Category Archives: A Writing Life

171. Solstice Measured

Leave a reply

so me

This is a follow on to Monday’s post. If you haven’t read it, you might want to give it a glance.

I’m going to show you how to construct a simple instrument to measure sun angles. It works especially well at the solstice, but a few days late won’t hurt if you are only out to amuse yourself and maybe learn something. I first used this when I was considering where to place windows in a building to get north light without afternoon glare. You could use it to pick out the optimum placement for solar panels, or decide how deep to make a south-facing porch.

FYI to my followers in Brazil, New Zealand, and Australia. I am going to write as if everybody lived in the north latitudes; I’m sure you are used to modifying that kind of writing to meet your own needs. Sorry, but it’s just too clumsy to qualify every statement.

All you need to measure sun angles is a board with a vertical dowel or wire set into it near the center. You could use a carpenter’s square for that. You will need a spirit level to level the board, and it wouldn’t hurt to then use the level to see if the dowel is still vertical (what carpenters call plumb). You will mark the shadows as they fall directly on the board.

This is what I used the second year. The first year i drove a rusty used pipe into the ground and drove stakes into the shadows. Same principle, but far too clumsy.

Next, you need your local sun time. Subtract daylight savings time, but that isn’t enough. Noon, by the sun, is when the sun is directly south of you. Clearly that is an hour earlier on the east side of your time zone than it it on the west side, so you need your longitude and some simple arithmetic.

There are twenty four time zones, each 15 degrees wide. The first time zone is at zero longitude in Greenwich, England but, again, it’s not that simple. Time zones center on their base longitude. The first zone lies from seven and a half degrees east longitude to seven and a half degrees west longitude, and the other zones follow suit. Then all is adjusted to match up with political boundaries, but we can ignore that.

Let’s choose Oklahoma City as a neutral site, so I can give  a shout out to their wonderful Fleming Fellowship, celebrating its sixtieth anniversary this month. OKC is at 97.5 west longitude. If you ignore political gerrymandering, OKC’s time zone centers on 90 degrees longitude, so OKC is on the western boundary of the theoretical time zone; the political time zone ends on the western border of the state. The sun is south of OKC when your watch says 1:30 PM, if your watch is accurate and you have it set for daylight savings time.

To find solar noon for the longitude where you live, add or subtract 3 minutes for every degree you are west or east of the theoretical center of you time zone.

I like to set my board up the day before and rotate it so that the (solar) noon shadow lies parallel to this sides of the board. That isn’t necessary, but it makes for a neater project. Then I’m ready to record the shadow that falls at sunrise.

Sunrise is problematical. You can look it up for your area, but it’s not that simple. (Have I said that before?) If you live on a mountaintop, sunrise will come earlier. If you live in a valley – or, in my case, on the west side of the Sierras – it will come later. How much can’t be calculated. It depends on how far west of that hill you are, and how high that hill is, and whether today’s sunrise happens to fall behind your neighbor’s house, or behind that big oak tree. It will come when it will come. Have a straight edge handy and draw a line from the dowel down the center of its shadow, then write down the time. Continue through the day. I try to make a mark every hour on the (solar) hour.

Early and late shadows will probably run off the board, but for the rest you can calculate the sun’s vertical angle because you will know the height of the dowel and the length of the shadow. Personally, I take the measurements, redraw the triangle on another piece of paper, and measure with a protractor; but then, I grew up before calculators.

You do realize that this is the year’s extreme for north tending sunrise and sunset and for high sun angles, and that every other day until December will be slightly different.

Even if you never design windows for north light without afternoon glare, or plan the placement of solar panels, or decide how deep to make a new porch, taking the sun’s angles throughout the day will give you a better feel for your personal environment, and a new appreciation for the complexities of astronomical observations.

Extreme astronomy geeks will repeat the process at the equinox and winter solstice, but good luck if you try. I’ve never been able to pull off any shadow measurements in December because of clouds.

170. Middle School Astronomy

Leave a reply

We learn our astronomy from books, but that isn’t how the science started. The ancient Greeks learned about the stars by looking at the stars. Their understanding was a mixture of observation and myth, with myth sometimes predominating.

