Forty-five years ago this month, NASA astronauts Leroy Gordon Cooper and Charles M. “Pete” Conrad set a new spaceflight endurance record during the flight of Gemini 5. It was the third of ten (10) missions in the historic Gemini spaceflight series. The motto for the mission was “Eight Days or Bust”.
The purpose of Project Gemini was to develop and flight-prove a myriad of technologies required to get to the Moon. Those technologies included spacecraft power systems, rendezvous and docking, orbital maneuvering, long duration spaceflight and extravehicular activity.
The Gemini spacecraft weighed 8,500 pounds at lift-off and measured 18.6 feet in length. Gemini consisted of a reentry module (RM), an adapter module (AM) and an equipment module (EM).
The crew occupied the RM which also contained navigation, communication, telemetry, electrical and reentry reaction control systems. The AM contained maneuver thrusters and the deboost rocket system. The EM included the spacecraft orbit attitude control thrusters and the fuel cell system. Both the AM and EM were used in orbit only and discarded prior to entry.
Gemini-Titan V (GT-5) lifted-off at 13:59:59 UTC from LC-19 at Cape Canaveral, Florida on Saturday, 21 August 1965. The two-stage Titan II launch vehicle placed Gemini 5 into a 189 nautical mile x 87 nautical mile elliptical orbit.
A primary purpose of the Gemini 5 mission was to stay in orbit at least eight (8) days. This was the minimum time it would take to fly to the Moon, land and return to the Earth. Other goals of the Gemini 5 mission were to test the first fuel cells, deploy and rendezvous with a special rendezvous pod and conduct a variety of medical experiments.
Despite fuel cell problems, electrical system anomalies, reaction control system issues and the cancellation of various experiments, Gemini 5 was able to meet the goal of an 8-day flight. But it wasn’t easy. The last days of the mission were especially demanding since the crew didn’t have much to do. Pete Conrad called his Gemini 5 experience “8 days in a garbage can.”
On Sunday, 29 August 1965, Gemini 5 splashed-down in the Atlantic Ocean at 12:55:13 UTC. Mission elapsed time was 7 days, 22 hours, 55 minutes and 13 seconds. A new spaceflight endurance record.
Gemini 5 was Gordon Cooper’s last spaceflight. Cooper left NASA due to a deteriorating relationship with management. Pete Conrad flew three (3) more times in space. In particular, he commanded the Gemini 11, Apollo 12 and Skylab I missions. Indeed, Conrad’s Apollo 12 experience made him the third man to walk on the Moon.
Thirty-five years ago this month, the USAF/NASA/Martin X-24B became the first lifting body to make an unpowered precision landing on a concrete runway. The feat was pivotal to convincing NASA officials that landing the Space Shuttle Orbiter in an unpowered state was operationally feasible.
Early Space Shuttle Orbiter operational concepts featured the use of a pair of turbojets to provide a powered landing capability. These engines were to be internally stowed just below the Orbital Maneuvering System (OMS) pods. They would be deployed and started once the Orbiter had decelerated to high subsonic speeds.
While airbreathing propulsion would give the Orbiter a loiter and go-around capability, the drawbacks were significant. Jet fuel would have to be carried into and out of orbit. The weight of this fuel and the turbojets would penalize Orbiter payload capability. The system would also increase complexity and cost to Shuttle operations.
As the Shuttle Program grappled with the development of a powered landing capability for the Orbiter, the NASA DFRC flight test community made what appeared to be a rather bold claim. The Orbiter could simply glide all the way to touchdown and land deadstick. After all, X-planes had been doing so safely and without incident since the late 1940’s.
A leading proponent of unpowered Shuttle landings was NASA DFRC test pilot John Manke. He was convinced that the Orbiter could routinely and safely conduct unpowered precision landings on a concrete runway. If true, the Orbiter could land anywhere a 15,000-foot concrete runway was located.
Manke proposed that the X-24B (S/N 66-13551) lifting body be employed to conduct unpowered precision landings on Runway 04/22 at Edwards Air Force Base. He and fellow test pilot USAF Lt. Col. Michael V. Love practiced low lift-to-drag precision landings using F-104 and T-38 aircraft in preparation for the demonstrations.
