X-15 playlist: https://www.youtube.com/playlist?list=PLE17571B5928455F5
More at
http://scitech.quickfound.net/astro/nasa_news
.html
Coverage of X-15 flight test program including the record making flights of
Scott Crossfield, Maj.
Robert White,
Joseph Walker, Cmdr. Peterson,
Jack McKay, Capt. Rushworth, and
Neil Armstrong.
Also included are scenes of static ground testing of the
XLR-99 engine and X-15 engine explosion.
-
ACU from
B-52 mother plane of nose of X-15 under pylon of aircraft in flight.
- 1'
ECU of face of pilot in X-15 wearing flight helmet showing his eyes above mask.
- 2' AMCU lower right SV of
NB-52A in flight to right with X-i5 under wing.
- 4'
AMS of F-104B in flight to left.
- 5' ECU of Scott Crossfield's face, oxygen mask and flight helmet.
- 7' AMCU from rear of B-52 showing X-15 under wing with vapor streaming from engine and port at rear of aircraft.
- 11' AMS's from chase plane showing X-15 dropping away from NB-52A in flight to right.
- 14' AMCU and ACU from camera in B-52 wing pylon showing X-15 dropping away.
- 17' MS to
MLS X-15 in flight to right and away from camera.
- 19' CU into X-15 cockpit window showing Scott Crossfield wearing flight helmet.
- 21'
AMLS to
ALS of contrails of X-15 in flight to right in front of camera.
- 25' AMLS from B-52 with wing and pylon of B-52 in fg -- shows contrail of X-15 in distance -- superimposed over scene is title:
UNITED STATES AIR FORCE FILM REPORT. 15 SEPTEMBER
1961.
- 33' MS to
MCU's of NB-52A in flight to the right without X-15 -- superimposed over scenes: PRODUCED BY NORTH AMERICAN AVIATION INCORPORATED,
LOS ANGELES DIVISION, FOR UNITED STATES AIR FORCE, UNDER CONTRACT NO. AF 33(600-31693).
- 38' AMS to ACU from B-52 window showing empty pylon and jet engine pod under wing of aircraft -- superimposed over scene is: X-15. 1960 ANNUAL REPORT
...
Reupload of a previously uploaded film with improved video & sound.
Public domain film from the
US National Archives, slightly cropped to remove uneven edges, with the aspect ratio corrected, and one-pass brightness-contrast-color correction & mild video noise reduction applied.
The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and/or equalization (the resulting sound, though not perfect, is far less noisy than the original).
also see "X-15
Research Project"
http://www.youtube.com/watch?v=Jdq_l-8PNPA
also see "The X-15 1960-1980"
http://www.youtube.com/watch?v=DotPks_hnlg
from "X-15: Extending the
Frontiers of
Flight" 2008
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20080008340_2008004059
.pdf
FOREWORD: WILLIAM H.
DANA
The X-15 was an airplane of accelerations. When an X-15 pilot looks back on his X-15 flights, it is the accelerations he remembers. The first of these sensations was the acceleration due to B-52 lift, which held the X-15 at launch altitude and prevented it from falling to
Earth. When the X-15 pilot hit the launch switch, the B-52 lift was no longer accessible to the X-15. The X-15 fell at the acceleration due to
Earth's gravity, which the pilot recognized as "free fall" or "zero g." Only when the pilot started the engine and put some "g" on the X-15 was this sensation of falling relieved.
The next impression encountered on the X-15 flight came as the engine lit, just a few seconds after launch.
A 33,000-pound airplane was accelerated by a 57,000-lbf engine, resulting in a chest-to-back acceleration of almost 2 g. Then, as the propellant burned away and the atmosphere thinned with increasing altitude, the chest-to-back acceleration increased and the drag caused by the atmosphere lessened. For a standard altitude mission (
250,000 feet), the weight and thrust were closer to 15,
000 pounds and 60,000-lbf at shutdown, resulting in almost 4-g chest-to-back acceleration.
The human body is not stressed for 4 g chest to back, and by shutdown the boost was starting to get a little painful.
Milt Thompson once observed that the X-15 was the only aircraft he had ever flown where he was glad when the engine quit.
On a mission to high altitude (above 250,000 feet), the pilot did not regain any sensible air with which to execute a pullout until about
180,000 feet, and could not pull 1 g of lift until 130,000 feet.
Flying a constant angle of attack on reentry, the pilot allowed g to build up to 5, and then maintained 5 g until the aircraft was level at about 80,000 feet. There was a deceleration from
Mach 5 at 80,000 feet to about
Mach 1 over the landing runway, and the pilot determined the magnitude of the deceleration by the use of speed brakes. This ended the high-g portion of the flight, except for one pilot who elected to start his traffic pattern at 50,000 feet and
Mach 2, and flew a 360-degree overhead pattern from that starting
point.
Flight to high altitude represented about two-thirds of the 199 X-15 flights.
Flights to high speed or high dynamic pressure accounted for the other third...
- published: 16 Feb 2016
- views: 32