When we are young, we also learn astronomy from casual statements we hear from adults. I’ll give you an example. Mars has recently been at a close approach; every evening lately, when I step out my front door (miles from the nearest city) to look at the sky before bed, there it is, red and bright, about halfway to zenith in the south-eastern sky. Now imagine that I say to a child, “Mars is really getting close.” Just that, with no other comment. What images might pop into that child’s mind?

*****

“The seasons change because of changes in the Earth’s tilt.” You might find a statement like that in an old middle school science textbook along with an illustration like this:

ma1

Not true. Not a lie, but an oversimplification that may be fine for the average student, but does not do justice to the brightest kid in the room. A better statement would be, “The seasons change because of apparent I changes in the Earth’s tilt”, coupled with an illustration like this:

ma2

Now we are more accurate but we’ve confused 90% of the students.

It should be obvious by now that this is a bit of a how-to based on long experience. Even if you aren’t a teacher, you will probably someday have to explain this kind of thing to your own kids.

Let me suggest a third option. First explain things in your best lecture voice with reference to the textbook and with drawings on the board. Then pick a student sitting in the middle of the classroom; out of kindness, choose someone who likes attention. Say, “Helen, don’t move. For the next few minutes, your head is going to be the sun.” Then establish where Polaris lies, for the sake of the demonstration. Your classroom may not allow you to use real north. If some bright, smart-mouth kid catches you out, don’t get mad. Rejoice that someone is paying that much attention and make it a teachable moment.

Now walk around the classroom with the classroom globe tilted toward your Polaris and talk them through the seasons, pointing out that the tilt never changes in relationship to Polaris, but it appears to change in relationship to Helen, our sun. Pat your worst troublemaker on the shoulder as you pass him, wink at the shy girl in the back corner who never volunteers, and say, “Excuse me, Earth coming through,” when you have to dodge around desks.

There is a rule of thumb for teaching science (which probably doesn’t work for algebra). If you enjoy teaching, and you let your students enjoy learning, they probably will.

*****

That exercise was for letting students visualize things they can’t see for themselves. You can also help them see things that happen in their everyday world, but normally go unnoticed.

Observing the path of the sun through the seasons is an Earth’s-eye-view version of the tilted globe carried through the classroom. How do you compress a year’s worth of observation into one 40 minute session, using the real sun instead of charts and graphs? It can be done, but it takes nine observations on your part, spread over three days, with those three days spread over half a year. It also takes a small can of paint and a paintbrush.

When I set this up, I picked a solid, upright, eight foot steel pole which was set up away from the shadows of structures and which I knew would not be disturbed for years to come — a volleyball net pole out on the playground. At 10 AM, noon, and 2 PM (sun time, not daylight savings time) one summer solstice I painted three inch circles (same diameter as the pole) at the pole shadow’s tip.

I repeated those actions during the fall equinox, which was intriguing for my students. I had a paint can and small brush at the ready during my ten and two classes, and on the stroke of the hour, I ran out of the classroom, painted the circle, and ran back in while they watched from the windows. The noon painting had an even bigger audience because of noon recess. As you might guess, I told those who asked questions, “You’ll find out what this is all about — some day.” On Christmas break I painted the last three circles during the winter solstice.

That spring, and for years afterward, I arranged to teach solar motion as near as possible to the spring equinox. The solstices fall outside school days, and the fall equinox is often cloudy in California. I explained everything with lectures, and reading, and drawings on the board, but then we all went out to those nine circles on the playground. As I talked them through the lesson, we all watched the pole’s shadow move. It is fascinating in our mile-a-minute world to take the time to watch a shadow inch its way across the ground. Even if it wasn’t 10 or noon or 2, everyone could see that the shadow’s tip either had or would touch all three of the middle circles.

I explained how I had placed the circles and invited students to lie down with their head on a circle and look past the tip of the pole to see where the sun would be (or would have been) at noon or 10 or 2 on the first day of summer or the first day of winter.

They paid attention. On days they pay attention, learning happens. It isn’t easy, but it works.

169. North Light at Solstice

Leave a reply

Some years ago, I had an epiphany at solstice time, all about north light.

North light is one of those concepts we accept without thinking it through. Artists prefer north light for their studios – we learn this young if we are thinking about being painters. Most of us never become artists and never have a studio, so the notion falls into the category of unexamined concepts.

