Tag Archives: history

175. 1776, the movie

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Ah, June 29th. Its just about time to watch the movie 1776 again. It is a family tradition to watch it every year just before Independence Day.

My wife and I saw it first as a play on July 4, 1976, in an outdoor presentation. We had gone to the big city – locally that means San Francisco – to rub elbows with the crowds on the day of the Bicentennial. That afternoon, we were hooked. When it came out as a movie, we went to see it, then bought the VHS. Yes, this was before DVDs, or downloading, or streaming, or TiVo; actually, I think it was before we had bought a VCR, but we wanted to always have a copy.

1776 is a great patriotic rush of a movie but I wouldn’t recommend that you learn your history by watching it. The Columbia Companion to American History on Film says that “inaccuracies pervade 1776, though few are very troubling.” Maybe, but I’m not so sure. Some of the best parts of the movie just didn’t happen.

In fact, the wiki summary of historical accuracy praises the play while documenting error after error until you get the impression that nothing in it was true to life. See the movie first, then read the quibbles, because 1776 is not a historical movie, but an allegory, or better still, a retelling. It goes to the essence of the hesitation and worry, even fear, that attended the event, all wrapped in a story of arrogance, honest outrage, pride, and sacrifice. The writing is beautiful, the quips are side-splitting. Much of the dialog is taken from the words of people who were there, gleaned from works written by them years later.

In fact, there is no lack of historical material to work from in reconstructing the event, even though it was conducted in secrecy. These were literate men, with a clear picture of their own historical importance. Most of them told their own stories in later years.

Unfortunately, they tend to disagree on what actually happened. Years after I first saw the play, I went back to college for an MA in History, and thereafter set about trying to make my own knowledge of the event more accurate. It is surprisingly hard to do. Even the date July 4 is in partial doubt. The Declaration was approved on July 4. Jefferson, Adams, and Franklin claim that it was signed that day, but only a hand written copy then existed, and not all members were present. Those present may have signed the hand written copy – or not. We just don’t know. Certainly the printed version that we now view in the National Archives was not ready for some weeks. It was signed on August 2, but not by every member, as not all were present. Some signatures were apparently added piecemeal later on.

I care about historical accuracy, but when I am watching 1776, I let that go by and immerse myself in a moving theatrical experience. Now don’t bother me any further. I’ve got the DVD cued up.

174. Painfully United

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The UK has a painfully long name – the United Kingdom of Great Britain and Northern Ireland. How it came to be united is also painful; it is a millennium long story full of warfare, with some significant sore losers.

Since BREXIT, every knowledgable news commentator is predicting at least a partial breakup of Great Britain. A full understanding of why would take a book. I am going to put it into shorthand, with all the inaccuracies that entails. None of what follows is wrong, but it’s a kindergarten primer.

Once upon a time the British Isles (that includes Ireland) were Celtic. During the first millennium AD, Germanic invaders began to raid and colonize. These invaders were speakers of Germanic languages, including the languages ancestral to English. That doesn’t mean they were Germans, as we use the word today. Germany came to nationhood only very recently.

Over centuries, these Germanic speaking invaders came to conquer a good deal of what is now England, and were essentially the native population by 1000 AD. One group, the Angles gave us the name England.

Meanwhile, a  bunch of Vikings (Northmen, Normans) conquered the part of western France which came to be called Normandy. They shed their Scandinavian branch of the Germanic language family and took up French, along with wine, clothing that wasn’t fur, and other aspects of a better life style. in 1066, William the Bastard crossed the channel and conquered England, becoming William the Conqueror. He brought top-down feudalism, displaced the local lords, handed out fiefdoms to his followers, and introduced French as the language of the court. Middle English became the language of the commoners; it would take centuries for English to supplant French as the language of the intelligentsia.

The Robin Hood legends with poor Saxon serfs under the hated Norman lords comes from this period.

Wales fell under English domination through simple conquest in 1284. Full union with England took place in 1536, at which time Welsh law was suppressed.

In what would become Scotland, ancestral languages similar to Middle English had already overtaken the lowlands by the time the followers of William moved in. Beyond the highland line, as in Ireland and Wales, Celtic languages remained. Over the centuries, Scotland became a nation, with its own kings, traditions, and court culture. As it did so, the ancestral languages evolved into Scots. Scots is not English with a bad accent; it is a similar but separate language with its own literature, used in the Scottish court.

Scotland and England fought intermittently throughout the centuries. Since England was larger and more fertile, and could field larger armies for longer times, England won more often than it lost. Scotland became sometimes a vassal state and at other times, nearly so.

When Queen Elizabeth died childless, her cousin James the Sixth of Scotland was given the English throne. His proper title became James the Sixth and First, but the English ignored his Scottish heritage. So did he. He was ill used as a child in Scotland, and he couldn’t get to London fast enough. Although a Scottish King on an English throne, his home country was only a bad memory to him. 1603 was called the Union of the Crowns, but Scotland still had its own parliament.

