Tuesday, October 27, 2009

The Bell X-1


The Bell X-1, originally designated XS-1, was a joint NACA-U.S. Army Air Forces/US Air Force supersonic research project and the first aircraft to exceed the speed of sound in controlled, level flight. This resulted in the first of the so-called X-planes, an American series of experimental aircraft designated for testing of new technologies and usually kept highly secret.

On 16 March 1945, the United States Army Air Forces' Flight Test Division and the National Advisory Committee for Aeronautics (NACA) (now NASA) contracted Bell Aircraft to build three XS-1 (for "Experimental, Supersonic", later X-1) aircraft to obtain flight data on conditions in the transonic speed range.  The XS-1 was the first high-speed aircraft built purely for aviation research purposes and was never intended for production.[citation needed]

The X-1 was in principle a "bullet with wings" that closely resembled the shape of the Browning .50-caliber (12.7 mm) machine gun bullet that was known to be stable in supersonic flight  The pattern shape was followed to the point of seating the pilot behind a sloped, framed window inside a confined cockpit in the nose. After the aircraft ran into compressibility problems in 1947, it was modified to feature a variable-incidence tailplane. An all-moving tail was developed by the British for the Miles M.52, and first saw actual transonic flight on the Bell X-1; ] that allowed it to pass through the sound barrier safely.

The rocket propulsion system was a four-chamber engine built by Reaction Motors, Inc., one of the first companies to build liquid-propellant rocket engines in America. It burned ethyl alcohol diluted with water and liquid oxygen. The thrust could be changed in 1500 lbf increments by firing one or more of the chambers. The fuel and oxygen tanks for the first two X-1 engines were pressurized with nitrogen and the rest with steam-driven turbopumps. The all-important fuel turbopumps, necessary to raise the chamber pressure and thrust, while lightening the engine, were built by Robert Goddard who was under Navy contract to provide jet-assisted takeoff rockets.

Bell Aircraft Chief Test Pilot, Jack Woolams became the first to fly the XS-1, in a glide flight over Pinecastle Army Airfield, in Florida, on 25 January 1946. Woolams would complete nine additional glide flights over Pinecastle before March 1946, when the #1 aircraft was returned to Bell for modifications in anticipation of the powered flight tests, planned for Muroc Army Air Field (now Edwards Air Force Base) in California. Following Woolams' death on 30 August 1946, Chalmers "Slick" Goodlin was the primary Bell Aircraft test pilot of X-1-1 (serial 46-062). He made 26 successful flights in both of the X-1 aircraft from September 1946 until June 1947.

The Army Air Force was unhappy with the cautious pace of flight envelope expansion and Bell Aircraft's flight test contract for aircraft #46-062 was terminated and was taken over by the Army Air Force Flight Test Division on 24 June after months of negotiation. Goodlin had demanded a US$150,000 bonus for breaking the sound barrier.  Flight tests of the X-1-2 (serial 46-063) would be conducted by NACA to provide design data for later production high-performance aircraft.

On 14 October 1947, just under a month after the United States Air Force had been created as a separate service, the tests culminated in the first manned supersonic flight, piloted by Air Force Captain Charles "Chuck" Yeager in aircraft #46-062, which he had christened ‘Glamorous Glennis’, after his wife. The rocket-powered aircraft was launched from the bomb bay of a specially modified B-29 and glided to a landing on a runway. XS-1 flight number 50 is the first one where the X-1 recorded supersonic flight, at Mach 1.06 (361 m/s, 1,299 km/h, 807.2 mph) peak speed; however, Yeager and many other personnel believe Flight #49 (also with Yeager piloting), which reached a top recorded speed of Mach 0.997 (339 m/s, 1,221 km/h), may have, in fact, exceeded Mach 1.[citation needed] (The measurements were not accurate to three significant figures and no sonic boom was recorded for that flight.)

As a result of the X-1's initial supersonic flight, the National Aeronautics Association voted its 1948 Collier Trophy to be shared by the three main participants in the program. Honored at the White House by President Harry S. Truman were Larry Bell for Bell Aircraft, Captain Yeager for piloting the flights, and John Stack for the NACA contributions.

The research techniques used in the X-1 program became the pattern for all subsequent X-craft projects. The NACA X-1 procedures and personnel also helped lay the foundation of America's space program in the 1960s. The X-1 project defined and solidified the post-war cooperative union between U.S. military needs, industrial capabilities, and research facilities. The flight data collected by the NACA in the X-1 tests then provided a basis for American aviation supremacy in the latter half of the 20th century.

Aircraft #46-062 is currently on display in the Milestones of Flight gallery of the National Air and Space Museum in Washington, DC, alongside the Spirit of St. Louis and SpaceShipOne. Aircraft #46-063, now the X-1E, is on display in front of the NASA Dryden Flight Research Center headquarters building.

