Search Results: All Fields similar to 'Dryden or Langley' and Who equal to 'Joseph A. Walker'

Walter C. Williams

Photo Date	Oct. 1949

Walter C. Williams (1919-199 …

Photo Date	24 Aug. 1954

X-15

The X-15 program is widely c …

1/5/09

Description	The X-15 program is widely considered the most successful research aircraft program in U. S. history, leaving a legacy of scientific data and aeronautical firsts that remains unparalleled. Between June 8, 1959, and Oct. 24, 1968, a dozen pilots flew three rocket-powered X-15 research vehicles 199 times. The program contributed to numerous advances in aerospace technology, including those in materials, hypersonic aerodynamics, astronomy and spaceflight. Researchers generated more than 760 technical reports and earned numerous awards and honors for the X-15 team. Launched from beneath the wing of a modified B-52, the X-15 was the first piloted aircraft to exceed Mach 4, 5 and 6, and ultimately attained a maximum speed of Mach 6.7 (4,520 mph). Eight of the pilots earned astronaut wings for flight above 50 miles altitude. NASA research pilot Joseph A. Walker achieved the highest flight, with a maximum altitude of 354,200 feet (roughly 67 miles). The X-15 vehicles exceeded design specifications and yielded a treasure trove of data of great value to the design of future aerospace vehicles. They have also provided many lessons for future flight research, many of which could not have been anticipated at the time the project was initially approved and funded. Technological contributions of the program include experience afforded in the design, fabrication, and welding of titanium and Inconel X, a nickel-chromium alloy from which the X-15 was constructed to withstand extreme aerodynamic heating. Advanced titanium and nickel alloys and structures were subsequently employed throughout the aerospace industry in aircraft and spacecraft, including those used in the Apollo lunar exploration program. Lessons learned from X-15 turbulent heat-transfer studies contributed to the design of the Apollo capsule after designers found they could build lighter-weight vehicles with less thermal protection than was previously thought possible. The X-15 program also produced a wealth of biomedical data that paved the way for humans to travel in space and helped spacesuit designers refine protective garments. In addition, the project pioneered mission control techniques that are useful for coordinating successful spaceflight and aeronautical research missions. Photo Description The X-15 in flight. U.S. Air Force Photo
Date	1/5/09

Walter C. Williams

Title	Walter C. Williams
Description	Walter C. Williams arrived from the National Advisory Committee for Aeronautics, Langley Memorial Aeronautical Laboratory, Hampton, Virginia, on September 30, 1946, at the Muroc Army Air Field. He had been named the engineer-in-charge of the small group of five that came with him to the Rogers Dry Lakebed to take part in research flights of a joint NACA-Army Air Forces program involving the rocket-powered Bell XS-1. This established the first permanent National Advisory Committee for Aeronautics presence at the Mojave Desert site in California. This small group grew in numbers to 27 and received permanent status as the NACA Muroc Flight Test Unit from Hugh L. Dryden, NACA's Director of Research, on September 27, 1947. Walt was named Head of the Unit. On November 14, 1949, the Unit along with the 100 employees became the NACA High-Speed Flight Research Station with Walt Williams as Chief. Next came the move from the South Base site to the new headquarters, Bldg. 4800 on the north-west shore of the Rogers Dry lakebed on the Edwards Air Force Base complex. July 1, 1954 saw another name change to the NACA High-Speed Flight Station with Walt remaining the Chief to a complement of about 225 employees. Williams had received a Bachelor of Science Degree in aeronautical engineering from Louisiana State University, Baton Rouge, Louisiana, in 1939. After graduation, he was employed by the Glenn L. Martin Company of Baltimore, Maryland, and later that same year joined the staff of the NACA Langley Memorial Aeronautical Laboratory, where he worked as an engineer in the Flight Division. During the period from September 1946 to July 1954 Williams supervised the activities of several research projects. These included the first successful rocket-powered flight of the XS-1 made by Bell pilot Chalmers Goodlin on December 9, 1946, the record breaking flight of A.F. Captain Chuck Yeager on October 14, 1947, that exceeded the speed of sound, and the first flight of the jet-powered Douglas D-558-1 Skystreak by NACA pilot Howard C. Lilly on November 25, 1947. On March 10, 1948, Herbert Hoover was the first NACA pilot and the first civilian to fly supersonically (in the XS-1). Then came the testing of the tailless Northrop X-4 aircraft, the first flight of the variably swept wing Bell X-5 made by NACA pilot Joseph A. Walker, the first NACA flight of the Convair XF-92A, a delta wing configuration, on April 9, 1953, followed by the first Mach 2 flight on November 20, 1953, flown by NACA pilot Scott Crossfield in the rocket-powered Douglas D-558-2 Skyrocket. Walt continued to be in charge during the many name changes for the NACA-NASA organization, ending his stay as Chief of the National Aeronautics and Space Administration's Flight Research Center (todays NASA's Dryden Flight Research Center) in September 1959. See DIRECTORS, E-1364 for further information on Walter C. Williams.
Date	01.01.1949

The NACA Exceptional Service …

Photo Date	November 26, 1956

X-1A with pilot Joe Walker

Photo Date	1955

Joe Walker in pressure suit …

Photo Date	January 27, 1958

Test pilots 1962 - Armstrong …

Photo Date	October 2, 1962

Test pilots 1962 - Thompson, …

Photo Date	October 2, 1962

Pilots Larry Walker and Roger Smith gather Jet Interaction Effects and Intelligent Flight Controls data during a November 1996 Phase IIA flight. The F-15 ACTIVE is shown against the background of the brilliant sunlight of a late fall day.

