Tag Archives: North American Aviation

5 September 1944

LT William H. Allen in the cockpit of his P-51D Mustang, Pretty Patty II, along with his ground crew, TSGT F.S. Westbrook, SGT W.G. Holmes and CPL F.W. Bandy. (F. Birtciel)

5 September 1944: Lieutenant William H. Allen, U.S. Army Air Corps, was a fighter pilot assigned to the 343rd Fighter Squadron, 55th Fighter Group, based at RAF Wormingford, Essex, England. After escorting a bombing mission to Stuttgart, Lt. Allen, flying his North American Aviation P-51D-5-NA Mustang, 44-14049, Pretty Patty II, (identification markings CY J) and his flight, which included Lieutenant William H. Lewis, attacked an airfield north of Göppingen, Germany.

Lieutenant Allen became an Ace in one day when he shot down five Heinkel He 111 twin-engine bombers as they took off at two-minute intervals.

The flight of Mustangs shot down a total of 16 enemy aircraft.

LT William H. Allen and his ground crew pose with their P-51D Mustang, Pretty Patty II. (F. Birtciel)

© 2015, Bryan R. Swopes

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19 July 1963

Joe Walker with the Number 2 North American Aviation X-15A, 56-6671, on Rogers Dry Lake. (NASA)
Joseph A. Walker, NASA Chief Research Test Pilot
Joseph A. Walker, NASA Chief Research Test Pilot

19 July 1963: Between 1960 and 1963, NASA Chief Research Test Pilot Joseph Albert Walker made 25 flights in the North American Aviation X-15A hypersonic research rocketplanes. His 24th flight was the 21st for the Number 3 X-15, 56-6672, and the 90th of the X-15 program.

At 10:20:05.0 a.m., Walker and the X-15 were airdropped from the Boeing NB-52B Stratofortress, 53-008, Balls 8, over Smith Ranch Dry Lake, Nevada. Walker fired the Reaction Motors XLR99-RM-1 rocket engine and over the next 84.6 seconds the engine’s 60,000 pounds of thrust drove the X-15 upward. The engine’s thrust on this flight was higher than expected, shutdown was 1.6 seconds late, and Walker’s climb angle was 1½° too high, so the X-15 overshot the predicted maximum altitude and its ballistic arc peaked at 347,800 feet (106,010 meters, 65.8 miles). The maximum speed was Mach 5.50 (3,714 miles per hour, 5,977 kilometers per hour).

Walker glided to a touch down at Rogers Dry Lake, Edwards Air Force Base California, after flying 311 miles in 11 minutes, 24.1 seconds of flight. On this flight, Joe Walker became the first American civilian to fly into Space.

North American Aviation X-15A 56-6672 on Rogers Dry Lake after a flight. (NASA)
North American Aviation X-15A 56-6672 on Rogers Dry Lake after a flight. (NASA)

© 2015, Bryan R. Swopes

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17 July 1965

North American Aviation XB-70A-2-NA 62-0207 takes off for the first time at AF Plant 42, 17 July 1965. (U.S. Air Force)

17 July 1965: At Air Force Plant 42, Palmdale, California, the second North American Aviation B-70 Valkyrie prototype, XB-70A-2-NA 62-0207, took off on its maiden flight enroute Edwards Air Force Base where it would continue the flight test program with its sister ship.

The Valkyrie was designed as a Mach 3+ strategic bomber, capable of flight above 70,000 feet (21,336 meters), with intercontinental range. It’s altitude allowed it to avoid interceptors of the time, but improvements in radar-guided surface-to-air missiles increased its vulnerability. Ultimately, though, political decisions ended the B-70 program.

62-0207 was flown just 46 times, for a total of 92 hours, 22 minutes of flight. Changes to the aircraft corrected the deficiencies discovered in testing the Number 1 XB-70A, 62,-201. The most visible change was 5° dihedral added to the wings for improved stability. On 16 April 1966, 62-0207 reached its maximum design speed, Mach 3.08, which it sustained for 20 minutes.

Less than one year after its first flight, 8 June 1966, the Valkyrie was involved in a mid-air collision with a Lockheed F-104N and crashed just north of Barstow, California. North American’s B-70 test pilot, Al White, was seriously injured and co-pilot, Major Carl Cross, USAF, was killed. NASA test pilot Joe Walker, flying the F-104, was also killed.

