Seventy-two years ago today, the rocket-powered USAF/Bell XS-1 experimental aircraft exceeded the speed of sound when it reached a maximum speed of 700 mph (Mach 1.06) at 45,000 feet.
Bell Aircraft Corporation of Buffalo, New York built three copies of the XS-1 under contract to the United States Army Air Forces (USAAF). The aircraft were designed to approach and then fly beyond the speed of sound.
The Bell XS-1 was 31-feet in length and had a wing span of 28 feet. Gross take-off weight was around 12,500 lbs. The aircraft had an empty weight of about 7,000 lbs. Propulsion was provided by a Reaction Motors XLR-11 rocket motor capable of generating a maximum thrust of 6,000 lbs.
On the morning of Tuesday, 14 October 1947, the XS-1 (S/N 46-062) dropped away from its B-29 mothership (S/N 45-21800) as the pair flew at 220 mph and 20,000 feet. In the XS-1 cockpit was USAAF Captain and World War II ace Charles E. Yeager. The young test pilot had named the aircraft Glamorous Glennis in honor of his wife.
Following drop, Yeager sequentially-lit all four XLR-11 rocket chambers during a climb and push-over that ultimately brought him to level flight around 45,000 feet. The resulting acceleration profile propelled the XS-1 slightly beyond Mach 1 for about 20 seconds. Yeager then shutdown the rocket, decelerated to subsonic speeds, and landed the XS-1 on Muroc Dry Lake at Muroc Army Airfield, California.
The world would not find out about the daring exploits of 14 October 1947 until December of the same year. As it was, the announcement came from a trade magazine that even today is sometimes referred to as “Aviation Leak”.
Today, Glamorous Glennis is prominently displayed in the Milestones of Flight hall of the National Air and Space Museum located in Washington, DC. For his intrepid piloting efforts in breaking the sound barrier, Chuck Yeager was a co-recipient of the 1948 Collier Trophy.
Fifty-four years ago this month, the USAF/North American XB-70A Valkyrie reached three times the speed of sound for the first time. This historic aviation achievement took place on the 18th anniversary of the breaking of the sound barrier by the USAF/Bell XS-1.
When it comes to legendary aircraft, aviation enthusiasts speak in almost reverent terms about the XB-70A Valkyrie. Indeed, few aircraft have evoked such utter awe or symbolized better the profound majesty of flight than the “The Great White Bird”. Though its flight history was brief, the XB-70A’s influence on aviation has proven to be of enduring worth.
The Valkyrie measured 185 feet in length, had a wingspan of 105 feet and an empty weight of 210,000 pounds. With a GTOW of 550,000 pounds, it was the heaviest supersonic-capable aircraft of all-time. The aircraft was powered by a six-pack of General Electric YJ93-GE-3 turbojets generating more than 172,000 pounds of thrust in afterburner.
To enhance lift-to-drag ratio and directional stability at high Mach number, the Valkyrie was configured with wing tips that could be deflected downward as much as 65 degrees. Each wing tip was the size of an USAF/Convair B-58A Hustler wing panel. To this day, the XB-70A deflectable wing tip is the largest control surface ever used on an aircraft.
The XB-70A was originally intended to be a supersonic strategic bomber. The aircraft’s mission was to penetrate Soviet airspace at Mach 3 and deliver nuclear ordnance from an altitude of 72,000 feet. However, the rapid ascendancy of Soviet surface-to-air missile capability would compromise the type’s military mission before it even flew.
As a consequence of the above, the Valkyrie ultimately became a high-speed flight research aircraft. Only two (2) copies were constructed and flown. Ship No. 1 (S/N 62-0001) made its maiden flight on Monday, 21 September 1964 while Ship No. 2 (62-0207) first took to the air on Saturday, 17 July 1965.
XB-70A Ship No. 1 became the first Valkyrie to reach Mach 3. It did so while flying at an altitude of 70,000 feet on Thursday, 14 October 1965. The flight crew consisted of North American Aviation test pilot Alvin S. White (aircraft commander) and USAF Colonel Joseph Cotton (co-pilot).
The XB-70A aircraft flew all of their flight research missions out of Edwards Air Force Base in California. Between September of 1964 and February of 1969, a total of 129 XB-70A research flights took places; 83 by Ship No. 1 and 46 by Ship No. 2. A total of nearly 253 flight hours was amassed by the aircraft.