Pilots Larry Walker and Roge …

Photo Description	Pilots Larry Walker and Roger Smith gather Jet Interaction Effects and Intelligent Flight Controls data during a November 1996 Phase IIA flight. The F-15 ACTIVE is shown against the background of the brilliant sunlight of a late fall day.
Project Description	ACTIVE employs thrust-vectoring of engine exhaust and an advanced control system to develop technology to improve cruise and maneuvering capabilities of future aircraft at both subsonic and supersonic speeds. The ACTIVE F-15B (Serial #71-0290) incorporates engine exhaust nozzles developed by Pratt and Whitney which can vector up to 20 degrees in both pitch and yaw, along with close-coupled canards ahead of the wings, to improve performance and maneuvering ability.

In this 1952 photograph NACA test pilot Joe Walker (on left) is seen discussing tests points to be flown on the X-4 aircraft with NACA research engineer Donald Bellman. The X-4 Bantam, a single-place, low swept-wing, semi-tailless aircraft, was designed and built by Northrop Aircraft, Inc. It had no horizontal tail surfaces and its mission was to obtain in-flight data on the stability and control of semi-tailless aircraft at high subsonic speeds.

X-4 with Pilot Joe Walker, P …

Photo Description	In this 1952 photograph NACA test pilot Joe Walker (on left) is seen discussing tests points to be flown on the X-4 aircraft with NACA research engineer Donald Bellman. The X-4 Bantam, a single-place, low swept-wing, semi-tailless aircraft, was designed and built by Northrop Aircraft, Inc. It had no horizontal tail surfaces and its mission was to obtain in-flight data on the stability and control of semi-tailless aircraft at high subsonic speeds.
Project Description	The Northrop X-4, Bantam, was a single-place, swept-wing, semi-tailless airplane designed and built to investigate that configuration at transonic speeds (defined as speeds just below and just above the speed of sound, but in this case, the testing was done primarily at just below the speed of sound). The hope of some aerodynamicists was that eliminating the horizontal tail would also do away with stability problems at transonic speeds resulting from the interaction of supersonic shock waves from the wings and the horizontal stabilizers. Northrop Aircraft, Inc. built two X-4 aircraft, the first of which proved to be mechanically unsound. However, ship number 2, with a thicker trailing edge on the wings and elevon, was very reliable. Ship 1 was then grounded and used as parts for ship 2. While being tested from 1950 to 1953 at the NACA High-Speed Flight Research Station (predecessor of today?s NASA Dryden Flight Research Center, Edwards, California), the X-4?s semi-tailless configuration exhibited inherent longitudinal stability problems (porpoising) as it approached the speed of sound. The X-4 was a small twinjet-engine airplane that had no horizontal tail surfaces, depending instead on combined elevator and aileron control surfaces (called elevons) for control in pitch and roll attitudes. Data gathered from the aircraft?s blunt elevon research were helpful in the design of the Bell X-2, which had ailerons with blunted trailing edges. The NACA X-4 program also provided substantial data on the interactions of combined pitching, rolling, and yawing motions. This interaction was soon to become critical to upcoming high-performance military fighters. The X-4, ship 2, flew 82 research flights from 1950 to 1953. With a minimal lift-to-drag ratio of less than 3, the X-4 performance was similar to the soon-to-be-developed X-15. With this similarity in mind, NACA conducted approach and landing studies of X-15-generation aircraft using the X-4. The X-4, retired in 1954, ended its days as a pilot trainer.
Photo Date	1952

Test pilots 1952 - Walker, B …

Photo Date	March 18, 1952

Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined the NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its fastest speed and highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,300 feet on August 22, 1963 (his last X-15 flight). He was the first man to pilot the Lunar Landing Research Vehicle (LLRV) that was used to develop piloting and operational techniques for lunar landings. Walker was born February 20, 1921, in Washington, Pa. He lived there until graduating from Washington and Jefferson College in 1942, with a B.A. degree in Physics. During World War II he flew P-38 fighters for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was the recipient of many awards during his 21 years as a research pilot. These include the 1961 Robert J. Collier Trophy, 1961 Harmon International Trophy for Aviators, the 1961 Kincheloe Award and 1961 Octave Chanute Award. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1962. Walker was named Pilot of the Year in 1963 by the National Pilots Association. He was a charter member of the Society of Experimental Test Pilots, and one of the first to be designated a Fellow. He was fatally injured on June 8, 1966, in a mid-air collision between an F-104 he was piloting and the XB-70.