On Tuesday, 05 August 1975, John Manke successfully made the first-ever unpowered precision landing of an aircraft on a concrete runway. The X-24B main gear touched-down exactly at the aimpoint situated 5,000 feet down Runway 04/22. On Wednesday, 20 August 1975, Mike Love duplicated the feat.
Following the successful unpowered precision landings with the X-24B lifting body, John Manke was quoted as saying: “We now know that concrete runway landings are operationally feasible and that touchdown accuracies of ±500 feet can be expected.” NASA Space Shuttle Program management concurred and officially adopted the unpowered precision landing concept.
Nearly thirty years of Orbiter flight operations have confirmed the wisdom of that long-ago decision.
Fifty-seven years ago this week, the USN/Douglas D-558-II Skyrocket soared to an unofficial world record altitude of 83,235 feet. The Skyrocket’s record altitude mission was piloted by USMC test pilot and World War II triple-ace Lieutenant Colonel Marion E. Carl.
The D-558-II was a United States Navy (USN) X-aircraft and first flew in February of 1948. It was contemporaneous with the USAF/Bell XS-1. The aircraft measured 42 feet in length with a wing span of 25 feet. Maximum take-off weight was 15,266 pounds. Douglas manufactured a trio of D-558-II aircraft (Bureau No.’s 37973, 37974 and 37975).
The original version of the swept-wing D-558-II had both rocket and turbojet propulsion. The latter system provided a ground take-off capability. However, like other early X-aircraft such as the XS-1, X-1A, X-2 and X-15), the D-558-II achieved max performance through the use of a mothership and rocket power alone.
On Friday, 21 August 1953, D-558-II (Bureau No. 37974; NACA 144) was carried to a drop altitude of approximately 30,000 feet over Edwards Air Force Base by a USN P2B-1S launch aircraft. Following drop, Carl fired his LR-8 rocket motor and executed a pull-up in an effort to extract maximum altitude from the D-558-II. Carl hit a maximum Mach number of 1.728 and exceeded the existing altitude by about 3,800 feet.
Flying the D-558-II to altitudes beyond 65,000 feet required Carl to wear a full-pressure suit. The versions available to test pilots in the early 1950’s were crude by today’s standards. They were extremely uncomfortable and very confining. The pilot had to use reverse breathing to supply adequate oxygen to the lungs.
Reverse breathing involves the inhalation of air under pressure wherein oxygen is forced into the lungs by simply opening the mouth. One then has to make a conscious effort to exhale against that pressure in order rid the lungs of carbon dioxide. This unnatural breathing process had to be practiced by a pilot until it became second nature.
Flying the D-558-II (and other 1950’s high-speed research aircraft such as the X-1, X-1A and X-2) to extreme altitude was a sporty proposition. These aircraft exhibited disturbing lateral-directional control characteristics at low dynamic pressure. None of the early X-planes were configured with a 3-axis reaction control system. Control had to be maintained solely by aerodynamic means.
Marion Carl’s altitude mark in the D-558-II would stand until September of 1956 when USAF Captain Iven Kincheloe flew the USAF/Bell X-2 to an altitude of 126,000 feet. Today, the record-setting D-558-II (NACA 144) is displayed at the National Air and Space Museum in our Nation’s capital.
Marion Carl went on to serve his country until he retired from the Marine Corps in 1973 after having attained the rank of Major General. Sadly, Carl was shot to death in 1998 at the age of 82 as he defended his wife Edna from a home invader. A true American hero, Marion E. Carl was buried with full military honors at Arlington National Cemetery.
Fifty years ago this week, the United States successfully launched the Echo 1A passive communications satellite into Earth orbit. The 100-foot diameter balloon was among the largest objects ever to orbit the Earth.
A plethora of earth-orbiting communication satellites provide for a global connectivity that is commonplace today. Such was not always the case. Roll the clock back a half-century and we find that a global communications satellite system was just a concept. However, keen minds would soon go to work and provide mankind with yet another tangible spaceage benefit.