For four generations spanning most of a century, the Scottish/English kings had their hands full fighting against English protestants who disliked their Catholic leanings. Back in Scotland, rabid Protestants had increased their power. Mid-century brought about the Wars of the Three Kingdoms, sometimes called the English Civil War, although it was also fought well beyond the English border. It was a complex situation, with the English vs. the Scots, Royalists vs. those who opposed the Divine Rights of Kings, and Catholics vs. Protestants. Individuals found themselves torn between conflicting loyalties, and the changing of sides was common. The planting of American colonies was heavily influenced by these events.

1707 saw the Act of Union. The Scottish Parliament was subsumed by the English one, after English manipulations had nearly bankrupted Scotland. The Scots language was suppressed. At one point, maps labeled Scotland as North Britain.

Events in Ireland were even more harsh, with multiple invasions from England, annexation, the plantation of Scottish protestants in Northern Ireland during the War of the Three Kingdoms, the genocidal Irish Famine, rebellion, partition, and the Troubles. Since 1921 Northern Ireland has been part of Great Britain while the bulk of the island became the separate Republic of Ireland. Ironically, this was done by vote, during which Northern Ireland stayed with Great Britain basically because the mass plantation of Scottish (now Scots-Irish) Protestants three hundred years earlier had shifted demographics.

If this sounds like England bashing, I apologize. It’s a complex situation, but winners tend to be hated by losers, and those feelings can last a long time. Just ask anyone who lives on the route of General Sherman’s march to the sea. England, AKA Great Britain, was the most powerful country on Earth for a third of a millennium. Such a country makes enemies. Unfortunately, some of them live in England’s back yard.

173. BREXIT is Science Fiction

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BREXIT is like science fiction at its finest. You take something that could have gone either way, preferably something unexpected, choose an outcome, and then predict what will come of it. You build your story around your prediction.

In real life, if you do something like that before an event, most people will laugh at your prediction. If you do it after the event, most people will say, “Aw heck, I saw that coming.”

As example of fictional “prediction”, here is a quote from Cyan:

The EuroFeds, smelling a chance to regain the hegemony that they had lost three centuries earlier, sent peace keeping forces to India, only to find dissension breaking out in their own countries as the world spanning financial complex, strained past the breaking point, could no longer deliver food to her people.

Hungry people aren’t kind. Starving people aren’t rational. There were attacks and reprisals, and then France nuked Italy, and the house of cards came tumbling down in an ever expanding nuclear nightmare.

Don’t worry, in the novel that doesn’t happen until 2145. Real world predictions, on the other hand, are looking pretty dicey on the heels of BREXIT.

War in Europe has seemed less and less likely since the middle of the last century, as agreements between European nations have proliferated. There has been a slow movement toward what some commentators called a “United States of Europe”. Many Europeans, including about 48 percent of British voters, saw this as the road to peace and prosperity. Others, including about 52 percent of British voters, saw it as a slow erosion of political freedom and the right to control their own culture.

I can see both sides of the argument. If I were a Brit, I’m not sure which way I would have voted. I am sure that there is a rocky road ahead.

In the long run, we may have seen the beginning of a slippery slope that ultimately unleashes the tensions now held in check by the European Union, leading to wars between member states. It’s too soon to tell, but that outcome wouldn’t be surprising.

The short run is easier to predict. Scotland came within a breath of separating from the rest of Great Britain only two years ago. It was the fear of economic disaster that tipped the scales. Now Britain has set in train that same disaster, while the Scottish section of the country voted overwhelmingly to remain a part of the EU. BREXIT has made Scotland’s near future breakaway almost a certainty.

Northern Ireland has its own set of issues, but being tethered to a dissolving British economy while the Republic of Ireland has EU resources to call upon, will certainly be an addition to Pan-Irish nationalism. Irish reunification, held off for a century by British military force, may yet become a reality.

Even Wales has its separatists. The United Kingdom is a mass of centrifugal forces, with a millennium of resentment among repressed peoples (see tomorrow’s post).

Here is a riddle. What is Great Britain if Scotland, and/or Northern Ireland, and/or Wales leave? Answer: England. Not the same country at all as Great Britain.

Here is a more grim riddle. If Great Britain implodes, who will take its place on the UN Security Council, and wield its veto. England? Scotland, perhaps? And what will Russia and China have to say about the matter?

If it seems that such events can’t happen, I would remind you that the newly united American colonies almost fell apart in the decade between the Declaration of Independence and the coming of the Constitution. And then there was that pesky little bloodbath called the Civil War.

The exit contagion seems to be spreading. France is talking exit; so is Spain. Spain, in particular, should be careful what it asks for. There are massively disruptive forces in that country, with Basque separatists in the north west and a long standing call for a separate Catalan speaking country in the south east.

So now is the time for all would-be science fiction writers to set down the timelines for their own alternate futures. There must be at least a thousand possibilities.

Is anyone taking bets?

168. A Woman in Space

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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

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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

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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

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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

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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

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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

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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.