Photo Description	Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined the NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its fastest speed and highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,300 feet on August 22, 1963 (his last X-15 flight). He was the first man to pilot the Lunar Landing Research Vehicle (LLRV) that was used to develop piloting and operational techniques for lunar landings. Walker was born February 20, 1921, in Washington, Pa. He lived there until graduating from Washington and Jefferson College in 1942, with a B.A. degree in Physics. During World War II he flew P-38 fighters for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was the recipient of many awards during his 21 years as a research pilot. These include the 1961 Robert J. Collier Trophy, 1961 Harmon International Trophy for Aviators, the 1961 Kincheloe Award and 1961 Octave Chanute Award. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1962. Walker was named Pilot of the Year in 1963 by the National Pilots Association. He was a charter member of the Society of Experimental Test Pilots, and one of the first to be designated a Fellow. He was fatally injured on June 8, 1966, in a mid-air collision between an F-104 he was piloting and the XB-70.
Photo Date	March 30, 1961

Pilot Joe Walker in Lunar La …

Photo Date	October 30, 1964

Joseph (Joe) A. Walker

Photo Date	1956

Four of the five surviving X-15 pilots were on hand when astronaut wings were presented to the three NASA pilots who flew the X-15 rocket plane into space in the 1960s, Bill Dana, Joe Walker (deceased) and Jack McKay (deceased). From left, Robert White, Dana, Neil Armstrong, Joe Engle.

Photo Description	Four of the five surviving X-15 pilots were on hand when astronaut wings were presented to the three NASA pilots who flew the X-15 rocket plane into space in the 1960s, Bill Dana, Joe Walker (deceased) and Jack McKay (deceased). From left, Robert White, Dana, Neil Armstrong, Joe Engle.
Project Description	In a turbulent era of 1960s Cold War confrontations, moon race headlines, and war in southeast Asia, eight military and civilian test pilots flew the radical X-15 rocket plane out of the atmosphere and into the record books, earning astronaut status. Until today, three of those early astronaut test pilots never received official recognition of their lofty membership as astronauts because only the military had astronaut wings to confer on their pilots at that time. Civilian NASA pilots had no such badge. That inequity was rectified on August 23, 2005, when retired NASA pilot Bill Dana, and family members representing deceased pilots John B. McKay and Joseph A. Walker, received civilian astronaut wings acknowledging their flights above 264,000 feet altitude -- 50 miles high. The men were honored in a quiet ceremony at NASA's Dryden Flight Research Center on Edwards Air Force Base in California, site of their achievements. Bill Dana was philosophical about it: NASA pilots didn't wear wings anyway, and the concept of winning special wings was probably more crucial to a military pilot's career ladder, he explained. Dana's first of two flights into space took him 58.13 miles above the Mojave Desert on Nov. 1, 1966 on a mission to collect micrometeorite samples, while also learning about issues of sky brightness at that height. Joe Walker's third X-15 foray into space claimed the unofficial world altitude record of 354,200 feet, or 67.08 miles, on Aug. 22, 1963. Walker's unofficial record also marked the highest altitude to which the X-15 was ever flown. John McKay attained 295,600 feet altitude, or 55.98 miles, on Sept. 28, 1965 during during a flight that investigated several research experiments. The X-15 program used three piloted hypersonic rocket planes to fly as high as 67 miles and as fast as nearly seven times the speed of sound. Volumes of test data gleaned from 199 X-15 missions from 1959 through 1968 helped shape the successful Mercury, Gemini, Apollo, and Space Shuttle human spaceflight programs. Two retired X-15s are displayed at the National Air and Space Museum, Washington, D.C., and the Air Force Museum, Dayton, Ohio.
Photo Date	August 23, 2005