Communications satellites are basically of two types; passive and active. A passive communications satellite (PCS) simply reflects signals sent to it from a point on Earth to other points on the globe. An active communications satellite (ACS) can receive, store, modify and/or transmit Earth-based signals.
The earliest idea for a PCS involved the use of an orbiting spherical balloon. The balloon was fabricated from mylar polyester having a thickness of a mere 0.5 mil. The uninflated balloon was packed tightly into a small volume and inserted into a payload canister preparatory to launch. Once in orbit, the balloon was released and then inflated to a diameter of 100 feet.
The system described above materialized in the late 1950’s as Project Echo. The Project Echo satellite was essentially a huge spherical reflector for transcontinental and intercontinental telephone, radio and television signals. The satellite was configured with several transmitters for tracking and telemetry purposes. Power was provided by an array of nickel-cadmium batteries that were charged via solar cells.
Echo 1 was launched from Cape Canaveral, Florida on Friday, 13 May 1960. However, the launch vehicle failed and Echo 1 never achieved orbit. Echo 1A (sometimes referred to as Echo 1) lifted-off from Cape Canveral’s LC-17A at 0939 UTC on Friday, 12 August 1960. The Thor Delta launch vehicle successfully placed the 166-lb satellite into a 820-nm x 911-nm orbit.
An interesting characteristic of the Echo satellite was the large oscillation in the perigee of its orbit (485 nm to 811 nm) over several months. This was caused by the influences of solar radiation and variations in atmospheric density. While these factors are just part of the earth-orbital environment, their effects were much more noticeable for Echo due to the type’s large surface area-to-weight ratio.
Echo 1A orbited the Earth until it reentered the Earth’s atmosphere on Saturday, 25 May 1968. Echo 2 was a larger and improved version of Echo 1A. It measured 135-feet in diameter and weighed 547-lb. Echo 2 orbited the Earth between January of 1964 and June of 1969. Other than the Moon, both satellites were the brightest objects observable in the night sky due to their high reflectivity.
The Echo satellites served their function admirably. For a time, they were quite a novelty. However, progress on the ACS scene quickly relegated the PCS to obselescence. Today, virtually all communication satellites are of the ACS variety.
Fifty-two years ago today, an Atlas B flew 2,500 miles down the Eastern Test Range in a key developmental test of America’s first Intercontinental Ballistic Missile (ICBM). Among other historic achievements, the test marked the first successful flight of the innovative stage-and-a-half missile.
The infamous Cold War between the United States and the Soviet Union was marked by the specter of nuclear confrontation. Each side developed a family of launch vehicles that could deliver nuclear ordnance to the homeland of the other. The type of launch vehicle employed is known as an Intercontinental Ballistic Missile (ICBM).
An ICBM flies a long, arcing (sub-orbital) trajectory to the target. This flight path is parabolic in shape and thousands of miles in range. The maximum altitude point (apogee) is about mid-way to the target and is located hundreds of miles above the surface of the Earth. An ICBM can reach any point on the globe within 30 minutes of launch.
The first ICBM developed by the United States was the Atlas missile. The origins of this program date back to late 1945 when the United States Army requested proposals from the aerospace industry for novel long-range missile concepts. Consolidated-Vultee Aircraft (Convair) caught the Army’s eye with a missile design that ultimately became the Atlas.
The Atlas was innovative from a number of standpoints. Perhaps most novel was the use of very thin stainless steel tankage in an effort to provide the Atlas with an extremely lightweight structure. However, the tank was so thin that a screwdriver could easily puncture its walls. Moreover, the tank would collapse even under its own weight. Nitrogen pressurization was employed to obtain the necessary structural rigidity.
Another Atlas innovation involved the use of the so-called stage-and-a-half or parallel staging propulsion concept. This system was comprised of a pair of outboard boosters (Stage 0) and a single sustainer core (Stage 1). These engines burned a LOX/kerosene propellant mix and were ignited at launch. Stage 0 was jettisoned after 135 seconds of flight. The sustainer continued to fire an additional 95 seconds.