© 2015, Bryan R. Swopes

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17 July 1962

With the X-15 under its right wing, the Boeing NB-52A, 52-003, takes of from Edwards Air Force Base, 17 July 1962. The rocketplane's belly is covered with frost from the cryogenic propellants. (U.S. Air Force)
With Major Robert M. White and the X-15 under its right wing, the Boeing NB-52A Stratofortress, 52-003, takes of from Edwards Air Force Base, 17 July 1962. The rocketplane’s belly is covered with frost from the cryogenic propellants. (U.S. Air Force)

17 July 1962: At 9:31:10.0 a.m., the Number 3 North American Aviation X-15, 56-6672, was airdropped from a Boeing NB-52A Stratofortress, 52-003, over Delamar Dry Lake, Nevada. Air Force project test pilot Major Robert M. (“Bob”) White was in the cockpit. This was the 62nd flight of the X-15 Program, and Bob White was making his 15th flight in an X-15 hypersonic research rocketplane. The purpose of this flight was to verify the performance of the Honeywell MH-96 flight control system which had been installed in the Number 3 ship. Just one minute before drop, the MH-96 failed, but White reset his circuit breakers and it came back on line.

North American Aviation X-15 56-6672 immediately after being dropped by the Boeing NB-52 Stratofortress. (NASA)
North American Aviation X-15 56-6672 immediately after being dropped by the Boeing NB-52 Stratofortress. (NASA)

After dropping from the B-52’s wing, White fired the X-15’s Reaction Motors XLR-99 rocket engine and began to accelerate and climb. The planned burn time for the 57,000-pound-thrust engine was 80.0 seconds. It shut down 2 seconds late, driving the X-15 well beyond the planned peak altitude for this flight. Instead of reaching 280,000 feet (85,344 meters), Robert White reached 314,750 feet (95,936 meters). This was an altitude gain of 82,190 meters (269,652 feet), which was a new Fédération Aéronautique Internationale (FAI) world record.¹ The rocketplane reached Mach 5.45, 3,832 miles per hour (6,167 kilometers per hour).

Because of the increased speed and altitude, White was in danger of overshooting his landing at Edwards Air Force Base in California. He crossed the north end of Rogers Dry Lake and crossed the “high key”—the point where the X-15 landing maneuver begins—too high and too fast at Mach 3.5 at 80,000 feet (24,384 meters). Without power, White made a wide 360° turn over Rosamond Dry Lake then came back over the high key at a more normal 28,000 feet (8,534.4 meters) and subsonic speed. He glided to a perfect touch down, 10 minutes, 20.7 seconds after being dropped from the B-52.
A North American Aviation X-15 rocketplane just before touchdown on Rogers dry Lake. A Lockheed F-104 Starfighter chase plane escorts it. The green smoke helps the pilots judge wind direction and speed. (NASA)
North American Aviation X-15 56-6672 just before touchdown on Rogers Dry Lake. A Lockheed F-104 Starfighter chase plane escorts it. The green smoke helps the pilots judge wind direction and speed. (NASA)

This was the first time that a manned aircraft had gone higher than 300,000 feet (91,440 meters). It was also the first flight above 50 miles. For that achievement, Bob White became the first X-15 pilot to be awarded U.S. Air Force astronaut wings. His 314,750-foot altitude (95,936 meters) also established a Fédération Aéronautique Internationale (FAI) world altitude record, which will probably never be broken. To qualify, a new record would have to exceed White’s altitude by at least 3%, or more than 324,419 feet (98,882.9 meters). As the FAI-recognized boundary of Space is 328,083.99 feet (100,000 meters), any prospective challenger would have to hit a very narrow band of the atmosphere.

Command Pilot Astronaut insignia, United States Air Force
Command Pilot Astronaut insignia, United States Air Force

Major White had been the first pilot to fly faster than Mach 4, Mach 5 and Mach 6. He was the first to fly over 200,000 feet, then over 300,000 feet. He was a graduate of the Air Force Experimental Test Pilot School and flew tests of many aircraft at Edwards before entering the X-15 program. He made at total of sixteen X-15 flights.

A P-51 Mustang fighter pilot with the 355th Fighter Group in World War II, he was shot down by ground fire on his fifty-third combat mission, 23 February 1945, and captured. He was held as a prisoner of war until the war in Europe came to an end in April 1945.