D-558-2 preflight preparatio …

D-558-2 Scott Crossfield lau …

D-558-2 launch from P2B-1S m …

D-558-2 Pilot Scott Crossfie …

D-558-2 pilot entry from P2B …

D-558-II Pre-launch Video Un …

Pilot Milt Thompson in the X …

D-558-2 pilot entry from P2B …

Title	D-558-2 pilot entry from P2B-1S mothership
Description	This 28-second video clip shows Scott Crossfield descending from the bomb bay of the P2B-1S into the cockpit of the D-558-2, strapping in, and having the hatch closed by a crewmember. The Douglas D-558-2 Skyrocket airplanes were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of these single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), the Navy-Marine Corps, and the Douglas Aircraft Company, Long Beach, California. Flight research was done at the NACA Muroc Flight Test Unit in California, redesignated in 1949 the High-Speed Flight Research Station (HSFRS). The HSFRS is now known as the NASA Dryden Flight Research Center, Edwards, California. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. Douglas Aircraft pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in California on February 4, 1948. The goals of that program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitchup (uncommanded rotation of the nose of the airplane upwards) -- a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during takeoff and landing and in tight turns. The three aircraft gathered a great deal of data about pitchup and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitchup problem in swept-wing aircraft. The Navy contracted with Douglas Aircraft Company to design the airplane, and in the course of the design process, the D-558 came to be divided into two separate phases. Phase one was a straight-wing turbojet aircraft and phase two consisted of a swept-wing design with turbojet and rocket propulsion. At the NACA suggestion, which was based on the research of Robert Jones at Langley and some captured German documents, Douglas Aircraft and the Navy had agreed to the swept-wing design and to provide sufficient power to propel the swept-wing airplane past Mach 1. They also agreed to add rocket propulsion. Then, to fit both a turbojet and rocket engine in the phase two aircraft a new fuselage was required. Like the D-558-1, the Skyrocket featured a horizontal stabilizer high on the vertical tail to, at transonic speeds. While fences significantly aided recovery from pitchup conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitchup except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the Skyrocket transonic behavior. McKay and Stanley Butchart completed the NACA investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., avoid the wake from the wing. As with the X-1 and the D-558-1, the Skyrocket also featured, at NACA suggestion, a horizontal stabilizer that was thinner than the wing and movable in flight so as to avoid simultaneous shock wave effects for the wing and horizontal tail and to provide pitch (noseup or nosedown) control when shock waves made the elevators ineffective. While Douglas Aircraft was constructing the D-558-2 airplanes, the NACA continued to furnish the contractor data it needed on aircraft performance based on tests in Langley Research Center wind tunnels and with rocket-propelled models from the Wallops Island Pilotless Aircraft Research Station, Wallops Island, Virginia. The three airplanes flew a total of 313 times -- 123 by the number one aircraft (Bureau No. 37973 -- NACA 143), 103 by the second Skyrocket (Bureau No. 37974 -- NACA 144), and 87 by airplane number three (Bureau No. 37975 -- NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas Aircraft contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground takeoffs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of Skyrocket performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitchup problems, which NACA engineers recognized as serious because pitchup could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas Aircraft Company replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times -- up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at an altitude of approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability. This phenomenon was less pronounced on the Mach 1.88, flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of this aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, California, outfitted the LR-8 engine cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine thrust by 6.5 percent at Mach 1.7 and an altitude of 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had unsuccessfully petitioned NACA headquarters to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to an altitude of approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating. The last flight in the program occurred on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas Aircraft pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA investigation of pitchup lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying
Date	01.01.1954

Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70.

X-15 #2 with test pilot Joe …

Photo Description	Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70.
Project Description	The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.
Photo Date	1961

X-3 preflight calibration, t …

NACA X-3 supersonic research …

X-15 pre-launch ignition of …

X-15A taxi with support vehi …

X-15A-2 damage after mach 6. …

X-15 simulator control panel …

X-15 pre-landing jettison of …

X-15A-2 side view after mach …

A photo of the X-1E with pilot Joe Walker suited up at the NASA High-Speed Flight Station, Edwards, California. The dice and "Little Joe" are prominently displayed under the cockpit area. (Little Joe is a dice player's slang term for two deuces.) Five years later when Walker reached 354,200 feet in the X-15, that aircraft carried similar artwork - "Little Joe the II." Walker is shown in the photo above wearing an early partial pressure suit. This protected the pilot if cockpit pressure was lost above 50,000 feet.

X-1E with Pilot Joe Walker

Photo Description	A photo of the X-1E with pilot Joe Walker suited up at the NASA High-Speed Flight Station, Edwards, California. The dice and "Little Joe" are prominently displayed under the cockpit area. (Little Joe is a dice player's slang term for two deuces.) Five years later when Walker reached 354,200 feet in the X-15, that aircraft carried similar artwork - "Little Joe the II." Walker is shown in the photo above wearing an early partial pressure suit. This protected the pilot if cockpit pressure was lost above 50,000 feet.
Project Description	There were five versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Sonic. The X-1?s mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the "sound barrier." Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections, supersonic fuselage configurations, control system requirements, powerplant compatibility, and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on Jan. 25, 1946. Powered flights began in December 1946. On Oct. 14, 1947, the X-1-1, piloted by Air Force Captain Charles "Chuck" Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3 3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed. The X-1A, X-1B, and the X-1D were growth versions of the, X-1. They were almost five feet longer, almost 2,500 pounds heavier and had conventional canopies. The X-1A and X-1B were modified to have ejection seats. Their mission was to continue the X-1 studies at higher speeds and altitudes. The X-1A began this research after the X-1D was destroyed in an explosion on a captive flight before it made any research flights. On Dec. 12, 1953, Major Charles Yeager flew the X-1A up to a speed of 1,612 miles per hour (almost two-and-a-half times the speed of sound). Then on Aug. 26, 1954, Major Arthur Murray took the X-1A up to an altitude of 90,440 feet. Those two performances were the records for the X-1 program. Later the X-1A was also destroyed after being jettisoned from the carrier aircraft because of an explosion. The X-1B was fitted with 300 thermocouples for exploratory aerodynamic heating tests. installed on it. It also was the first aircraft to fly with a reaction control system, a prototype of the system used on the X-15. The X-1C was cancelled before production. All three of the Bell Aircraft Company-manufactured planes had 6,000-pound-thrust, XLR-11 four-chambered rocket engines. The XLR-11 was built by Reaction Motors, Inc. The aircraft were all air-launched from a carrier aircraft.
Photo Date	1958