Atlas A was first flown in June of 1957. The type operated the booster engines only and carried a mass simulator warhead. Only three (3) of its eight (8) developmental flight tests were considered successful. The type achieved a maximum range of 600 nm during its third flight which occurred on Tuesday, 17 December 1957.
Atlas B was the first Atlas test vehicle to operate both the booster and sustainer rocket engines. The vehicle measured 85 feet in length and had a diameter of 10 feet. Lift-off weight was slightly over 244,000 pounds. Its XLR89-5 booster engines and XLR105-5 sustainer engine generated 341,130 and 81,655 pounds of vacuum thrust, respectively.
Atlas B test vehicles flew ten (10) times and enjoyed seven (7) successful flight tests. The first launch (Atlas B, Serial No. 3B) occurred on Friday, 19 July 1958 and was not successful. Atlas B, Serial No. 4B lifted-off from Cape Canaveral’s LC-13 at 22:16 UTC on Saturday, 02 August 1958. This test was entirely successful as the missile reached an apogee of 560 miles and traveled 2,500 miles downrange.
In the years that followed, other Atlas variants were developed including the Atlas C, D, E, F, G and H. Atlas C was the first pre-production version of the Atlas Program. Atlas D was the first operational version of the Atlas ICBM. Atlas E and Atlas F missiles were the first ICBM’s stored in underground silos and raised to ground level for launch. Atlas G and H launched numerous space exploration payloads.
Ironically, the Atlas did not serve long in its primary role as an ICBM. The type was quickly eclipsed by more capable launch vehicles such as the Titan II. However, the Atlas would be used to great effect as a launch vehicle for a wide variety of satellites and scientific spacecraft. The Atlas was ultimately man-rated as a booster. It was used to successfully orbit Mercury astronauts during four (4) Mercury missions flown in 1962 and 1963.
The Atlas has continued to evolve as a commercial launch platform to the current day. The Atlas I was introduced in July of 1990. It was followed by the Atlas II and Atlas III in 1991 and 2000, respectively. The Atlas V is the most recent Atlas variant and first flew in 2002. Significantly, the Atlas is the longest running launch vehicle program in the history of American spaceflight.
Forty-seven years ago today, the United States successfully orbited the world’s first geosynchronous communications satellite. This accomplishment marked the advent of today’s massive global communications market.
A geosynchronous orbit is one in which the orbital period of a satellite is equal to the time it takes the Earth to complete one revolution about its rotational axis. That is, the satellite completes one revolution around the Earth in slightly less than 24 hours. The altitude for such an orbit is 22,300 miles.
A geostationary orbit is a geosynchronous orbit that lies in the Earth’s equatorial plane. A peculiarity of a geostationary orbit is that the satellite’s position above the Earth remains fixed. Three (3) satellites equally spaced around the Earth in geostationary orbit are within direct line-of-sight of each other. Earth-based stations can use this arrangement to relay radio, television and other signals to any point on the globe.
The Hughes Aircraft Company in California began working on a concept for a geosynchronous satellite in early 1959. A trio of Hughes engineers (Harold Rosen, Thomas Hudspeth and Donald Williams) ultimately came up with a workable geosynchronous satellite design. It became known as Syncom – Synchronous Communications Satellite.
Syncom was cylindrical in shape. It measured 28 inches in diameter and had a height of 15.35 inches. The satellite weighed about 150 pounds fully fueled. Syncom’s external surface was covered with solar cells for power generation with nickel-cadmium batteries used for power storage. Syncom was spun about its symmetry axis for stabilization. Attitude control was provided by an array of nitrogen thrusters.
Syncom 1 was launched on Thursday, 14 February 1963 from Cape Canaveral, Florida. Unfortunately, the spacecraft’s signal was lost during the final boost to geosynchronous orbit. The loss of signal was attributed to an electrical failure. Later, ground-based telescope observations confirmed that the satellite had achieved a near-geosynchronous orbit.
Syncom 2 was launched from Cape Canaveral’s LC-17A at 14:38 UTC on Friday, 26 July 1963. A NASA Thor-Delta B provided the ride into orbit. Syncom’s 1,000-pound thrust apogee motor was used for the final ascent to a quasi-geosynchronous orbit. Over a period of several weeks, the satellite was nudged into a true geosynchronous orbit.
