuttle’s nose cone, leaving it free to launch.  Sparks were fired around the main engines to burn up any stray fuel, preventing accidental fires.  Then, on the screen, we saw the engines light!

launch

Ignition of main engines, as seen on a big screen from the Visitor Center. Video of Discovery’s last launch can be seen in the Moving Beyond Earth gallery or online.

The red flames from the engines focused in to sharp white points, causing the shuttle to “twang,” rocking forward a bit.  When it rocked back to a vertical position, the more powerful solid-fuel rocket boosters (SRBs) lit off.  I was expecting that, but it still made me jump.

Moments later, we felt the ground shake, and then the shuttle rose into view, the flame from its SRBs shining nearly as brightly as the Sun. It hurt to look at it.  A few moments later, as we jumped around and cheered, the rumble and roar of the launch reached us.

Discovery

My first glimpse of Discovery. The white strips are the solid-fuel rocket boosters.

It was awesome to see this feat of engineering with my own eyes, and to think that there were six people in that shuttle, with an incredible amount of flame and power below them.  As Discovery arcked out of sight into a clear blue sky, I found myself crying.

Discovery

Discovery reappears from behind its own contrail, on the last gasps of power from the SRBs. Moments later, the empty SRBs detached and fell back to the ocean.

But that was not the last flight of Discovery that I got to witness.  More than a year later, on April 17, 2012, I was working as an astronomy educator at the National Air and Space Museum. The whole city of Washington, DC was buzzing with excitement about Discovery, which was en route to its final home with us.

Riding piggyback atop a modified Boeing 747, Discovery cruised the DC area, making three loops around the National Mall before heading to Virginia.  From the top of the National Museum of American History, I was lucky enough to watch its final flight.

Discovery

Flying above the Smithsonian Castle, Discovery acquires an extra honor guard.

Anyone can now visit Discovery at the National Air and Space Museum’s Steven F. Udvar-Hazy Center.  When I visit, what impresses me most is how beaten up it looks, compared to the pristine Enterprise which used to reside there. Discovery is a well-used workhorse of a space vehicle, the one that took the Hubble Space Telescope into orbit for us.

Discovery

Visiting Discovery at its new home.

I’m not sad that the space shuttle program is over.  I believe that ferrying people and equipment from Earth to low orbit is now a routine (if still astonishing!) task, one that private industry will excel at. I can’t wait to see where scientists and engineers will take us next. What would you like to see in the future of space exploration?

Geneviève de Messières is an Astronomy educator at the National Air and Space Museum in Washington, DC. All photographs by Geneviève de Messières.

Remembering Neil Armstrong

Astronaut Neil A. Armstrong inside the Lunar Module during the Apollo 11 lunar landing mission. NASA photo.

I first heard the sad news while having a late lunch with friends at a seafood restaurant on the water in Annapolis, Maryland. Neil Armstrong passed away today, August 25, 2012, from complications resulting from heart bypass surgery. He was 82 years old. We will all miss him, not just because he was the first human being in the history of the world to set foot on another body in the Solar System, but perhaps especially because of the honor and dignity with which he lived his life as that first Moon walker. He sought neither fame nor riches, and he was always more comfortable with a small group of friends rather than the limelight before millions. When he might have done anything he wished after his completion of the Apollo 11 Moon landing mission, Armstrong chose to teach aerospace engineering at the University of Cincinnati. Imagine having the first person to walk on the Moon as your engineering professor!

Neil Alden Armstrong was born on August 5, 1930, on his grandparents’ farm near Wapakoneta, Ohio. His parents ­were Stephen and Viola Armstrong. Because Stephen Armstrong was an auditor for the state of Ohio, Neil grew up in sev­eral Ohio communities, including Warren, Jefferson, Ravenna, St. Marys, and Upper Sandusky, before the family settled in Wapakoneta. He developed an interest in flying at age 2 when his father took him to the National Air Races in Cleveland, Ohio. His interest intensified when he had his first air­plane ­ride in a Ford ­Tri-­Motor, a “Tin Goose,” in Warren, Ohio, at age 6. At age 15 Armstrong began learning to fly at an airport near Wapakoneta, working at various jobs to earn the money for his lessons. By age 16 he had his student pilot’s license; all before he could drive a car or had a high school diploma.

