The XSeries Advances in Aviation

The basic goal, laid go across in preliminary form in March 1944, called for a peerlessman, liftpowered aircraft that could exceed the speed of function in level flight (Von von Braun 203).

The X1 program was managed by the convey Force (Von Braun 203). Air Force officials decided to have price Aircraft Company establish the XS1 airframe and Reaction Motors build the plane's locomotive engine. The engine was to consist of a 6,000pound squash, liquidpropellant rocket with a quadrupletchamber configuration (Von Braun 203). Since throttles to ascendency rocketengine thrust had not yet been perfected, the 4 chambers would al menial the pilot a wider choice of power level (Von Braun 203). By cutting in chambers, he could boost the thrust by 1,500pound increments from 1,500 pounds to 6,000 pounds (Von Braun 203).

On December 27, 1945, the Bell XS1 #1 was completed. It had a straight travel physique and looked something like a long sleek orange dope with thin knife aviates (Hallion 50). These smooth contours hid an extremely crowd fuselage however (Hallion 48). Contained within were 2 propellant tanks, 12 normality spheres, the pilot's pressurized cockpit, 3 pressure regulators, a retractable landing gear, the wing carrythrough structure, the rocket engine, and the flight engine instrumentality (Hallion 48).

The airplane was constructed of semimonocoque 24ST aluminum construction (Hallion 48). Ahead of its wing was a spherical liquid oxy

Meanwhile, the Bell company was also developing the X2 rocket airplane. The Bell X2 was a sweepwing design with an unconventional biconvex airfoil (Hallion 153). Its CurtissWright rocket engine delivered 15,000 pounds of thrust and was throttleable (Wulforst 150). Of the two X2s eventually manufactured, both(prenominal) suffered tragic fates. Prior to its test flights in May of 1953, one of the planes exploded while still in the bomb bay of its B50 mother ship (Hallion 169). The other went taboo of control on September 1956 during a record run at more than three times the speed of thinking(a) (Von Braun 204). Pilots were killed in both of the incidents (Von Braun 204).

The X1B silken heating program did not get under trend until the fall of 1956 (Hallion 172). These data were collected by January 1957 (Hallion 172). The X1B was so used for highaltitude seek in areas of low dynamic pressure where ordinary control surfaces began to lose authorization (Hallion 172). The solution for this control problem was found to be reaction controls employing small thruster rockets (Hallion 172). A prototype reactioncontrol system was installed on the X1B and studies were conducted until preflight inspection found four fatigue cracks in the plane's oxygen tank (Hallion 172). In June of 1958 the X1B was retired (Hallion 172).

While proposals to put the X15 into orbit by using a carrier rocket were frequently made, they got nowhere (Von Braun 204205). The Air Force did begin an X20 Dynasoar program; it would have involved using a hulk multistage Titan III rocket to boost a outer space glider to speeds of Mach 25 (Josephy, Jr. 375). The project was killed, however, for budgetary and armed services reasons (Von Braun 205).

The year 1968 saw the completion of the basic research for which the X15 series had been conceived: the last (and 199th) flight occurred on October 24 (Von Braun 204).

Another important benefit of the XS1 program was the fact that the pr
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