Syncom 2’s geosynchronous orbit was inclined 33 degrees with respect to the Earth’s equator. Thus, the resulting orbit was not geostationary. Coupled with the Earth’s rotation, the spacecraft actually moved in a figure-8 pattern over the globe that tracked 33 degrees north and south of the equator.
Syncom 2 went into active service on Friday, 16 August 1963. The satellite went on to perform brilliantly in its intended role as a communications link. A companion satellite, Syncom 3, was launched on Monday, 19 August 1964 and subsequently joined Syncom 2 in geosynchronous orbit. Significantly, Syncom 3 was used to broadcast the 1964 Tokyo Summer Olympics to America.
Syncom 2 and 3 continued to provide intercontinental communications across the Pacific Ocean until 1966. Increasingly more sophisticated and capable satellites followed. The communications revolution that Syncom started has grown to the point where there are now several hundred communications satellites operating in geosynchronous orbit about the Earth. While long silent, Syncom 2 and 3 continue to orbit the Earth today.
Fifty-three years ago today, the United States successfully conducted the only live-fire test of the only known nuclear-armed air-to-air missile ever developed by the West. The test took place over the Nuclear Test Site located at Yucca Flats, Nevada.
The Cold War between the Soviet Union and the United States gave rise to the development of myriad nuclear weapons. Both superpowers ultimately relied on a triad of platforms, consisting of bombers, missiles and submarines, to deliver nuclear ordnance. Each side used these same types of platforms in a defensive role as well.
The United States employed land-based interceptor aircraft for defending against the Soviet bomber threat. These aircraft would go out to engage and destroy Soviet bomber groups before the latter could penetrate US airspace. The weapon of choice for taking out the bombers was the air-to-air missile.
The most fearsome of air-to-air missiles was armed with a nuclear warhead. The idea was simple. A defending aircraft would fire the nuclear-armed missile into a bevy of Soviet bombers. Detonation of the warhead would in theory destroy an entire bomber group with a single atomic blast.
The Douglas Aircraft Company produced just such a missile for the United States Air Force in the mid-1950’s. The subject missile was originally known as the MB-1 Genie (aka Bird Dog, Ding-Dong, and High Card). The type’s 1.5 kiloton nuclear device had a blast radius on the order of 1,000 feet.
The Genie measured 9.67 feet in length and had a nominal diameter of 17.5 inches. Firing weight was 822 pounds. Genie’s Thiokol SR49-TC-1 solid rocket motor had a rated thrust of 36,500 pounds. The resulting high thrust-to-weight ratio allowed the missile to quickly accelerate to the target. Genie had a top Mach number of 3.3 and a range of slightly over 6 miles.
Genie was carried by the top USAF interceptor aircraft of its day; the Northrop F-89 Scorpion, McDonnell F-101B VooDoo and Convair F-106 Delta Dart. The missile was unguided. That is, Genie was simply a point and shoot weapon. The warhead would detonate only after rocket motor burnout. This delay permitted the carrier aircraft to quickly depart the area following launch.
The only in-flight detonation of a Genie warhead occurred during the summer of 1957 as part of Operation Plumbbob. This program was series of nuclear weapons tests conducted from May to October of the subject year at the Yucca Flats Nuclear Test Site in Nevada.
At 1400 UTC on Friday, 19 July 1957, USAF Captain Eric Hutchison fired a single Genie missile from his Northrop F-89J aircraft. The missile’s W25 warhead detonated at 15,000 feet above ground level shortly after rocket motor burnout. A group of USAF officers was positioned directly below the air burst to prove that the missile could be used over populated areas. The men were reported to be unharmed.
Genie was never used in anger. Approximately 3,150 missiles were produced by the time Thiokol closed down the production line in 1963. This production run included a number of improved variants known as the MB-1-T, ATR-2A, AIR-2A and AIR-2B. Genie ultimately served with both the USAF and the Canadian Air Force. It was withdrawn from service in 1985.