He then went to Purdue University to study aeronautical engineering, but in 1949 he went on active duty with the Navy, eventually becoming an aviator. In 1950 he was sent to Korea, where he flew 78 combat missions from the aircraft carrier USS Essex.

After mustering out of the Navy in 1952, Armstrong joined the National Advisory Committee for Aeronautics (NACA). His first assignment was at NACA’s Lewis Research Center near Cleveland, Ohio. For the next 17 years he worked as an engineer, pilot, astronaut, and administrator for NACA and its successor agency, the National Aeronautics and Space Administration (NASA).

In the ­mid-­1950s Armstrong transferred to NASA’s Flight Research Center in Edwards, California, where he became a research pilot on many pioneering ­high-­speed ­aircraft—including the famous ­X-­15, which was capable of achieving a speed of 4,000 mph. He flew over 200 different models of aircraft, including jets, rockets, heli­cop­ters, and gliders. He also pursued graduate studies and received a M.S. degree in aerospace engineering from the University of Southern California.

Armstrong transferred to astronaut status in 1962, one of nine NASA astronauts in the second class to be chosen. On March 16, 1966, Armstrong flew his first space mission as commander of Gemini VIII with David Scott. During that mission Armstrong piloted the Gemini VIII spacecraft to a successful docking with an Agena target spacecraft already in orbit. Although the docking went smoothly and the two craft orbited together, they began to pitch and roll wildly. Armstrong was able to undock the Gemini and used the RCS system to regain control of his craft, but the astronauts had to make an emergency landing in the Pacific Ocean.

On Apollo 11, Armstrong flew with Michael Collins and Edwin E. “Buzz” Aldrin, Armstrong completed the first Moon landing on July 20, 1969. As commander of Apollo 11, Armstrong piloted the lunar module to a safe landing on the Moon’s surface. On 20 July 1969, at 10:56 p.m. EDT, Neil Armstrong stepped down onto the Moon and made his famous statement, “That’s one small step for [a] man, one giant leap for mankind.” Armstrong and Aldrin spent about two and ­one-­half hours walking on the Moon collecting samples, doing experiments, and taking photographs. On July 24,1969, the module carry­ing the three astronauts splashed down in the Pacific Ocean. ­They ­were picked up by the aircraft carrier USS Hornet.

No question, the Moon landing unified a nation divided by political, social, racial, and economic tensions for a brief moment in the summer of 1969. Virtually everyone old enough recalls where they were when Apollo 11 touched down on the lunar surface and Neil Armstrong said his immortal words, “Houston, Tranquility Base here, the Eagle has landed.” Millions, myself included, identified with Neil Armstrong as he reached the “magnificent desolation” of the Moon. One seven-year-old boy from San Juan, Puerto Rico, said of the first Moon landing: “I kept racing between the TV and the balcony and looking at the Moon to see if I could see them on the Moon”. His experiences proved typical; as a fifteen-year-old I sat with friends on the hood of a car on the night of July 20, 1969, looking at the Moon and listening to the astronauts on it. “One small step,” hardly; Neil Armstrong nailed it with the second phrase of his famous statement, “one giant leap for mankind”.

Since that euphoric event a lot has passed, the world has changed, and the future does not seem to hold quite the same possibilities as it once did. Yet, Neil Armstrong captured that sense of hopefulness so well until his last breath. He was an American hero, no doubt, but he was more. He lived a life of quiet grace, rarely embroiling himself in the day-to-day fights we see all around us even as he exemplified a unique merger of the “Right Stuff” with the self-reflection of a poet. Landing on the Moon was singular accomplishment, but not one to be remembered as an accomplishment of Neil Armstrong, as he so often said. It was the result of the labor of hundreds of thousands and the accomplishment of generation of humanity. Armstrong always recognized the honor he received from humanity in being allowed to participate in Apollo 11.

Armstrong would have agreed with legendary journalist Walter Cronkite, about the experience of reaching the Moon. “Yes, indeed, we are the lucky generation,” Cronkite wrote. In this era we “first broke our earthly bonds and ventured into space. From our descendants’ perches on other planets or distant space cities, they will look back at our achievement with wonder at our courage and audacity and with appreciation at our accomplishments, which assured the future in which they live.” When those descendents do look back on that era when humanity first journeyed beyond Earth, I’m sure they will also remember the contributions of an unassuming engineer and pilot from Ohio in advancing the exploration of the cosmos. The most fitting tribute I can offer at this time of recollection was the same said on more than one occasion in the space program: “Godspeed, Neil Armstrong.”

