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Lockheed X-17

Lockheed X-17

__NOTOC__ The Lockheed X-17 was a three stage solid-fuel research rocket to test the effects of high mach reentry.

Service history

reentry The first stage of the X-17 carried the rocket to a height of 17 mi before burning out. The rocket would then coast on momentum to about 100 mi before nosing down for reentry. The second stage engine would then fire before jettisoning and igniting the third and final stage. Ultimately the X-17 would be travelling towards earth at up to Mach 14.5.

Specifications (X-17)

reentry

General characteristics

- Length: 40 ft 4 in (12.3 m)
- Wingspan: 7 ft 7 in (2.3 m)
- Diameter:
- 1st stage: 2 ft 7 in (0.79 m)
- 2nd stage: 2 ft 5 in (0.43 m)
- 3rd stage: 0 ft 9.7 in (0.25 m)
- Empty: lb ( kg)
- Loaded: 12,000 lb (5,400 kg)
- Propulsion:
- 1st stage:1x Thiokol XM20 Sergeant solid-fuel rocket, 48,000 lbf (213 kN) for 28s
- 2nd stage:3x Thiokol XM19 Recruit solid-fuel rocket, 33,900 lbf (150 kN) for 1.53s (each)
- 3rd stage:1x Thiokol XM19E1 Recruit solid-fuel rocket, 35,950 lbf (160 kN) for 1.53s

Performance

- Maximum speed: Mach 14.5
- Range: 135 miles (217 km)
- Service ceiling: 250 mi (400 km)
- Rate of climb: ft/min ( m/min)
- Wing loading: lb/ft² ( kg/m²)

External links

- [http://www.designation-systems.net/dusrm/app1/x-17.html X-17 History]
- [http://users.dbscorp.net/jmustain/x-17.htm X-17 Specs]

Lockheed Corporation

Lockheed Corporation was an aerospace company founded in 1912 which merged with Martin Marietta in 1995 to form Lockheed Martin.

History

The Alco Hydro-Aeroplane Company was established in 1912 by the brothers Allan and Malcolm Loughead. This company was renamed the Loughead Aircraft Manufacturing Company and located in Santa Barbara, California. In 1926, following the failure of Loughead, Allan Loughead formed the Lockheed Aircraft Company (phonetically spelled to avoid confusion) in Hollywood, California. In 1929 Lockheed became a division of Detroit Aircraft. When Detroit Aircraft went bankrupt during the Great Depression, a group of investors headed by brothers Robert and Courtland Gross bought the company out of receivership in 1932. In 1934 Robert Gross was named chairman of the new company, the Lockheed Corporation, which was headquartered at the Burbank, California, airport. The company remained here for many years before moving to Calabasas, California. In the 1930's, Lockheed introduced the L-10 Electra, a twin-engine transport. This was the plane that Amelia Earheart and her navigator, Fred Noonan flew on their failed attempt to circumnavigate the world in 1937. The Electra also formed the basis for the Hudson bomber, which was supplied to both the British Royal Air Force and the United States military before and during World War II. Its primary role was submarine hunting. At the beginning of World War II, Lockheed, under the guidance of Clarence (Kelly) Johnson, one of the best known American aircraft designers answered a specification for an interceptor by submitting the P-38 Lightning fighter plane, a somewhat unorthodox twin-engine, twin-boom design. The P-38 was the only U.S. fighter design to be built for the duration of World War II. It filled both ground attack and air-to-air and even strategic bombing roles in all theatres of the war. The P-38 was responsible for shooting down more Japanese aircraft than any other type during the war and also for the famous mission to kill Japanese Admiral Isoroku Yamamoto, the mastermind of the Pearl Harbor attack. Also under Johnson, Lockheed also developed a less-successful larger version of the P-38. In 1943 Lockheed began, in secrecy, development of a new fighter at its Burbank facility, based on a jet project competitor Bell Aircraft did not have facilities for. This fighter, the P-80 Shooting Star, became the first American jet fighter to score a kill, and the first jet-to-jet aerial kill, downing a MiG-15 in Korea, though the F-80 (as it became in June 1948) was already considered obsolete. Starting with the P-80, Lockeed's secret development work was done at a site called the "Skunk Works". The name came from the smell caused by a plastic factory nearby. This site has become famous and spawned many successful Lockheed designs, including the spy planes, U-2 (late 1950s) and SR-71 Blackbird (1962). The skunk works often created amazing quality designs in very short time and sometimes with limited resources. To this day, the term "skunk works" means a place where elite minds develop marvels. Other designs out of Lockheed included the F-104 Starfighter (late 1950's) , the world's first Mach 2 fighter plane, the L049 Constellation and L1649 Super Constellation series of propellor airliners (affectionately called Connies), L-1011 TriStar tri-jet transport and the C-5 Galaxy four-engined jet air transport. In 1954 the first flight of the Lockheed L100 (C-130 Hercules) took place, still in production in 2005. In 1956 Lockheed received a contract for the development of the Polaris Submarine Launched Ballistic Missile (SLBM), this would be followed by the Poseidon and Trident nuclear missiles. In 1976 the Skunk Works began development of the F-117 Stealth Fighter. Also in 1976, Lockheed was involved in a major scandal involving the Japanese Marubeni Corporation and several high ranking members of Japanese political, business and underworld circles. Lockheed had hired underworld figure Yoshio Kodama as a consultant in order to influence Japanese airlines to purchase the L-1011 aircraft. It was revealed that Lockheed had paid approximately $1.8 million in bribes to the Japanese Prime Minister's office for their aid in the matter. The resulting judicial process carried on for a decade, and led to the arrest of the powerful politician Kakuei Tanaka, among others. In Japan the name Lockheed is chiefly associated with this scandal.