I learned to paint and draw, but my skill level never rose above adequate. I didn’t become an artist, or any of another double-dozen fleeting ambitions, but I did become a writer and later a teacher. As I was nearing retirement, I bought a three acre parcel with house in the foothills of the Sierras.

For the first time, I had the chance to build something bigger than furniture or musical instruments. I was wandering around the back yard on blistering summer afternoon, thinking about north light and about building a shop with big widows pulling in masses of lovely natural light, when I looked at the north wall of my new house and saw that it was in full, hot, withering sunlight.

That’s not supposed to happen. But it does.

I live at latitude 37, roughly in line with San Francisco, Tulsa, and Washington, D. C. Here the sun is so far north (apparently) by mid-summer that it rises well north of east and sets well north of west, traversing a curved path so that at noon it is still south of zenith. The result is that the north sides of structures receive cool morning sunlight, shade during most of the day, and blistering sunlight in late afternoon.

I should have known, but in the cities where I had spent my life there were always trees and the shadows of multiple buildings to hide the effect. I had studied astronomy, but that is about the big picture, not about what is happening in your own backyard. I should have known from a youth spent outdoors, but then I was always on a tractor and in motion, concentrating on the windrow of hay I was creating, not on how sunlight fell on structures.

As a childI was aware of the motion of sunsets across the western horizon as the seasons progress, because every evening I was in the dairy barn looking out its west facing windows. I still love that phenomenon. There is a place near my foothill home where my wife and I go to watch the sunset. The spot faces west, on the western side of the westernmost hill in our area, so the vista carries all the way across the San Joaquin Valley to the coast range, and to the the buildup of clouds beyond where the cold waters of the Pacific spill fog over San Francisco. Mount Diablo, the highest peak in this section of the coast range, lies directly west of our lookout. Every spring and autumn equinox, the sun sets directly behind it. As summer progresses, each sunset is further north until we reach the summer solstice. Then they drift back, pass Mount Diablo, and head south until the winter solstice turns them back north again.

This is how astronomy began, with observations of visible phenomena. There were no ideas of orbiting bodies; that came later. Today, however, we know too much. We learn our astronomy from textbooks, not from our own observations. And then the reality in our own back yard catches us by surprise. more tomorrow and Wednesday

*****

For the record, I scratched the itch to build a building. My wife and I rebuilt a sagging 11 x 24 tool shed, put in big windows and a fancy facade. It is our quilting studio, where I also write. I’m sitting in in it now, watching the sun rise through the east window.

168. A Woman in Space

Leave a reply

53 years ago today, the first woman flew in space. Her name was Valentina Tereshkova. The Soviets hailed her as a hero of the People (see131. Chasing Cosmonauts), and as proof that Russia was ahead of the US in social advancement as well as in space travel.

The US treated her as a joke.

Both assessment were wrong, although both contained kernels of truth. Even today, half a century after the event, it is difficult to come to a balanced appraisal of the flight of Vostok 6. Russian propaganda and American dismissal still cloud the picture.  I am taking a shot at accuracy here, but a workman is only as good as his tools, so keep a measure of skepticism in mind.

Tereshkova’s father was MIA during WWII, leaving her mother to raise Tereshkova alone. She left school early to join her mother working in a state textile mill. There she joined a parachute club, which was a military auxiliary, and became an expert parachutist as well as secretary of the local Komsomol.

Early in the Soviet space program, there was a movement to add female cosmonauts, mostly for propaganda purposes. Candidates did not need flight experience since the Vostok craft were fully automated, but the did need extensive parachute experience, since at that early stage cosmonauts finalized their landings by personal parachute (see130.  First Into Space). Tereshkova was one of fifty-four candidates interviewed, and one of five who made it through training.

Tereshkova was personable, doctrinally sound in communism, from the peasant and workers class, hard working, willing, and an expert parachutist. She was not well educated nor an experienced pilot. Ponomaryova and Solovyova, female cosmonaut trainees who had those additional qualifications, were scheduled for a later, more sophisticated flight, and Tereshkova was scheduled for the Vostok 5/6 dual flight.