 

Roger D. Launius is a senior curator in the Division of Space History at the Smithsonian Institution’s National Air and Space Museum.

Telstar and the world of 1962

Telstar

After Telstar’s launch, models of the satellite circulated around the United States to museums and local community centers. This photo is of a model displayed at the Parade of Progress, a show in Cleveland, Ohio. Photo Credit: NASA.

Last week, the Museum recognized the 50th anniversary of Telstar, the first “active” satellite (one that can receive a radio signal from a ground station and then immediately re-transmit it to another) and the first technology of any kind that enabled transatlantic television transmissions.  In 1962, both accomplishments generated intense interest, excitement, and commentary.  Telstar was, at once, a technical, political, and cultural happening, providing impetus to the world of globalized information we take for granted today.  Our anniversary program featured a satellite simulcast between the Museum and the French city of Pleumeur-Bodou (an echo of the first United States-Europe television exchanges in July 1962), then a symposium exploring the history of Telstar and the significance of its legacy.

My contribution today is to offer some broad reflections on the perspectives and tensions that Telstar brought to the fore in U.S. life in late summer and early fall of 1962 (and correct some confusions in Telstar’s early chronology that appeared in many news briefs on the anniversary last week).  In November 1962, the satellite suffered electrical problems and went out of service for several weeks, then expired altogether in February 1963.  But in its blaze across these months of 1962, it overlapped with and helped shape perceptions of a variety of concurrent events—U.S. and USSR human space flight missions, a string of nuclear weapons test, the Cuban missile crisis, and iconic cultural moments such as Marilyn Monroe’s death.

Telstar embodied a host of technical accomplishments.  As was true for many Space Age achievements, it was a testament to large-scale systems engineering and the coordinated work of teams of experts.  In addition to the satellite, the system included massive and complex ground stations:  In Pleumeur-Bodou, at Goonhilly Downs, England, and, on the U.S. side, a primary ground station in Andover, Maine.  (For more on Pleumeur-Bodou, please see the blog-post of my colleague Paul Ceruzzi.)  These ground stations, with Telstar in orbit, collectively provided the means for transatlantic satellite communications, connecting the two continents in a way that had not previously been possible.

telstar

This graphic shows the tracks of Telstar’s early orbits (5 through 9) on July10. Note the limited time of “mutual visibility” to the satellite for ground stations on each side of the Atlantic. Telstar’s orbit was elliptical, tilted about 45 degrees with respect to the equator. Photo Credit: AT&T.

Telstar, though, differed in one crucial respect from every other period Space Age project:  Its funding came predominantly from a private corporation, AT&T, the largest firm in the world at the time.   NASA and the governments of Great Britain and France were partners, providing key resources, but the effort was seen as exemplar of private initiative, working hand-in-hand with the public sector.  In the context of the Cold War, this collaboration was a boon and a source of tension.  As the fruit of an American corporation, Telstar stood for the defining place of private enterprise in American life and as an alternative to Soviet-style communism.  The importance of satellite communications as technology and symbol in the Cold War already had been highlighted (though now not often remembered) in President Kennedy’s  well-known May 1961 “Moon” speech.

But in 1962, as the United States and USSR sought to persuade peoples around the world to align with their respective political values, the question arose who should control this powerful tool of communicating internationally via television.  Should this capability be primarily in private hands, or be considered an instrument of government policy?  Through the summer of 1962, as Telstar demonstrated its prowess for television broadcasting, Congress debated this very issue, eventually approving a “split the baby” solution (creating what would soon become Comsat and Intelsat, the organizations that, in 1969, would bring the Apollo moon landing to hundreds of millions of viewers around the world).

Though Washington policy battles can be dry stuff, the debates reflected a new reality.  Television had become a critical part of American culture.  In 1950, about six million televisions were in use in the United States; after 1960, the number was well north of 60 million.  Sending images directly into homes, television was regarded as a uniquely potent medium—either to promote awareness and critical thinking, or to undermine such communal virtues through escapist entertainment.  In 1961, Newton Minow, head of the Federal Communications Commission, leaned toward the latter assessment and famously remarked that television programming was a “vast wasteland.”  Telstar added another dimension to this “promise and peril” perception of the role of television, expanding its reach from primarily national to international markets and bringing events from around the world “live” into everyday experience.

