X 2 Plane - Bell X-2 #2 with the nose gear folded after the first glide flight at Edwards Air Force Base on April 22, 1952.
) is an X-plane research aircraft used to study flight characteristics in the Mach 2-3 range. The X-2 was a rocket-powered swept-wing research aircraft jointly developed by the Bell Aircraft Company, the U.S. Air Force, and the National Advisory Committee for Aeronautics (NACA) in 1945 to explore the aerodynamics of supersonic flight and expand upon the use of the previous series of X -1 Research aircraft to acquire speed and altitude status.
X 2 Plane
The Bell X-2 was developed to provide an aircraft for studying the characteristics of flight at speeds and altitudes above the capabilities of the Bell X-1 and D-558 II, while also studying the air in the so-called "hot bush" Power heating problem. ".
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The Bell X-2's development cycle was extended as necessary advances were made in aerodynamic design, control systems, materials that maintained adequate mechanical properties at high temperatures, and other technologies that needed to be developed. Not only did the X-2 push the speed, altitude and temperature of manned flight to the levels of any other aircraft at the time, but it was also the first to use a jammable rocket motor in an American aircraft (previously performed on the Me 163B during World War II). demo) and digital flight. simulation
The XLR25 rocket motor built by Curtiss-Wright is based on the smoothly variable thrust JATO engine built by Robert Goddard for the Navy in 1942.
Providing sufficient stability and control for an aircraft flying at hypersonic speeds is just one of the major difficulties flight researchers face as they approach Mach 3. Because, at speeds in this region, they know they'll also start to counteract the "thermal barrier". The severe thermal effects caused by air resistance. Constructed of stainless steel and copper-nickel alloy K-Monel, powered by twin-cam XLR25 liquid (alcohol and oxygen) propellant, 2,500 to 15,000 lbf (11 to 67 kN) thrust at sea level, continuously throttled rocket motor, rear The swept-wing Bell X-2 is designed to probe the supersonic region.
After launching from a converted B-50 bomber, Bell test pilot Jean "Skip" Ziegler completed the The first powered glide flight of the X-2. Ziegler and aircraft No. 2 (46-675). ) was subsequently lost on May 12, 1953, in an in-flight explosion during a captive flight intended to test the aircraft's liquid oxygen system.
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A B-50 crew member, Frank Volker, was also killed in the incident. Wreckage from the plane fell into Lake Ontario and was never recovered.
Lieutenant Colonel Frank K. "Pete" Everest completed the first powered flight of Aircraft #1 (46-674) on November 18, 1955. When it made its ninth and final flight in late July 1956, the project was years behind schedule. , but set a new speed record of Mach 2.87 (1,900 mph, 3,050 km/h). At this time, the YF-104A demonstrated Mach 2.2 or 2.3 in fighter configuration. The X-2 lived up to its promise, but not without a hitch. At high speeds, Everest reported limited effectiveness of its flight control system. The high rate of pressure change and the aeroelasticity of the fins are major factors. Furthermore, simulations and wind tunnel studies, combined with its flight data, have shown that the aircraft suffers from very serious stability problems as it approaches Mach 3.
Captains Iv C. Kincheloe and Milburn G. "Mel" Apt were assigned the job of "Speed Extension" and on September 7, 1956, Kincheloe became the first pilot to climb more than 30,500 m (100,000 ft) in the X-2's maximum altitude is 126,200 feet (38,470 meters). Just 20 days later, on the morning of Sept. 27, Apt lifted off from a B-50 for his first flight in a rocket plane. He was instructed to follow the "optimal maximum energy flight path".
With nozzle extenders and longer-than-normal engines, Apt flew remarkably precise contours; he became the first person to exceed Mach 3, reaching Mach 3.2 (2,094 mph) at an altitude of 65,500 feet (19,960 m) , 3,370 km/h).
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The flight has been flawless so far, but shortly after reaching top speed, Apt attempted a bank turn while the aircraft was still above Mach 3 (the delayed command could indicate it was flying at a slower speed, or he feared he was drift). away from their safe landing at Rogers Dry Lake).
The X-2 fell violently out of control and found itself struggling in three modes of sequential docking, controlled docking, rolling inertial docking and supersonic spin.
Nearly three years ago, he passed Chuck Yeager in the X-1A. Yeager was able to recover even though he suffered a higher inertial force of the vehicle. Apt tried to recover from the spin, but couldn't. Rudder lock still in rotation recovery attempt. He launched the ejection pod, which was only equipped with a relatively small parachute parachute. Apt may be disabled by serious liberating forces. When the capsule crashed to the desert floor minutes after he didn't eject so he could use his personal parachute before hitting the ground, he died.
The plane continued in a series of planes and stalls before landing and breaking into three pieces (separating from the capsule). A proposal to salvage the aircraft and modify it for the hypersonic test program was not approved. The plane was scrapped.
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Subsequent investigations into the X-2's fatal flight have suggested numerous factors that contributed to the crash, centering on Apt's decision to keep the aircraft spinning above Mach 3. Some thought he was inexperienced with rocket planes, but, as historian Chris Petty notes, "he actually flew the complex profile almost perfectly, but, combined with the extra seconds of thrust, moving the X-2 far beyond known speeds and into the uncertain stability predicted by GEDA [Goodyear Electronics Differential Analysis Computer]."
In short, Petty believes Apt is doing too well, may have been pushed past Mach 3 by AFFTC, and has conflicting priorities internally. Petty quotes base commander Stanley Holtoner: "I think every supervisor down from me has criticized themselves because if we tell this guy [Apt] to stop at a certain speed, it's not going to pass".
What became clear before the investigation was that the X-2's exhaust was woefully inadequate. Everest has criticized the relatively new detachable capsule, arguing that it "sacrificed some safety while modifying the escape mechanism to delay the X-2 flight test," according to the New York Times.
Another NACA research pilot, Scott Crossfield, described it more bluntly as "an undead form of suicide."
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Although the X-2 provided valuable research data on high speed aerodynamic heat buildup and extreme high altitude flight conditions (although it is unclear how much, since the Lockheed X-7 and (IM-99 is one of the winged aircraft) vehicles at this time operating at comparable or higher speeds), the tragic event ended the program before the National Aviation Advisory Committee began a detailed flight investigation of the aircraft. The search for the many mysteries of high Mach flight had to be postponed three years later until the arrival of the most advanced of all experimental rocket planes, the American X-15.
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