Vostok 5, crewed by  Valery Bykovsky, was launched on June 14, scheduled for an eight day flight, but a low orbit forced it to be shortened to five. Vostok 6, crewed by Tereshkova, was launched on June 16 and remained in orbit for three days. They passed within five kilometers while in space.

During the flight, Tereshkova discovered that the automatic orientation system had her flying sideways in orbit, an error that would have been fatal during reentry. Ground control confirmed and corrected. Whether she activated her final reentry personally or not is still unclear.

In those early days, landing accuracy had not been perfected. When she ejected from her craft, she found herself coming down into a large lake, and was only saved from downing by a strong wind that carried her to a rough landing on shore.

American astronauts, all of whom were test pilots, had little respect for the skills of Soviet cosmonauts. They used Tereshkova’s flight to justify their ridicule, saying that the Russians had simply pulled a woman off the line in a factory and sent her up into space as a glorified passenger. There was a bit of justification in their assessment. It was a propaganda stunt, but that didn’t mitigate the dangers. Tereshkova was uneducated, but by six years later she had taken advantage of her situation to earn a degree in engineering. She was not a pilot when chosen for training, but by the time of Vostok 6 she had learned to fly jets and had made 120 additional jumps to hone her skills as a parachutist.

Alan Shepard was a superb test pilot when he flew his Mercury mission, but he had almost no control over his capsule and nobody called him spam-in-a-can. Well, actually, Chuck Yeager did, but that’s what too much testosterone will do to your thinking.

Tereshkova’s contribution to space flight was real, but the Soviet commitment to equality was not. Ponomaryova and Solovyova’s flight was cancelled, and it would be nineteen years before another Soviet woman flew in space. It would be twenty years before the first American woman, Sally Ride, entered space, even though thirteen American female astronauts had been chosen and trained during the early sixties. Like Ponomaryova and Solovyova, they never flew.

167. On the Brink of Glory

Leave a reply

Not everyone who does the work endures the danger is there to reap the glory.

Take Eliot See and Charles Bassett for example. Both were chosen for the second group of astronauts, and were assigned as the crew of Gemini 9. They were flying together in a T-38 trainer en route to prepare for that mission when they went down on approach to Lambert field in bad weather. Both were killed, crashing into the building where their spacecraft had been built, not 500 feet from the Gemini 9 itself.

Gemini 9 would have been the first spaceflight for each man.

Everyone knows the names Grissom, White, and Chaffee, who died on the launchpad in the “Apollo One” fire. Grissom and White were veteran astronauts. Roger Chaffee was among the third group of astronauts chosen. He worked through the Gemini program without being given a mission, then was chosen to replace Donn Eisele, who had been injured during training, on the first scheduled Apollo mission. That flight ended in fire, on the ground during routine preparations; Chaffee never got to fly in space. Eisele recovered from his injuries and flew on the next (and first successful) Apollo mission.

Robert Henry Lawrence Jr. was the first African-American astronaut. (Ed Dwight had been an astronaut candidate earlier, but was forced out.) At Edwards Air Force Base, Lawrence investigated unpowered glide return characteristics using an F-104 Starfighter, contributing greatly to knowledge necessary to the Space Shuttle program. He was assigned to the Air Force’s Manned Orbiting Laboratory program, but before he flew in space, he was killed in a crash landing while acting as a pilot instructor to a trainee. When the MOL project was abandoned, many of it’s astronauts transferred to NASA, where they became the backbone of the early Space Shuttle missions. Lawrence would almost certainly have been among them.

Milburn Apt became the first man to reach Mach 3, and died in the same flight. It was his his first flight in the X-2 rocket plane. He achieved the mission objectives, but found that his flight had carried him unexpectedly far from Edwards. Because of the X-2’s noted instability, he was not scheduled to begin return maneuvers until his speed had dropped, but that would have carried him too far for a safe return glide. He began to turn back at above optimum speed, and lost control as turbulence knocked him unconscious. When he regained awareness, he ejected his safety capsule – the forward section of the craft – but did not survive.

Apt received unwanted posthumous fame. The cockpit camera recorded the final seconds of his flight, and that film became required viewing for all subsequent pilots preparing for hypersonic flight.

Apt’s daughter was two years old when he died. She later became a writer, and her Letter to My Father Concerning the State of the World is a moving exploration of what it meant to her to be the daughter of a test pilot who did not survive.