Marshall McLuhan already had coined the term “global village” to characterize this emerging change in human affairs.  As Telstar began its broadcasts famed television anchor Walter Cronkite noted the satellite makes the “White House and the Kremlin no farther apart than the speed of light”—a sentiment that helps us understand part of the reason for the satellite’s broad impact on the imagination of Americans in 1962.  U.S. and USSR long-range missiles just were entering service, making mutual nuclear warfare and destruction possible within 20-30 minutes.  For the optimistic, satellite communications technology, and its promise of instantaneous connection, seemed like an antidote, promoting understanding across cultures and intercontinental distances and defusing misunderstandings.

Telstar entered into this context—infusing it with excitement and a tinge of the utopian, a strong sense of world-changing progress, as well as highlighting the tensions and realities of the Cold War and of television as a cultural phenomenon.  And one of its technical characteristics only seemed to intensify this sense of a changing present and an impending future:  During each orbit of more than two and a half hours, only 20-30 minutes could be used for transatlantic communications.  Television could only be done in bursts, heightening scrutiny of the implications of the new capability.

Soon after Telstar’s launch early on the morning of July 10, engineers began to test the satellite.  In anticipation of success, a large audience of dignitaries, including Vice President Johnson gathered in Washington D.C., to commemorate the first phone and television transmissions via satellite.  The U.S. television networks carried the events.  Initial expectations were that these historic transmissions would be between Andover, Maine and Washington D.C.—a strictly U.S. occasion.  But Pleumeur-Bodou, too, picked up the satellite signals: a panning shot of the American flag waving in front of the Andover ground station as “America the Beautiful” played in the background, thereby inaugurating transatlantic television.

On July 12 (but still July 11 in the United States), the French ran a test from their side.  But rather than broadcast bland panoramas or discussions among dignitaries, they ran a tape of singer Yves Montand and sights of Paris.  A little later in the day, the British finally joined the fun and did a live broadcast featuring the engineers and technicians of Goonhilly.  Both east-to west transmissions, each just several minutes in duration, were carried by U.S. networks and into U.S. homes.  As a national marketing event, the French choice seemed more astute.  In a U.S. celebrity name recognition survey taken in the weeks after, Mr. Montand rose to number three, trailing movie stars Janet Leigh and Kim Novak, but ranking above Elizabeth Taylor and Richard Burton.  As reported in one magazine, a New York City woman exclaimed, “Just imagine! I was so thrilled! Yves Montand!  Live! Straight from Paris!”—indicating television’s propensity to confuse recorded and live events.  CBS, referring to its coverage of the Goonhilly broadcast, proclaimed “we are proud to have been the first to bring the biggest eight-minute show in television history to the United States.” Telstar had arrived, its coverage on TV and in newspapers, resembling, according to one observer, a “space fever chart.”

With these transmissions as preview, U.S. and European television networks moved from opportunistic presentations to a coordinated, planned transatlantic extravaganza, set for July 23.  Several hundred million on both sides of the Atlantic, in 16 nations (including communist Yugoslavia), watched the telecast, which began with a split screen image of the Eiffel Tower and the Statue of Liberty, then an excited exhortation of  “Go, America, Go” as the U.S. portion of the program started.  It was a combination of seriousness—presenting a portion of President Kennedy’s press conference, as he talked about monetary policy and nuclear testing—and travelogue superficiality, showing scenes of iconic American locales, such as Mount Rushmore, accompanied by singers belting out the “Battle Hymn of the Republic.”   The presentation was a genre already well-established in television programming known as “Wide Wide World.”  The European portion of the show, occurring a couple of hours later, on a subsequent orbit of the satellite, was much the same, completing what was widely reported as “a historic achievement, a notable victory for the West in its space and communications race with the Soviet Union.”

Telstar Postal Cover

A postal cover issued on July 10, Telstar’s launch date. Interestingly, the time code (11 am) is earlier than the actual time of television broadcast highlighted by the graphic and text in the lower left corner. The Project Mercury stamp suggests the linkage in 1962 between human space flight and communications achievements. Photo Credit: National Postal Museum.