X-15 pilots

X-15 flight test with extern …

X-15 approach and landing

X-15 landing on dry lakebed

X-15A flight movie from onbo …

X-15 flight test with extern …

X-15A landing on dry lakebed

X-3 launch and flight

Title	X-3 launch and flight
Description	The slender, jet-powered X-3, built by Douglas Aircraft Company, Long Beach, California, tested such new materials as titanium and collected data on stability and control, pressure distribution, and flight loads. Because it was underpowered with an interim J34 engine, the X-3 failed to achieve the high speeds for which it was designed, but it pioneered in the use of titanium and contributed to the development of aircraft tire technology. Following completion of contractor testing in 1953 and a brief Air Force evaluation in 1953-54, the lone X-3 aircraft (serial number 49-2892) was transferred to the National Advisory Committee for Aeronautics, with research pilot Joseph A. Walker of the High-Speed Flight Station (later: Dryden Flight Research Center) flying all 20 of its NACA research flights from 1954 to 1956. The slender, jet-powered X-3, built by Douglas Aircraft Company, Long Beach, California, tested such new materials as titanium and collected data on stability and control, pressure distribution, and flight loads. Because it was underpowered with an interim J34 engine, the X-3 failed to achieve the high speeds for which it was designed, but it pioneered in the use of titanium and contributed to the development of aircraft tire technology. Following completion of contractor testing in 1953 and a brief Air Force evaluation in 1953-54, the lone X-3 aircraft (serial number 49-2892) was transferred to the National Advisory Committee for Aeronautics, with research pilot Joseph A. Walker of the High-Speed Flight Station (later: Dryden Flight Research Center) flying all 20 of its NACA research flights from 1954 to 1956. During Walker's tenth flight on October 27, 1954, he performed two abrupt, rudder-fixed aileron rolls at speeds of Mach 0.92 and 1.05 (0.92 and 1.05 times the speed of sound) that led to inertial roll coupling, causing him to diverge from the expected flightpath. These two maneuvers, from which he fortunately was able to recover, yielded a wealth of valuable data on the (as yet not fully understood) phenomenon of inertial coupling. Together with data from other aircraft, such as the X-2 and the F-100, this helped the aeronautics community understand how to deal with the phenomenon of coupling dynamics. This movie clip, running about 43 seconds, shows the Douglas X-3 "Stiletto" on one of its long takeoff runs across the lakebed at Edwards Air force Base. Also on the clip are air-to-air shots of the aircraft and NASA research pilot Joe Walker kidding around with his ground crew. During Walker's tenth flight on October 27, 1954, he performed two abrupt, rudder-fixed aileron rolls at speeds of Mach 0.92 and 1.05 (0.92 and 1.05 times the speed of sound) that led to inertial roll coupling, causing him to diverge from the expected flightpath. These two maneuvers, from which he fortunately was able to recover, yielded a wealth of valuable data on the (as yet not fully understood) phenomenon of inertial coupling. Together with data from, other aircraft, such as the X-2 and the F-100, this helped the aeronautics community understand how to deal with the phenomenon of coupling dynamics. This movie clip, running about 43 seconds, shows the Douglas X-3 "Stiletto" on one of its long takeoff runs across the lakebed at Edwards Air Force Base. Also on the clip are air-to-air shots of the aircraft and NASA research pilot Joe Walker kidding around with his ground crew.
Date	01.01.1954

B-29 mothership with pilots …

Title	B-29 mothership with pilots - Payne, Butchart, Walker, Littleton, and Moise
Description	This photo shows the B-29 in the background with Dick Payne, Stan Butchart, and Joe Walker standing in front of it, Charles Littleton and John Moise squatting. The Boeing B-29 was the first U.S. aircraft to be modified to serve as an airborne launch vehicle. Last operated by the NASA High-Speed Flight Station (now the Dryden Flight Research Center, Edwards, California), the B-29 aircraft was used to launch the X-1 series aircraft, including the X-1-1, the X-1-2 (later redesignated the X-1E), the X-1A, and the X-1B. The B-29, which was accepted by the Air Force on Aug. 2, 1945, was operated by the NACA, NASA, the U.S. Air Force, and the Bell Aircraft Company. The Air Force transferred the B-29 to Bell Aircraft Company where it was modified to act as a carrier, or "mothership," for the first X-1. After modification, the aircraft flew to Pinecastle Army Air Base, Florida, where it made aeronautical history on Jan. 25, 1946, with its air launch of the first X-1. It then performed 10 drops of the X-1 at Pinecastle before flying to Edwards Air Force Base, California, in September 1946 where it dropped the X-1 for its first powered flight on Dec. 9, 1946. On Oct. 14, 1947, the B-29 again participated in a major aeronautical advance when it air launched the X-1 aircraft, which proceeded to exceed the speed of sound (Mach 1) for the first time. Air Force Pilot Captain Charles "Chuck" Yeager was at the controls of the X-1 that day. A mid-air explosion in the "captive" X-1A almost ended the career of the B-29 on Aug. 8, 1955. But pilot Stanley P. Butchart dropped the X-1A to its destruction in the desert after X-1A pilot, Joseph A. Walker, had scrambled back into the B-29. The B-29's 14-year career ended on July 1, 1959, when it was flown from the NASA High-Speed Flight Station to Davis-Monthan Air Force Base, Arizona, for retirement. The aircraft was made obsolete as a mothership by the advent of the X-15 Program, which required a larger, faster launch vehicle, the B-52. In the meantime, from 1950 to 1956, the NACA had used a P2B-1S (a Navy version of the B-29) to launch the rocket-powered versions of the D-558-2 research aircraft.
Date	01.01.1953