166. Nonstop Before Lindberg

Leave a reply

Nonstop over water is a big deal. In the early days of aviation, planes failed frequently, and forced landings were standard procedure. Landing in a cow pasture was problematical. Landing in the ocean would likely be fatal.

In 1909, Louis Bleriot flew nonstop (there wasn’t any other way to do it but nonstop) across the English Channel. He would certainly have set off a round of longer and longer first flights, but WW I got in the way.

After WW I, there was a surplus of newer, more sophisticated aircraft. Two British flyers, John Alcock and Arthur Whitten-Brown, along with several other competing teams, set out to cross the Atlantic nonstop, beginning their flights in Newfoundland. Hawker and Grieve took off first, crashed a thousand miles into the flight, and were picked up by a passing steamer. Raynham and Morgan tried an hour later, but crashed during takeoff.

Alcock and Brown left Newfoundland on June 14, 97 years ago today. Alcock, the pilot, had waited as long as he dared for better weather, but finally decided to chance the near gale force winds. The two aviators, in a single open cockpit, took off at 4:10 PM, barely clearing the trees at the end of the runway. They headed east toward Ireland, with the wind behind them to hurry them along.

Shortly after takeoff, Brown discovered that their wireless was not working. He crawled out of the cockpit onto the wing to get a look at the small propeller mounted under the fuselage which powered the radio. Three of four of the blades had sheered off. They would remain out of communication until their flight either succeeded or failed.

At 7 PM, the exhaust pipe on the starboard motor overheated, split, and burned away. This left the motor running erratically, but there was no way to fix it.

They were flying at 3000 feet; Brown was navigating by sextant. When they entered a fog bank. Alcock had to rise to 12,000 feet so they could see the stars again. About sunrise, they entered an even higher bank of fog. They could not tell left from right or up from down, but the instruments showed the plane listing and then entering a spin. They dropped down, blind, almost to the ocean itself. Fifty feet above the water they cleared the fog and clouds with wings vertical. Alcock pulled up just above the water.

For hours they flew in alternating clouds and clear air, until the storm turned the sky black in front of them. Then they entered snow, sleet, and freezing rain. Alcock tried unsuccessful to fly above the storm, but the only result was that a critical gauge, fixed to a strut outside the cockpit, iced over. Again Brown had to leave the cockpit to chip away the ice, but this time he had to remain, clinging to the cross wires, to repeat the process every time the gauge re-iced.

Eventually they had to drop down through the storm again to see the ocean below so they did not overfly their destination. At 8:15 AM, June 15th, they sighted the Irish coast.

Alcock and Brown were knighted for their efforts, and lionized in Britain.

In America, not so much. Eight years later, Lindbergh flew nonstop from New York to Paris, following the same route overwater as Alcock and Brown, and became famous throughout the world as the “first man to fly the Atlantic”.

***

These posts are necessarily short, so details get missed along the way. Like Bleriot before them, Alcock and Brown, and their competitors, were in pursuit of a monetary prize. This time it was for the first single plane to cross from North America to Britain in under 72 hours. The “single plane” rule was to avoid someone flying from Newfoundland to Iceland, jumping into a second, newly fueled and serviced plane, and completing the trip. Stops along the way were allowed, as long as the same plane was used.

A decade later, Lindbergh was also in a race with a bunch of other flyers to win a monetary prize for the first non-stop flight from New York to Paris. There was nothing in the prize about a solo flight. The other competitors were in larger planes, with crews. Lindbergh flew solo to save the weight of a second person, so he could carry more fuel.

Does this sound familiar? The X-prize, recently won by Burt Rutan’s Space Ship One, was modeled after these early aviation prizes. Even the moon landing was the result of competition, not for money, but for prestige and the military high ground.

If you want more information on early aviation feats, check out Famous First Flights That Changed History, by Lowell Thomas, junior and senior.

165. Hopping Across the Atlantic

Leave a reply

In False Fame on June 7, I gave Lindbergh a bit of a hard time. That was fair, but there is more to the story.  Lindbergh left New York, flew to Newfoundland, then crossed the Atlantic and landed in Paris, all in one unbroken flight and solo. No one had done that before and he deserved credit for his achievement.