Forty-six years ago this month, the United States abandoned a 7-year effort to develop a nuclear-armed, supersonic cruise missile. The joint USAF-AEC program was known as Project Pluto. The centerpiece of this program was the nuclear-fueled, ramjet-powered Supersonic Low-Altitude Missile (SLAM).
The 1950’s saw the development of myriad aircraft, missile and submarine concepts designed for delivery of nuclear weaponry over strategic distances. This developmental activity was driven by the escalating Cold War between the United States and the Soviet Union. In addition to weapons, the power of the atom was also considered for propulsion applications during this era.
SLAM was perhaps the most fearsome weapon ever conceived. The missile was designed to deliver as many as 26 nuclear bombs over the Soviet Union in a single mission. It would do this while flying at Mach 3 and less than 1,000 feet above ground level. SLAM’s shock wave overpressure alone (162 dB) would devastate structures and people along its flight path. And, as if that were not enough, the type’s nuclear-fueled ramjet would continuously spew radiation-contaminated exhaust all over the countryside.
The SLAM airframe was huge. It measured 88 feet in length, nearly 6 feet in diameter and weighed 61,000 pounds at launch. The vehicle would be fired from a ground-based launch site and accelerated to ramjet takeover speed by a trio of jettisionable rocket boosters. The nuclear-fueled ramjet was rated at 35,000 pounds of thrust.
To find its way to the target area(s), the Ling-Temco-Vought (LTV) SLAM would use a guidance system known today as TERCOM – Terrain Contour Matching. At a target, SLAM would eject an atomic warhead upwards from its payload bay. The resulting lofted trajectory gave SLAM time to depart the hot target area prior to weapon detonation. Following completion of its mission, the missile would then ditch itself by diving into a deep ocean graveyard.
The heart of the Project Pluto missile was the nuclear-fueled ramjet. An unshielded nuclear reactor, code named TORY, was devised, built and successfully tested. Testing was conducted at a special-purpose test site in Nevada. In its Tory II-C configuration, the SLAM ramjet produced over 500 megawatts of power in 5 minutes of continuous operation during a test conducted in May of 1964.
SLAM’s nap-of-the-earth, supersonic flight profile would subject the airframe to terrific airloads, vibrations and temperatures. The Project Pluto team successfully devised structural and thermal material solutions to handle the daunting flight environment. In addition, nuclear-hardened electronics and flight controls were successfully developed.
From a technological standpoint, Project Pluto proved to be entirely viable. However, doubts about its implementation started to arise as flight testing of the nuclear-powered missile was seriously considered. Where do you flight-test a radiation-spewing missile? What happens if you can’t turn-off the reactor? What do you do if the guidance system fails? Where do you dispose of the missile after a flight test? These and other disturbing questions began to trouble program officials.
Coupled with the above practical concerns of SLAM flight testing were growing political and mission obsolesence issues. Pentagon officials ultimately deemed Project Pluto as being highly provocative to the Soviet Union in the sense that the communist super power might feel compelled to develop their own SLAM. Further, American missilery was quickly developing to the point where ICBM-delivered warheads would do the job and at a lower per-unit cost.
So it was that on Wedneday, 01 July 1964, Project Pluto was canceled after 7 years of fruitful development. While no airframe was ever built and tested, SLAM technology was applied to a host of subsequent aerospace vehicle developments.
SLAM would truly have been “The Missile From Hell” had it matured to the point of flight. Indeed, the ethical issues concerning the missile’s use were quite sobering. And, owing to Murphy’s Law and its many corollaries, the chances for unintended catastrophe were high as well. Despite the allure of this “technically sweet” solution to a national defense problem, the decision to cancel Project Pluto was ultimately the only correct course to follow.
Sixty-years ago this month, the United States launched a primitive two-stage rocket from an obscure site situated on Florida’s eastern coast. The rocket was the Army’s Bumper-WAC No. 8. The then little-known launch location has since become synonymous with American aerospace achievement. We know it today as Cape Canaveral.