This series of July broadcasts, from July 10 to 23, encapsulated the uncertainties of 1962 and the possible role of transcontinental television in recalibrating the Cold War and day-to-day life.  Perhaps not too surprisingly Telstar anniversary coverage last week often conflated these separate events and missed some of the context that gave the satellite achievement its meaning in 1962.  Should television via satellite, with its broad geographic reach, emphasize high-minded news coverage of political import?  The projection of idealized concepts of the nation—whether of the United States, France, Britain, or others?   Or reflect television’s preeminent role in conveying popular entertainment (which some regarded as “vast wasteland”)?   All of which invoked the key question:  Who would decide?

In the months to follow, as Telstar undertook additional broadcasts, all of these perspectives and contentions were aired, jostling against each other.  The Pope told pilgrims gathered in Rome that Telstar had “helped strengthen brotherhood among peoples,” and “marked a new stage of peaceful progress.”  In turn, when in fall 1962 Vice President Johnson visited the Pope he presented His Holiness with a model of the satellite as a gift.   Others weighed in as to whether Telstar’s scarce airtime should be used for news or the actual fare of U.S. popular entertainment—period shows such as “Gunsmoke,” “The Lone Ranger,” and “Yogi Bear.”  This sentiment could turn dark.  Political philosopher Ayn Rand saw in Telstar an avenue to totalitarian suppression of free speech rights, asking “which one of us will obtain equal time on that global medium? And if we do not, how will we make ourselves heard?”  Optimistic assessments, though, were more common.  Historian Arnold Toynbee penned for the New York Times a long essay called “A  Message for Mankind from Telstar,” arguing that the technical progress represented by the satellite paled in comparison to its “new hope for the survival of the human race.”

A day before Toynbee’s essay appeared, Telstar’s scarce time was used to broadcast to France a 20-minute program on Marilyn Monroe’s death, that included “pictures of Miss Monroe’s secluded home and an outside view of the bedroom where here nude body was discovered.”   Period culture watchers mused that Telstar might be introducing the “Age of Ephemera—the one day sensation, wowing ‘em simultaneously in Paris, Peoria, Pretoria, and Peru,” a trend Andy Warhol reduced to 15 minutes a few years later.  In the yin and yang of Telstar, a mirror of the state of television, popular frivolity and serious politics shared transatlantic airtime, providing opportunities to see and be seen in new ways.  As African American leaders, in the midst of the U.S. Civil Right Movement, poignantly stated the satellite could be used to share their struggle on an international stage and gain new voices of support: “The whole world knows what’s happening here.  The whole world is watching…”

Though that last phrase was not quite true, and carried different meanings for different people, it captured the essence of what Telstar brought into the world of 1962 — and of what would follow in the years after as global communications, via satellite and undersea fiber optic cable, gradually became part of the fabric of everyday life.

 

Martin Collins is a curator in the Space History Division of the National Air and Space Museum.

Watching the War From Above

The nation is in the process of commemorating the 150th anniversary of the Civil War and those of us at the Smithsonian are very much involved, searching our collections for items that will help our visitors better understand the conflict that divided 19th century America. As might be expected, the National Museum of American History, the National Portrait Gallery, and the National Museum of American Art preserve and display a wealth of objects, portraits, and images that help to bring the Civil War era to life.

Who would have guessed, however, that the National Air and Space Museum would hold a single object used by more high ranking Union Army officers than any other surviving artifact in the entire Smithsonian collection! The object in question is a “double telescope,” or binoculars, owned by Thaddeus Sobieski Constantine Lowe, the founder and head of the Aeronautic Corps that provided aerial intelligence to Union commanders, 1861-1863. Donated to the Museum in 1931 by Lowe’s daughter, Mrs. Henry M. Brownback (Augustine Marguerite Lowe), the gift included several other objects used during the Civil War, including the large barometer that the aeronaut employed to determine his altitude, along with a handwritten note identifying the commanders who flew with Lowe, or otherwise observed the enemy through his field glasses, especially during the period of the Peninsula Campaign in the spring of 1862.