During the New York to Newfoundland part of the flight, and crossing France at the other end, Lindbergh could have tried to set his plane down in a cow pasture if it had faltered. He would probably have lived to tell the tale. It is the over water part of his flight that scared those who followed his exploits and made him a hero.

However, eight other men had already crossed the Atlantic by air and two of them were on a non-stop flight.

***

A great deal of progress in aviation had taken place between the Wright brothers first flight and the end of WW I. By 1919, the U. S. Navy was ready to attempt a flight across the Atlantic, using Curtiss flying boats.

There was a generation of world wide flight, now largely forgotten, between world wars one and two, that used flying boats. The reason was simple – there were few airfields. If you wanted to fly to Cuba, for example, your only choice was to land in the water at Havana harbor. All that changed in the 40s when warring nations, especially the US and Britain, built military airfields across the globe. When peace returned, the day of the flying boat was over.

300px-Curtiss_NC-4_four_engine_configuration-detailIn 1919, that generation of flight was just beginning. The U. S. Navy had commissioned Glenn Curtis to build four flying boats before the end of WW I, and now planned to use them in an attempt to cross the Atlantic by air.

On May 8, the NC (Navy Curtiss) 1, 3, and 4 left New York on a three jump flight to Newfoundland, where they were repaired and readied for the longest over water part of the journey. They left Newfoundland on May 16, heading toward the Azores. A string of naval ships were set out along the way for navigation or rescue. The NC-4 arrived at the Azores after a 15 plus hour flight. The NC-1 and -3 didn’t make it. The NC-1 landed in the open ocean; it crew was rescued but the craft later sank. The NC-3 also landed in open water, then taxied the last 200 miles to the Azores.

The NC-4, now alone, left for Portugal on May 20, but didn’t get far. After repairs, it again departed on May 27 and arrived at Lisbon harbor ten hours later. From North America to Europe, the trip took just under 27 hours – or just under 11 days, depending on how you spin your figures. Subsequently, the NC-4 flew on to Portsmouth, England, making it the first flight from the United States to Great Britain.

All in all, three aircraft with six-man crews and 53 Naval support ships were involved in the journey. The crew of the NC-4 were Albert Cushing Read, Walter Hinton, Elmer Fowler Stone, James Breese, Eugene Rhodes, and Herbert Rodd.

Two weeks later two British aviators made the Atlantic crossing non-stop. We’ll look at their flight tomorrow.

164. Flight into Space

Leave a reply

The golden age of (fill in item of your choice) is thirteen.

I first read that phrase in reference to science fiction, but it works for quite an array of things. Certainly the music of our youth is the music we will always prefer, although that may come to us a couple of years after thirteen. It certainly works for automobiles and aircraft.

For me that golden age revolves around the F-104 and the X-15.

***

The entire focus of Edwards AFB, including most of the X-craft, was to fly higher and faster. The higher part caused problems with loss of control as the atmosphere thinned. The faster part brought about heating problems from atmospheric friction. Both lines of research culminated in the X-15.

The X-15 was first contracted in 1954. Early in its development, a follow-up aircraft to be called X-15B was considered. It was to be launched atop a Navaho missile in order to reach into space. NASA dropped the idea in favor of the Mercury program. The Air Force followed up with the proposed X-20, but that too was cancelled after Mercury became successful. Actual flight into orbit by a winged craft would not occur until the first Space Shuttle launch.

The first X-15 flight took place in 1959 and it was still flying nine years later, less than a year before the first moon landing. Like the earlier X-planes, the X-15 was dropped from a larger plane, in this case a converted B-52 bomber. Rather like a two stage rocket, this piggybacking allowed the X-15 a head start. The first 8.5 miles of altitude and 500 mph of speed came out the the B-52’s fuel tank, leaving the X-15’s fuel supply intact for the final push.

During that near decade, there were almost 200 flights. Thirteen of those flights went above 50 miles. The maximum speed reached in level flight was 4,520 mph.