Test pilots 1952 - Walker, B …

Title	Test pilots 1952 - Walker, Butchart, and Jones
Description	This photo shows test pilots, (Left-Right) Joseph A. Walker, Stanley P. Butchart and Walter P. Jones, standing in front of the Douglas D-558-II Skystreak, in 1952. These three test pilots at the National Advisory Committee for Aeronautics' High-Speed Flight Research Station probably were discussing their flights in the aircraft. Joe flew research flights on the D-558-I #3 (14 flights, first on June 29, 1951) investigating buffeting, tail loads, and longitudinal stability. He flew the D-558-II #2 (3 flights, first on April 29, 1955) and recorded data on lateral stability and control. He also made pilot check-out flights in the D-558-II #3 (2 flights, first on May 7, 1954). For fifteen years Walker served as a pilot at the Edwards flight research facility (today known as the National Aeronautics and Space Administration's Dryden Flight Research Center) on research flights as well as chase missions for other pilots on NASA and Air Force research programs. On June 8, 1966, he was flying chase in NASA's F-104N for the Air Force's experimental bomber, North American XB-70A, when he was fatally injured in a mid-air collision between the planes. Stan flew the D-558-I #3 (12 flights, first on October 19, 1951) to determine the dynamic longitudinal stability characteristics and investigations of the lateral stability and control. He made one flight in the D-558-II #3 on June 26, 1953, as a pilot check-out flight. Butchart retired from the NASA Dryden Flight Research Center at Edwards, California, on February 27, 1976, after a 25-year career in research aviation. Stan served as a research pilot, chief pilot, and director of flight operations. Walter P. Jones was a research pilot for NACA from the fall of 1950 to July 1952. He had been in the U.S. Air Force as a pilot before joining the Station. Jones flew the D-558-I #3 (5 flights, first on February 13, 1951) to study buffeting, tail loads and longitudinal stability. Jones made research flights on the D-558-II #3 ( 7 flights, first on July 20, 1951). These flights investigated pitch-up and evaluated outboard wing fences. Walt also made research flights in the Northrop X-4 (14 flights, first on March 26, 1952) and the Bell X-5 (8 flights, first on June 20, 1952). In July 1952, Walt left NACA's High-Speed Flight Research Station to join Northrop Corporation as a pilot. Returning from a test mission in a Northrop YF-89D Scorpion he was fatally injured on October 20, 1953, near Edwards Air Force Base.
Date	03.18.1952

X-1 launch from B-50 mothers …

Joseph (Joe) A. Walker

Title	Joseph (Joe) A. Walker
Description	8, 1966 at Edwards, California., In March 1945 Joseph A. Walker joined the National Advisory Committee for Aeronautics' Aircraft Engine Research Laboratory, Cleveland, Ohio, (later NASA's Lewis Research Center, now the Glenn Research Center) as a physicist. He transferred to the NACA High-Speed Flight Research Station, Edwards, California in 1951, as a research pilot. For the next fifteen years Walker served as a pilot at the Edwards flight research facility (today known as NASA's Dryden Flight Research Center) on such projects as the Bell X-1#2 (2 flights, first on August 27, 1951), Bell X-1A (1 flight on July 20, 1955), X-1E (21 flights, first on December 12, 1955), Douglas D-558-I #3 Skystreak (14 flights, first on June 29, 1951), Douglas D-558-II #2 Skyrocket (3 flights, first on April 29, 1955), Douglas D-558-II #3 Skyrocket (2 flights, first on May 7, 1954). On the Douglas X-3, Joe was project pilot and made all 20 flights, the first on August 1, 1954. Joe considered this aircraft the "worst" plane he ever flew. He flew the Northrup X-4 (2 flights, first on October 18, 1951), Bell X-5 (78 flights, first on January 9, 1952). He also flew programs involving the F-100, F-101, F-102, F-104 and the B-47. Walker made the first NASA flight on the North American X-15 on March 25, 1960. His 25th and final X-15 flight on August 22, 1963, reached 354,200 feet, an unofficial record altitude of almost 67 miles. On October 30, 1964, Walker took the first Bell Lunar Landing Research Vehicle (LLRV) on its maiden flight, reaching a peak altitude of 10 feet and a free flight time of just under one minute. Two LLRV's and three Lunar Landing Training Vehicles developed from them were used to develop piloting and operational techniques for lunar landings. In November, he left the program after 35 flights on the first LLRV. Walker flew chase flights as well as research flights. On June 8, 1966 he was flying chase in NASA's F-104N for the Air Force's experimental bomber, North American XB-70A, when he was fatally injured in a mid-air collision between the planes. Joe graduated from Washington and Jefferson College in 1942, with a Bachelors degree in Physics. He enrolled in the civilian pilot training program in 1941 and, after graduation from college, entered the Army Air Forces. During World War II he flew P-38 fighters and F-5A photo reconnaissance for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was a charter member of the Society of Experimental Test Pilots and one of the first to be designated a Fellow. He was honored with the Robert J. Collier Trophy, the Harmon International Trophy for Aviators, the Iven C. Kincheloe Award and the Octave Chanute Award, all in 1961. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1961 and was named Pilot of the Year in 1963 by the National Pilots Association. Joseph Albert Walker was born February 20, 1921, in Washington, Pennsylvania, he died on June
Date	01.01.1956