After the war, White accepted a reserve commission while he attended college to earn a degree in engineering. He was recalled to active duty during the Korean War, and assigned to a P-51 fighter squadron in South Korea. Later, he commanded the 22nd Tactical Fighter Squadron (flying the Republic F-105 Thunderchief supersonic fighter bomber) based in Germany, and later, the 53rd TFS. During the Vietnam War, Lieutenant Colonel White, as the deputy commander for operations of the 355th Tactical Fighter Wing, flew seventy combat missions over North Vietnam in the F-105D, including leading the attack against the Paul Doumer Bridge at Hanoi, 11 August 1967, for which he was awarded the Air Force Cross.

He next went to Wright-Patterson AFB where he was director of the F-15 Eagle fighter program. In 1970 he returned to Edwards AFB as commander of the Air Force Flight Test Center. White was promoted to Major General in 1975.

General White retired from the U.S. Air Force in 1981. He died 10 March 2010.

Major Robert M. White, U.S. Air Force, with a North American Aviation X-15 on Rogers Dry Lake, 1961. (NASA)
Major Robert M. White, U.S. Air Force, with a North American Aviation X-15 on Rogers Dry Lake, 1961. (NASA)

¹ FAI Record File Number 9604

© 2017, Bryan R. Swopes

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18 November 1966

Major William J. Knight, U.S. Air Force, with the modified X-15A-2, 56-6671, at Edwards Air Force Base, California. Knight is wearing a David Clark Co. MC-2 full-pressure suit with an MA-3 helmet. (U.S. Air Force)
Major William J. Knight, U.S. Air Force, with the modified X-15A-2, 56-6671, at Edwards Air Force Base, California. Knight is wearing a David Clark Co. MC-2 full-pressure suit with an MA-3 helmet. (U.S. Air Force)

18 November 1966: On Flight 175 of the research program, Major William J. (“Pete”) Knight, U.S. Air Force, flew the newly-modified North American Aviation X-15A-2, 56-6671, to Mach 6.33 (4,261 miles per hour/6,857 kilometers per hour) at 98,900 feet (30,245 meters). This is just 11 years, to the day, since Pete Everest made the first powered flight in the Bell Aircraft Corporation X-2 rocketplane, with more than 6 times an increase in speed.

On this date, NASA made an attempt to launch two X-15s, -671 and -672, using the NB-52A 52-003 and NB-52B 52-008. However -672, the number three ship, had to abort the mission.

At the left, Boeing NB-52A 52-003 carries X-15 56-6670 while on the right, NB-52B 52-008 carries X-15 56-6671.(NASA)
At the left, Boeing NB-52A 52-003 carries X-15 56-6670 while on the right, NB-52B 52-008 carries X-15 56-6671.(NASA)

Balls 8, the NB-52B, flown by NASA test pilot Fitz Fulton and Colonel Joe Cotton, USAF, carried 56-6671 to the launch point over Mud Lake, Nevada, approximately 200 miles to the north of Edwards AFB. (This was the lake where -671 was severely damaged in an emergency landing, 9 November 1962. It was returned to North American to be rebuilt to the X-15A-2 configuration and returned to flight operation 19 months later.)

At 1:24:07.2 p.m. local time, Pete Knight and the X-15 were dropped from the pylon under the right wing of the B-52. He ignited the Reaction Motors XLR99-RM-1 and began to accelerate with its 57,000 pounds of thrust (253.549 kilonewtons).

Since this was to be a high temperature test flight, it was planned to fly no higher than 100,000 feet (30,480 meters). The denser atmosphere would result in greater aerodynamic heating of the rocketplane.

With the two external propellant tanks carrying an additional 1,800 gallons (6,814 liters) of liquid ammonia and liquid oxygen, the engine ran for 2 minutes, 16.4 seconds. The rocketplane had accelerated to Mach 2. The external tanks emptied in about 60 seconds and were jettisoned. The tanks were equipped with parachutes. They were recovered to be reused on later flights.

The X-15, now about 25,000 pounds (11,340 kilograms) lighter and without the aerodynamic drag of the tanks, continued to accelerate. At its highest speed, the rocketplane was travelling approximately 6,500 feet per second (1,981 meters per second), more than twice as fast as a high-powered rifle bullet. Its surface temperatures exceeded 1,200 °F. (649 °C.)

Knight landed the X-15 on Rogers Dry Lake at Edwards Air Force Base. The duration of this flight had been 8 minutes, 26.8 seconds.

The modified North American Aviation X-15A-2, 56-6671, with external propellant tanks mounted. (NASA)
The modified North American Aviation X-15A-2, 56-6671, with external propellant tanks mounted. (NASA)

© 2016, Bryan R. Swopes

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