The Air Force awards astronaut wings for flights above 50 miles – international rules do not agree. Two of those thirteen flights went above 100 kilometers. The Federation Aeronautique Internationale counts 100 kilometers as the edge of space, making Joseph Walker officially the thirteenth man in space. (Also the fourteenth.) One of those who gained Air Force astronauts wings was Joe Engle who later flew the Space Shuttle. Neil Armstrong flew the X-15 seven times, but never above fifty miles. He had to settle for a consolation prize on July 20, 1969 when he landed on the moon.

To successfully fly at such altitudes requires a series of small rocket motors strategically placed around the spacecraft to control attitude when the rudder, elevator, and ailerons have nothing to work against.

On high speed flights by the rebuilt X-15A-2, an ablative coating was sprayed onto the surface of the aircraft to protect it from overheating due to atmospheric friction, an issue that the SR-71 and the Space Shuttle would also have to face.

For my generation, the X-15 was the ultimate, and it looked the part. It’s pilots flew to the edge of space; they were not blown there in a capsule on top of a converted ICBM. Mercury and Gemini were wonderful. I followed them religiously. But the X-20, proposed descendant of the X-15, riding on top of a Titan missile would have done it with more class. And it would have landed under the pilot’s control, not on the end of a parachute in the middle of the ocean.

Scott Crossfield, the X-15’s designer and first pilot said it was one of the few aircraft that caused grown men to cry upon its retirement.

163. X-craft

Leave a reply

Jay Miller wrote a book called The X-planes: X-1 through X-31, and later revised it to include craft through X-45. (Presently, the number is up to X-56.) If you are any kind of a space aficionado, you need to look it up in your local library. The only thing wrong with the book is its title; not all X-craft were planes.

When I was growing up, I was in love with the F-104 Starfighter and the X-15 rocket plane, two aircraft with markedly similar outlines. The F-104 was designed, a few prototypes were built and tested, then it went on to become one of the most successful fighter jets in history. The X-15 was designed, three were built (and rebuilt after various incidents), and tested. There were never any more X-15s, nor had there ever been a plan to build more. The X-15 was never a prototype, because a prototype is a first iteration, built to be tested, perfected and turned into a series. That is true whether you are talking about fighter jets or can openers, but not true of X-craft.

X-craft were something different. They were flying laboratories – a much overused term, but still accurate, although technology demonstrator is preferred.

After World War II, advances in flight by Germans, British, and Americans, along with nascent cold war tensions, put us on the edge of an unknown frontier. The “sound barrier” loomed as the best known obstacle to further advances in aviation, but there were a hundred other unknowns that never made it into the popular press. Wind tunnels could only tell so much, computer modeling was decades in the future, and it made no sense to build a squadron of high-performance aircraft that might or might not fly.

First_Supersonic_Flight_1997_Issue-32c

A glance at the first X-plane, the Bell X-1, gives clues to what was known and what was not known. We already knew that turbulence off the wing would foul up the tail controls at high speed, so the horizontal stabilizer was attached high up on the vertical stabilizer, not on the body. It was not known what negative effect the cockpit bubble would have, so the windscreen was faired into the shape of the fuselage. It was shaped like a 50 caliber bullet – everybody says that without explaining. It is a reference to the machine guns carried on fighter planes. Fired from a ground rest, those bullets would have been sub-sonic. The planes they were mounted on flew at subsonic speeds, but bullets fired from a plane in flight had been going supersonic for a long time.

An aside here for the non-nerd. Planes flying slower than the speed of sound are subsonic. That includes all commercial aviation except the Concorde. Planes flying faster than the speed of sound are supersonic. The X-1 and its follow-ons proved that supersonic flight is not problem. The problem is the transition zone, the trans-sonic region. Slower than sound, the accumulated shock wave is out in front of you. Faster than sound, it is behind you. At the speed of sound, it is right in your lap, trying to tear your plane apart. No modern, supersonic plane lingers at that speed.

The X-1 broke the sound barrier (i.e., passed through the transonic region into the supersonic region) on October 14, 1947, with Chuck Yeager at the controls.

Since this is A Writing Life, I’ll add that I was born about two months after the sound barrier was broken. I was present on the planet for almost all of the early X-craft explorations, although far too young to notice. When I became aware of the X-craft, I fell gloriously in love with them and the infatuation never passed.

The X-2 was a more normal looking aircraft, with swept wings and a pilot’s bubble. It carried supersonic speeds to new heights, but killed its pilot in the process. I will tell that story next Wednesday.