The Bumper Program was a United States Army effort to reach flight altitudes and velocities never before achieved by a rocket vehicle. The name “Bumper” was derived from the fact that the lower stage would act to “bump” the upper stage to higher altitude and velocity than it (i.e., the upper stage) was able to achieve on its own.
The Bumper two-stage configuration consisted of a V-2 booster and a WAC Corporal upper stage. The V-2′s had been captured from Germany following World War II while the WAC Corporal was a single stage American sounding rocket. The launch stack measured 62 feet in length and weighed around 28,000 pounds.
From a propulsion standpoint, the V-2 booster generated 60,000 pounds of thrust with a burn time of 70 seconds. The WAC Corporal rocket motor produced 1,500 pounds of thrust and had a burn time of 47 seconds.
The first Bumper-WAC shots took place at White Sands Proving Ground (WSPG) in New Mexico. The first six (6) flights were dedicated to achieving maximum altitude. Indeed, Bumper-WAC No. 5 flew to an altitude of 250 miles on Thursday, 24 February 1949.
WSPG could not be used for the last two (2) flights which required the Bumper-WAC vehicle to remain within the atmosphere. A larger range was required to handle these missions which involved a significant amount of essentially horizontal flight. Looking beyond Bumper, it was clear that future programs would also require a much larger test range as well.
After considering a number of geographical locations within the US, the new Long Range Proving Ground (LRPG) was ultimately established in the state of Florida. The LRPG locale was hot, bug-infested and covered with sand dunes and scrub palmetto. However, the LRPG was also immediately adjacent to the Atlantic Ocean which provided a vast region over which test rockets could be safely flown.
Bumper-WAC No. 7 was supposed to be the first rocket fired from the LRPG. However, Bumper-WAC No. 8 got that honor when No. 7 experienced a glitch on the pad. No. 8 was fired at 13:29 UTC on Monday, 24 July 1950. The mission failed when the rocket motor of the WAC upper stage did not ignite.
On Saturday, 29 July 1950, Bumper-WAC No. 7 was launched from the LRPG. The mission was entirely successful. The WAC upper stage burned-out at Mach 9 and flew 150 miles downrange. The maximum sustained velocity within the atmosphere was more than 3,200 mph – a record for the time.
While the Bumper Program would fade into history, the LRPG did not. History records that the fledging test facility would develop into America’s preeminent launch complex. The military services would grow both our Nation’s missile defense and space launch vehicle capabilites there. Later, NASA would come on the scene and send astronauts first into Earth orbit and then to the Moon.
Cape Canaveral now operates in a season of decline relative to our national space effort. The fabled Space Shuttle will soon be retired. The CEV Program is slated for cancelation, leaving our country without either a national manned launch vehicle or spacecraft. Very soon, we will not even be able to go to and from our own space station. The prevailing “wisdom” is that private industry will solely provide access to space in the future. And such is to be accomplished without any national system being available as a back-up.
That we as a nation find ourselves in the predicament outlined above, is at once ironic and obscene. However, this is America and we are Americans. And, despite determined and increasing assaults from without and from within, we are still a land of liberty and opportunity. We can chose a better path.
Whether Cape Canaveral has seen its best days or if those that lie ahead will be better still, it is up to the citizens of the United States to determine. The responsibility and obligation to do so can neither be evaded nor avoided. If we chose rightly, Cape Canaveral’s, and indeed our beloved country’s, best days await in the future.
To both we say with deepest sentiment: “Long may you run.”
Forty-three years ago this month, USAF Major William F. “Pete” Knight made an emergency landing in X-15 No. 1 at Mud Lake, Nevada. Knight somehow managed to save the hypersonic aircraft following a complete loss of electrical power as it passed through 107,000 feet during climb.
The famed X-15 Program conducted 199 flights between June 1959 and October 1968. North American Aviation (NAA) built three (3) X-15 aircraft. Twelve (12) men from NAA, USAF and NASA flew the X-15. Eight (8) pilots received astronaut wings for flying the X-15 beyond 250,000 feet. One (1) aircraft and one (1) pilot were lost during flight test.