X-15 #2 with test pilot Joe …

Title	X-15 #2 with test pilot Joe Walker
Description	Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was, flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.
Date	01.01.1961

D-558-2 Aircraft on lakebed

Title	D-558-2 Aircraft on lakebed
Description	Viewed in this 1955 photograph is the NACA High Speed Flight Station D-558-2 #2 (144) Skyrocket, an all-rocket powered vehicle. The Skyrocket is parked on Rogers Dry Lakebed at Edwards Air Force Base. This aircraft, NACA 144/Navy 37974, was the first to reach Mach 2 (see project description). The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas, contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased, the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially, those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1955

D-558-2 being towed on lakeb …

Title	D-558-2 being towed on lakebed
Description	In this 1949 photograph a D-558-2 is being towed across Rogers Dry Lakebed at Edwards Air Force Base. The aircraft is still equipped with a jet engine, used for ground takeoffs. On the tail of the Skyrocket is the old NACA shield, replaced in the 1950s by a yellow band and a winged "NACA." The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its, This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the, armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds.
Date	01.01.1949

D-558-2 in flight with F-86 …

Title	D-558-2 in flight with F-86 chase
Description	C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in, This 1950s photograph shows the Douglas D-558-2 and the North American F-86 Sabre chase aircraft in-flight. Both aircraft display early examples of sweptwing airfoils. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet, engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter, the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1950

X-1E launch from B-50 mother …

Title	X-1E launch from B-50 mothership
Description	Beginning in 1946, two XS-1 experimental research aircraft (later redesignated X-1s) conducted pioneering tests at Muroc Army Air Field (now Edwards Air Force Base) in California to obtain flight data on conditions in the transonic speed range. These early tests culminated on October 14, 1947, in the first piloted flight faster than Mach 1.0, the speed of sound. During November, 1947, the Air Force authorized studies that led to a contract (W-33-038-ac-20062) with Bell Aircraft to build four (later three) improved X-1 aircraft (the X-1C being cancelled). Designated X-1A (#48-1384), X-1B (#48-1385), and X-1D (#48-1386), the airplanes were ready by late 1950. The aircraft were about five feet longer and 2,500 lbs. heavier than the original X-craft planes. They used the 8-percent wing like the earlier X-craft. The D-model had a low-pressure turbo-pump and the B model was fitted with a prototype hydrogen peroxide reaction control system for later aircraft to use in exoatmospheric research flights. Access was through a lift-off canopy. The planes were finished in their bare metal color and white. The X-1D was ready first, but on what was intended to be its second flight (August 22, 1951) it was jettisoned and crashed at Muroc after an aerial explosion while still mated to its mother (B-50A [#46-006A]) ship. The long-delayed X-1 #3 airplane with the turbine pump was finally completed for the NACA in 1951. It made its first glide flight on July 20, 1951, with NACA pilot Joseph Cannon. Its second and final captive flight was on November 9, 1951. It was destroyed on the ground by an explosion and fire along with its B-50A mother ship while attempting to jettison fuel. The X-1A arrived at Muroc in January, 1953 and had its first powered flight on February 21, 1953. On December 8, 1953 with Yeager as pilot, the aircraft investigated high-speed stability and control issues. The X-1A was turned over to the NACA, but was lost to aerial explosion on August 8, 1955, shortly before it was to be launched on its second flight. It had to be jettisoned to the Muroc desert. Shop experiments soon determined that the deadly explosive culprit for the X-1D, the X-1 #3, and the X-1A was the ulmer leather gasket material used in contact with the liquid oxygen. The loss of the X-1 #3 and the X-1D led the NACA to rebuild the X-1 #2 into a new aircraft. By December 1955, the redesignated X-1E was ready. It featured a new, very thin 4-percent wing along with the existing 8-percent tail, with an efficient low-pressure turbo-pump for the engine. It also contained an ejection seat for the pilot, unlike the original X-1. On October 8, 1957, the aircraft with NACA pilot Joseph A. Walker achieved a speed of Mach 2.24 (1,478 mph). During its second flight career, the new X-1E allowed NACA to gather significant data on high Mach flight and stability questions and to demonstrate improved engine and production technology for incorporation into new USAF aircraft. The X-1E was also used to, obtain in-flight data on the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, wereonly 3 - 3/8-in. thick at the thickest point and had 343 gauges installed in them for measurement of structural loads and aerodynamic heating. Like the original X-1 it was air launched. This movie clip running about 10 seconds shows a drop from the B-50 mothership, accelerating away under rocket power and at speed making a high altitude contrail.
Date	01.01.1950

D-558-2 Aircraft on lakebed

Title	D-558-2 Aircraft on lakebed
Description	145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from, Viewed in this 1954 photograph is the NACA High Speed Flight Research Station's D-558-2 #2 (144), an all rocket powered Skyrocket. Like the X-1, the D-558-2 had a fuselage shaped like a .50 caliber bullet. Unlike both the X-1 and the D-558-1, it had swept wings. To accommodate them required a completely different design than that used for the earlier straight-wing D-558-1. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA, affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of, designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1954