The X-3 was an extreme aircraft, stretched out and incredibly streamlined right down to the tip of its needle nose. It looked faster than any plane before or since, but it wasn’t. All that streamlining couldn’t make up for the fact that the engine slated for the plane wouldn’t fit, and the one that did fit was underpowered. The fastest (looking) plane in the sky flew slowly.

The X-4 was tailless and not successful. The X-5 tested variable sweep wing technology. The X-6 was an aborted project testing out the possibility of a nuclear powered aircraft. The X-8 was a small, unmanned rocket designed for upper atmospheric research. The X-7, and X-9 through X-12 were test beds for missile research. X-13 and X-14 were early attempts at Vertical TakeOff and Landing (VTOL).

Then came the coolest aircraft/spacecraft in the history of mankind, the X-15, which will be the subject of tomorrow’s post.

162. False Fame, reprise

Leave a reply

In October, 2015, I wrote a post about the people who got fame they didn’t deserve, or failed to get the fame they did deserve, or who deserved fame, but for reasons other that what the public believed to be true. Since we are going to visit a bunch of forgotten heroes in the next two weeks, I am reprising that post here.

True or false: Charles Lindbergh was the first man to fly across the Atlantic.
False. He was the ninth.

True or false: Charles Lindbergh was the first man to fly nonstop across the Atlantic.
False. He was the third.

The first flight across the Atlantic was by the NC-4, a flying boat with a crew of six, which left New York on May 8, 1919 and arrived at Lisbon, Portugal on May 27, after several stops and numerous problems. (coming June 13)

Less than three weeks later, John Alcock and Arthur Whitten Brown flew nonstop from Newfoundland to Ireland in a converted WWI bomber. (coming June 14)

Lindbergh flew nonstop from New York, north to Newfoundland, then across the Atlantic ending up in Paris. His flight was longer, but the Atlantic crossing was identical to the one made by Alcock and Brown eight years earlier.

Ask anyone in America today who was the first to fly across the Atlantic, and they will either say nothing or name Lindbergh. Alcock, Brown, and the crew of the NC-4 have all been forgotten. It’s not enough to be first, or best, if you don’t also catch the public imagination, or fall under the anointing power of the press.

*****

John Glenn was the most famous astronaut until Neil Armstrong replaced him. If you asked anyone in America during the sixties who was the first man in space, they would have said John Glenn. Nope, he was fifth.

All right then, he was the first man in orbit. Nope, he was third.

First American in space? Nope, third.

Russian Yuri Gegarin was the first man in space and in orbit. (see 130. First in Space) Alan Shepard’s sub-orbital flight was next, followed by Gus Grissom, also in a sub-orbital flight. Russian Gherman Titov orbited next, then John Glenn. For the completist who is reaching for his reference materials, the first X-15 pilot to win his astronaut’s wings came in just after Glenn. (We’ll look at the X-15 tomorrow and Thursday)

John Glenn earned his fame, and he never asked to be better remembered than his fellow astronauts. But he was.

Gegarin is still remembered by a very few, but ask any American who Gherman Titov was and you will either get a blank stare or be told that he was the Communist dictator of Yugoslavia. (And if you’ve forgotten him, it was Josip Broz Tito.)

*****

Okay, let’s not be sexist. True or false: in 1928 Amelia Earhart became the first woman to fly a plane across the Atlantic.

False. She was only a passenger on that flight; the pilot was Wilmer Stultz and the copilot was Louis Gordon. The flight was a bit of a stunt, and a successful one. On arrival in England, Earhart became instantly famous. There was a ticker tape parade and a reception at the White House when she returned to America. The press called her Lady Lindy. She wrote a book, went on tour, designed luggage and clothing, and generally became rich and famous – essentially before she had done anything.

But that’s not the whole story. Earhart later came to deserve the fame she had already gained. She became the first woman to fly solo across the North American continent, participated in the Santa Monica to Cleveland Woman’s Air Derby, and in 1932 she became the first woman to fly nonstop alone across the Atlantic, finally earning the fame she had received four years earlier.

It is a final irony in the fame-for-the-wrong-reasons game that Earhart is best remembered today for the flight in which she died, while failing to finish.