X-1A

Ordered by the Air Force on 2 April 1948, the X-1A (serial 48-1384) was intended to investigate aerodynamic phenomena at speeds above Mach 2 (681 m/s, 2,451 km/h) and altitudes greater than 90,000 ft (27 km), specifically focusing on dynamic stability and air loads. Longer and heavier than the original X-1, with a bubble canopy for better vision, the X-1A was powered by the same Reaction Motors XLR-11 rocket engine. The aircraft first flew, unpowered, on 14 February 1953 at Edwards AFB, with the first powered flight on 21 February. Both flights were piloted by Bell test pilot Jean Ziegler.

After NACA started its high-speed testing with the Douglas Skyrocket, culminating in Scott Crossfield achieving Mach 2.005 on 20 November 1953, the Air Force started a series of tests with the X-1A, which the test pilot of the series, Chuck Yeager, named "Operation NACA Weep". These culminated on 12 December 1953, when Yeager achieved an altitude of 74,700 feet (22,770 m) and a new air speed record of Mach 2.44 (equal to 1620 mph, 724.5 m/s, 2608 km/h at that altitude). Unlike Crossfield in the Skyrocket, Yeager achieved that in level flight. Shortly after, the aircraft spun out of control, due to the then not yet understood phenomenon of inertia coupling. The X-1 dropped from maximum altitude to 25,000 feet (7,620 m), exposing the pilot to accelerations of up to 8g, during which Yeager broke the canopy with his helmet before regaining control.

The aircraft was transferred to NACA in September 1954. Following modifications, including the installation of an ejection seat, the aircraft was lost on 8 August 1955 while being prepared for launch from the RB-50 mothership, becoming the first of many early X-planes that would be lost to explosions.

Douglas Skyrocket (D-558-2 or D-558-II


The Douglas Skyrocket (D-558-2 or D-558-II) was a rocket and jet-powered supersonic research aircraft built by the Douglas Aircraft Company for the United States Navy. On 20 November 1953, shortly before the 50th anniversary of powered flight, Scott Crossfield piloted the Douglas D-558-2 Skyrocket to Mach 2, or more than 1,290 mph (2076 km/h), the first time an aircraft had exceeded twice the speed of sound.

The "-2" in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program. The phase-one aircraft, the D-558-1, was jet powered and had straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat type aircraft embodying the results from the testing of the phase one and two aircraft. The eventual D-558-3 design, which was never built, was for a hypersonic aircraft similar to the North American X-15.[1].

When it became obvious that the D558-1 fuselage could not be modified to accommodate both rocket and jet power, the D558-2 was conceived as an entirely different aircraft[2]. A contract change order was issued on 27 January 1947 to formally drop the final three D558-1 aircraft and substitute three new D558-2 aircraft instead[3].

The Skyrocket featured wings with a 35-degree sweep and horizontal stabilizers with 40-degree sweep. The wings and empennage were fabricated from aluminum and the large fuselage was of primarily magnesium construction. The Skyrocket was powered by a Westinghouse J34-40 turbojet engine fed through side intakes in the forward fuselage. This engine was intended for takeoff, climb and landing. For high speed flight, a four-chamber Reaction Motors LR8-RM-6 engine (the Navy designation for the Air Force's XLR-11 used in the Bell X-1), was fitted. This engine was rated at 6,000 lbf (27 kN) static thrust at sea level. A total of 250 gallons (946 liters) of aviation fuel, 195 gallons of alcohol, and 180 gallons of liquid oxygen were carried in fuselage tanks.

The Skyrocket was configured with a flush cockpit canopy, but visibility from the cockpit was poor, so it was re-configured with a raised cockpit with conventional angled windows. This resulted in a greater profile area at the front of the aircraft, which was balanced by an additional 14 inches (36 cm) of height added to the vertical stabilizer. Like its predecessor, the D558-1, the D558-2 was designed so that the forward fuselage, including cockpit, could be separated from the rest of the aircraft in an emergency. Once the forward fuselage had decelerated sufficiently, the pilot would then be able to escape from the cockpit by parachute.

General characteristics
  • Crew: one pilot
  • Length: 42 ft 0 in (12.8 m)
  • Wingspan: 25 ft 0 in (7.6 m)
  • Height: 22 ft 8 in (3.8 m)
  • Wing area: 175 ft² (16.2 m²)
  • Empty weight: 9,421 lb (4,273 kg)
  • Max takeoff weight: 15,266 lb (6,923 kg)
  • Powerplant:
    • 1× Westinghouse J34-WE-40 turbojet, 3,000 lbf (13 kN)
    • 1× Reaction Motors XLR-8-RM-5 rocket engine, 6,000 lbf (27 kN)
Performance
  • Maximum speed: 720 mph, 1,250 mph when air-launched (1,160 km/h, 2,010 km/h when air-launched)
  • Stall speed: 160.1 mph (257.7 km/h)
  • Service ceiling: 16,500 ft (5,030 m)
  • Rate of climb: 22,400 ft/min, 11,100 ft/min under rocket power only (6,830 m/min., 3,380 m/min under rocket power only)
  • Wing loading: 87.2 lb/ft² (426 kg/m²)
  • Thrust/weight (jet): 0.39