D-558-2 being mounted to P2B …

Title	D-558-2 being mounted to P2B-1S launch aircraft
Description	37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the, This 1953 NACA High-Speed Flight Research Station photograph shows the Douglas D-558-2 #2 Skyrocket (NACA 144), prior to flight, being towed under the P2B-1S launch vehicle (NACA 137) for attachment. The photograph also shows the large hydraulic jacks used to elevate the P2B-1S launch vehicle. Once the D-558-2 was in position, the P2B-1S would be lowered and the attachment made. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No., abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the
Date	08.01.1953

D-558-2 being mounted to P2B …

Title	D-558-2 being mounted to P2B-1S launch aircraft
Description	(HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also, 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station, This 1953 NACA High-Speed Flight Research Station photograph shows the Douglas D-558-2 #2 Skyrocket (NACA 144), prior to flight, being towed under the P2B-1S (Navy designation for the Air Force B-29) launch vehicle (NACA 137) for attachment. In this view the tail of the Skyrocket is almost aligned with the opening cut to fit in the bottom of the P2B-1S. The photograph also shows the large hydraulic jacks used to elevate the P2B-1S launch vehicle. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA, helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1953

D-558-2 being mounted to P2B …

Title	D-558-2 being mounted to P2B-1S launch aircraft in hangar
Description	37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8, This 1954 photograph shows a Douglas D-558-2 under the P2B-1S (Navy designation for a B-29) launch aircraft. The P2B-1S has been lifted on mechanical jacks in the hangar for a possible "fit check" or the attachment of the Skyrocket for a flight. The P2B-1S had the nickname "Fertile Myrtle." On the side of its fuselage is a series of images indicating 41 launches by the mothership of D-558-2 #2 (NACA 144) and 44 by D-558-2 #3 (NACA 145). The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and XF-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No., engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel, test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1954

D-558-2 launch from B-29 mot …

Title	D-558-2 launch from B-29 mothership
Description	The D-558-2 is launched from the Navy P2B-1S in this 1950s photograph. The early Douglas and NACA flights of the D-558-2s used only the airplane's jet engine and took off from the runway. This limited the aircraft's altitude and speed. The solution was to convert the D-558-2 to rocket or combined jet-and-rocket propulsion and to airdrop it from a B-29 converted to the Navy's P2B-1S configuration. The drop plane was P2B-1S serial number 84029. It had been built as a B-29A (Army Air Forces 45-21787) before being modified as a drop plane for the Navy. Dubbed "Fertile Myrtle," the mothership used the call sign "NACA 137." The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up, of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to, problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed, provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Date	01.01.1950

D-558-2 LOX (Liquid OXygen) …

Title	D-558-2 LOX (Liquid OXygen) jettison on ramp
Description	In this 1956 photograph the Douglas D-558-2 #1 is shown venting liquid oxigen (LOX). The photograph was taken in back of the NACA High-Speed Flight Station's new hangar and building on the main base at Edwards Air Force Base. The P2B-1S Superfortress (Navy version of the Air Force B-29) launch aircraft is parked in the background. The NACA acquired this aircraft on August 31, 1951, after Douglas had completed the contract flights. The Douglas plant later converted its powerplant to an all-rocket system that required launch from a mothership (the P2B-1S). Douglas returned the aircraft to the NACA on November 15, 1955. The High-Speed Flight Station intended to use it for tests of external stores at supersonic speeds. NACA research pilot John McKay made a single flight in the aircraft on September 17, 1956, but the NACA subsequently cancelled the program. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external, behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic, stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and
Date	01.01.1956

D-558-2 on ramp

Title	D-558-2 on ramp
Description	Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable, This 1949 NACA Muroc Flight Test Unit photograph shows the Douglas D-558-2 #1 at the South Base, Edwards Air Force Base. The aircraft was turned over to the National Advisory Committee for Aeronautics on 31 August 1951 after completing the Douglas contractor test flights. At this time, the aircraft was only fitted with a jet engine. Although given the call sign "NACA 143," it was only flown once by the NACA (on 17 September 1956) after being converted to all-rocket power. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS), the Navy-Marine Corps, and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the, a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near
Date	01.01.1949

Wing chord extension on D-55 …

Title	Wing chord extension on D-558-2
Description	This 1953 NACA High-Speed Flight Research Station photograph shows the wing chord extensions added to D-558-2 #3. The added width on the outer wing panels was one attempt made to solve the tendence of the D-558-2 aircraft to "pitch-up" during flight. Other modifications tested included fixed and free-floating slats, one- or two-wing fences, and a slat and wing fence. None of these additions proved truly effective, and the chord extension actually aggravated the pitch-up. The research program nevertheless added greatly to the store of knowledge about how to deal with pitch-up (as well as how not to deal with it, itself valuable information). The best solution was to place the horizontal stabilizer low on the aft fuselage, where it would be below the downwash from the wing and the wing wake. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly 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, with the phase-one aircraft having 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. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions, wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds, and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the, buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of, this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series., transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and
Date	01.01.1953

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