 

Thaddeus Lowe

T.S.C. Lowe with the “double telescope” hanging at his side

The list includes two commanders of the Army of the Potomac, George Brinton McClellan and Joseph E. Hooker; Corps Commander Samuel Heintzelman; Division Commanders Fitz John Porter, William F. “Baldy” Smith, John Sedgwick and Andrew A. Humphries; Brigade Commanders Charles Griffin, Hiram G. Berry, and John Reynolds; Battery Commander Emory Upton; Cavalry General George Stoneman and Chief Quartermaster of the Army of the Potomac Rufus Ingalls. Foreign military observers who viewed the battlefield through Lowe’s field glasses included two grandsons of the King of France — Prince Philippe d’Orléans, Count of Paris (claimant to the French throne); and Prince Robert Philippe Louis Eugène Ferdinand of Orléans, Duke of Chartres, both of whom saw active service with the Union Army. The list also includes Captain Frederick Beaumont, an officer of the Royal Engineers who returned to Great Britain and played a key role in establishing a balloon corps for the British Army. Not appearing on the list was a young Lieutenant who flew with the balloons and would soon earn fame and quick promotion – George Armstrong Custer. You can see the Lowe field glasses in a case in the Museum’s Looking at Earth Gallery. Other objects related to T.S.C. Lowe and Civil War ballooning can be found at our Steven F. Udvar-Hazy Center.

Thaddeus Lowe's Binoculars

Binoculars used by balloonist T.S.C. Lowe during the Civil War.

Tom D. Crouch is a senior curator in the Aeronautics Division of the National Air and Space Museum.

Birds of a Feather

This year is the 100th Anniversary of the Girl Scouts, and on Saturday, June 9th there will be an estimated 200,000 girls coming to Washington DC for the Girl Scouts Rock the Mall event.  There are many famous women, including First Ladies, a Supreme Court justice, CEOs, and even astronauts who remember their days in Girl Scouting as ones that helped shape their careers.  Most of us know that the Girl Scout organization was designed to empower girls and teach values as well as practical skills.  But did you know that at a time when most women and girls were being told the only job for them in aviation was that of stewardess, the Girl Scouts were offering a program to teach girls to fly airplanes? The Wing Scout Program was started in 1941 and was designed for girls who were “interested in flying and wanting to learn enough about aviation to serve their country.”

The Wing Scout Program was developed to be part of the Senior Girl Scout Mobilist Project, a combined program pamphlet with suggested activities in aviation, bicycling, boating, and automobiling.  The Wing Scout portion of the program started with very limited expectations.  However, when the first leadership training was offered in Philadelphia in 1942, 29 leaders from 15 states showed up to become certified.  These leaders then went back to their councils and began setting up the Wing Scout Program on a national level.

 

Girl Scouts

The Wing Scout program began in 1941 for Girl Scout Seniors who were interested in aviation. Girls learned how to navigate and repair airplanes and earned their pilot certification. This photograph shows Washington, D.C. Wing Scouts posing before their flight leaves for a New York City sightseeing trip. Credit: Girl Scout Council of the Nation's Capital

The Wing Scout Program took on a new importance once the United States entered World War II and Girl Scouts focused on civic duty as part of their war efforts.  The first formal mention of the Wing Program was a description printed in the 1943 Senior Girl Scouting in War Time.  Later official Wing Program publications appeared in 1944 with a short four page pamphlet and then in 1945 with a 16 page pamphlet which was quickly replaced with a 20 page booklet.  In August 1945, William T. Piper donated the first of three Piper Cub training aircraft (similar to the one in our collection) to the Girl Scouts making them “the first national youth organization to own an airplane,” according to Mrs. Thomas H. Beck, Chairman of the National Wing Scout Advisory Committee.

After World War II, the Wing Scout Program continued into the Jet Age.  In 1959, the Girl Scout Council in San Mateo County, California partnered with United Airlines to start an aviation program for Senior Girl Scouts.  As part of the United Airlines partnership, scouts were given a courtesy flight on one of United Airline’s jets.  For many girls in the program this was their first time flying in an airplane.  The aviation program was taken very seriously and those girls who participated for three years were proficient enough in their abilities to be offered the opportunity to take the controls of a small aircraft during flight.

Although the Girl Scouts did offer an Aviation badge beginning in 1916, it was the Wing Scout Program that really caught the imagination of girls nationwide.  Even today many Girl Scout Councils offer aviation programs.  Who knows — maybe the last flight you took was piloted by a former Girl Scout.

Beth Wilson is a museum specialist in the Education Division of the National Air and Space Museum.