The X-15 flew as fast as 4,520 mph (Mach 6.7) and as high as 354,200 feet. The basic airframe measured 50 feet in length, featured a wing span of 22 feet and had a gross weight of 33,000 pounds. The type’s Reaction Motors XLR-99 rocket engine burned anhydrous ammonia and liquid oxygen to produce a sea level thrust of 57,000 pounds. The X-15 used both 3-axis aerodynamic and ballistic flight controls.
An X-15 mission was fast-paced. Flight time from B-52 drop to unpowered landing was typically 10 to 12 minutes in duration. The pilot wore a full pressure suit and experienced 6 to 7 G’s during pull-out from max altitude. There really was no such thing as a routine X-15 mission. However, all X-15 missions had one factor in common; danger.
On Thursday, 29 June 1967, X-15 No. 1 (S/N 56-6670) made its 73rd and the X-15 Program’s 184th free flight. Launch took place at 1828 UTC as the NASA B-52B launch aircraft (S/N 52-0008) flew at Mach 0.82 and 40,000 feet near Smith Ranch, Nevada. Knight, making his 10th X-15 flight, quickly ignited the XLR-99 and started his climb upstairs.
The X-15 was performing well and Knight was enjoying the flight until 67.6 seconds into a planned 87 second XLR-99 burn. That’s when the engine suddenly quit. A couple of heartbeats later, the Stability Augmentation System (SAS) failed, the Auxiliary Power Units (APU’s) ceased operating, the X-15’s generators stopped functioning and the cockpit lights went out. This was the total hit; a complete power failure.
Pete Knight was now just along for the ride. No thrust to power the aircraft. No electrical power to run onboard systems. No hydraulics to move flight controls. Even the reaction controls appeared inoperative. The X-15 continued upward, but it wallowed aimlessly in the low dynamic pressure of high altitude flight. At this point, Knight considered taking his chances and punching-out.
The X-15 went over the top at 173,000 feet. On the way downhill, Knight was able to get some electrical power from the emergency battery. This meant that he now had some hydraulic power and could utilize the X-15’s flight control surfaces. Knight next tried to fire-up the APU’s. The right APU would not respond. The left APU fired, but the its generator would not engage.
As the X-15 descended and the dynamic pressure built-up, Knight was able to maneuver his stricken X-15. He headed for Mud Lake in a sustained 6-G turn. As he leveled off at 45,000 feet, Knight instinctively knew he could now make the east shore of the Nevada dry lake. But it was tough work to fly the X-15. Knight ended-up using both hands to fly the airplane; one on the side stick and one on the center stick.
While Knight was trying to get his airplane down on the ground in one piece, only he and his Maker knew his whereabouts. The X-15 flight test team certainly didn’t, since Knight’s radio, telemetry and radar transponder were now inop. Further, the X-15 was not being skinned tracked at the time of the electrical anomaly. Just before he touched-down at Mud Lake, Knight’s X-15 was spotted by NASA’s Bill Dana who was flying a F-104N chase aircraft.
Pete Knight made a good landing at Mud Lake. The X-15 slid to a stop. After a struggle with the release mechanism, he managed to get the canopy open. Hot and soaked with perspiration, Knight somehow removed his own helmet. A ground crewman usually did that for him. But there were no flight support people at his X-15 landing site on this day.
As he attempted to get out of the X-15 cockpit, Knight pulled an emergency release. To his surprise, the headrest blew off, bounced off the canopy and smacked him square in the head. Undeterred, Knight got out of the cockpit and onto terra firma. In the meantime, a Lockheed C-130 Hercules had landed at Mud Lake. Wearily, Pete Knight got onboard and returned to Edwards Air Force Base.
Post-flight investigation revealed that the most probable source of the X-15’s electrical failure was arcing in a flight experiment system. This system had been connected to the X-15’s primary electrical bus. The solution was to connect flight experiments to the secondary electrical bus.
Reflecting on Knight’s amazing recovery from almost certain disaster, long-time NASA flight test manager Paul Bickle claimed the fete was among the most impressive of the X-15 Program. Indeed, it was Pete Knight’s clearly uncommon piloting skill and calmness under pressure that gave him the edge.