The XB-70A Program made significant contributions to high-speed aircraft technology including aerodynamics, aerodynamic heating, flight controls, structures, materials, and air-breathing propulsion. Lessons-learned from its flight research have been applied to numerous aircraft developments including the B-1A, American SST, Concorde and the TU-144.
XB-70A Ship No. 1 survived the flight test program while Ship No. 2 did not. The latter was destroyed in a mid-air collision with a NASA F-104N on Wednesday, 08 June 1966. Today, XB-70A Ship No. 1 can be seen at the National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio.
Fifty-two years ago today, USAF Major William J. “Pete” Knight piloted the fabled USAF/North American X-15A-2 rocket-powered hypersonic flight research aircraft to a record speed of 4,520 mph – roughly a mile and a quarter per second. This mark is approximately 50 percent faster than the highest speed ever attained by a “speeding bullet”.
North American’s original X-15 production run consisted of three (3) aircraft. The X-15A-2 was a rebuild of the 2nd airframe (S/N 56-6671) which had been severely damaged during an emergency landing at Mud Lake, Nevada in November of 1962.
The rebuilt aircraft was configured with a pair of propellant-containing drop tanks that allowed the type’s XLR-99 rocket engine to operate 60 seconds beyond the stock X-15’s 80-second burn time. Among other modifications, the aircraft also carried a pylon-mounted dummy ramjet in the ventral region of the aft fuselage.
With the addition of the external propellant tanks, the X-15A-2 was really a three-stage vehicle. The first stage was the NASA NB-52B mothership which launched the X-15 at Mach 0.82 and 45,000 feet. The second stage consisted of the propellant-laden external tanks which were jettisoned at Mach 2.0 and 70,000 feet. The third stage was the X-15A-2 with its entire internal propellant load.
Due to the increased speed of the X-15A-2, the aircraft was covered with Martin MA-25S ablator to protect it from the higher aerodynamic heating loads. The baseline ablator was pink in color and gave the X-15A-2 a rather odd appearance. Fortunately, application of a white wear/sealer over the ablator gave the aircraft a more dignified look.
On Tuesday, 03 October 1967, Pete Knight and the X-15A-2 dropped away from the NB-52B (S/N 52-008) at the start of the X-15 Program’s 188th mission. Knight ignited the XLR-99 rocket engine and executed a pull-up followed by a pushover to level flight at a little over 102,000 feet. Aircraft speed at XLR-99 burnout was 4,520 mph (Mach 6.7).
As the aircraft decelerated following burnout, Knight executed a series of pre-planned flight maneuvers to acquire vital aerodynamics data. However, passing through Mach 5.5, he received an indication in the cockpit that a high temperature condition existed in the XLR-99 engine bay.
Knight attempted to jettison the aircraft’s remaining propellants, but to no avail. The jettison tubes were welded shut by whatever was happening in the engine bay. This meant he would land heavier and faster than usual. Fortunately, Knight’s piloting skills allowed him to get the X-15A-2 on to Rogers Dry Lake in one piece.
As flight support personnel inspected the X-15A-2 airframe following Knight’s emergency landing, they were alarmed at what they found. The aft ventral region of the aircraft had incurred significant thermal damage. Further, the dummy ramjet was gone.
As reported in the classic NASA document, TM-X-1669, higher-than-expected aerodynamic heating levels were responsible for the damage to the X-15A-2.
First, shock wave/boundary layer interaction heating on the lower fuselage just ahead of the pylon (1) completely destroyed the ablator in that region and (2) penetrated the Inconel-X airframe structure. This introduced very high temperature air into the X-15 engine bay.
Second, impingement of the dummy ramjet nose shock on the detached bow shock coming off of the pylon produced a shear layer that focused on the pylon leading edge. The resulting heating rates were of sufficient magnitude and duration to both burn away the pylon ablator and burn through the pylon structure. The weakened pylon structural attachment eventually failed and the dummy ramjet departed the main airframe.
Pete Knight will forever hold the record for the fastest X-15 flight. However, the X-15A-2 never flew again. Only 11 more flights remained in the X-15 Program at the time. A lack of time and funding meant that little was to be gained by repairing the thermally-damaged aircraft.
As for the final disposition of the X-15A-2 (S/N 56-6671), the aircraft’s remaining ablator was removed with its external surface cleaned-up and original markings restored. The aircraft now resides in a place of honor at the National Museum of the United States Air Force located at Wright-Patterson AFB in Dayton, Ohio.