Timeline

- 1912: The Alco Hydro-Aeroplane Company established.
- 1916: Company renamed Loughead Aircraft Manufacturing Company.
- 1926: Lockheed Aircraft Company formed.
- 1929: Lockheed became a division of Detroit Aircraft.
- 1932: Robert and Courtland Gross take control of company after the bankruptcy of Detroit Aircraft.
- 1932: Renamed as the Lockheed Corporation, recognizing the wider scope of the company's operation.
- 1943: Lockheed's Skunk Works founded in Burbank, California
- 1954: First flight of C-130 Hercules
- 1954: Maiden flight of U-2
- 1976: The Japanese Lockheed Scandal
- 1986: Acquired Sanders Associates electronics of Nashua, New Hampshire
- 1991: Lockheed, General Dynamics and Boeing begin development of the F-22, now the F/A-22
- 1993: Acquired General Dynamics' Fort Worth aircraft division, builder of the F-16 Fighting Falcon.
- 1995: Lockheed Corporation merges with Martin Marietta to form Lockheed Martin

Product list

Martin Marietta] Martin Marietta

Planes

Some famous Lockheed planes:
- U-2 reconnaissance (TR-1)
- SR-71 Blackbird reconnaissance (M-21) (YF-12)
- F-117 Nighthawk stealth fighter
- F-104 Starfighter multi-mission fighter
- P-38 Lightning two-engine fighter
- P-80 Shooting Star jet fighter
- F-94 Starfire all-weather fighter
- S-3 Viking patrol/attack
- P2V Neptune maritime patrol
- P-3 Orion ASW patrol
- Lockheed Hudson maritime patrol/bomber
- PV-1 Ventura and PV-2 Harpoon Maritime patrol/bomber
- C-130 Hercules medium combat transport (AC-130 gunship) (other variants)
- AH56A Cheyenne experimental attack helicopter
- C-141 Starlifter long-range jet transport
- C-5 Galaxy heavy transport
- Lockheed JetStar business jet
- Lockheed Vega civil transport
- L-1011 TriStar airliner
- Lockheed Constellation civil transport
- Lockheed R6V Constitution large transport aircraft
- L-188 Electra civil transport
- Lockheed_10 civil transport

Missiles

- Polaris
- Poseidon
- Trident

External links

- [http://www.pbs.org/kcet/chasingthesun/innovators/lockheed.html Lockheed Brothers] from PBS
- [http://www.lockheedmartin.com/wms/findPage.do?dsp=fec&ci=12912&sc=400 Lockheed Martin]
- [http://www.generalatomic.com/jetmakers/index.html The Jetmakers] Category:Defunct American aircraft manufacturers Category:Lockheed Martin ja:ロッキード

Bell X-14

__NOTOC__ The Bell X-14 (Bell Type 68) was an experimental VTOL aircraft flown in the United States in the 1950s. The main objective of the project, was to demonstrate horizontal, vertical takeoff, hover, transition to forward flight, and vertical landing. VTOL

Development

The Bell Aircraft Company constructed the X-14 as an open-cockpit, all-metal monoplane. It was powered by two turbojet engines equipped with thrust deflectors. The engines are stationary during all stages of flight. The transition from vertical to horizontal flight is achieved with a system of movable vanes that control the direction of engine thrust. Top speed is 180 miles per hour and a maximum ceiling of 20,000 feet. The X-14 was designed using existing parts from two Beech aircraft. The wings, ailerons, and landing gear of a Beech Bonanza and the tail sections of a Beech T-34 Mentor airplane.

Operational history

The X-14 took its first flight on February 19, 1957 as a vertical takeoff, hover, then vertical landing. The first transition from hover to horizontal flight occurred on May 24, 1958. In 1959, its Viper engines were replaced with General Electric J85 engines. That year the aircraft was also delivered to the NASA Ames Research Center as the X-14A. It served as a test aircraft with NASA until 1981. The X-14 project provided a great deal of data on VTOL (Vertical TakeOff and Landing) type aircraft. The X-14A also was used by NASA for research on lunar landing maneuvers. The X-14A aircraft flight control system was similar to the one proposed for the Lunar Module. Neil Armstrong once flew it as a Lunar-landing trainer. In 1971, the X-14A was fitted with new engines and redesignated the X-14B. The two new powerplants were GE J85-GE-19s. An onboard computer and digital fly-by-wire control system was also installed to enable emulation of landing characteristics of other VTOL aircraft. The X-14B was used in this test role until it was damaged beyond repair in a landing accident on May 29, 1981. At the time, there were plans to develop an X-14C with an enclosed cockpit. There were also plans for an X-14T trainer. None of these further versions got beyond the planning stage. During all of its years of service, the X-14 was flown by over 25 pilots with no serious incidents or injuries. It was the only open cockpit X-plane.

Aircraft serial number

Although there was only one airframe, it kept changing serial numbers with every major upgrade.
- X-14 - USAF 56-4022
- X-14A - NASA 234 (N234NA).
- X-14B - NASA 704 (N704NA). X-plane

Specifications (X-14A)

General Characteristics

- Crew: one pilot
- Length: 25 ft 0 in (7.62 m)
- Wingspan: 34 ft 10 in (10.36 m)
- Height: 8 ft 0 in (2.40 m)
- Wing area: ft² ( m²)
- Empty: lb ( kg)
- Loaded: 3,100 lb (1,406 kg)
- Maximum takeoff: 4,269 lb (1,936 kg)
- Powerplant: 2x Armstrong Siddeley Viper 8, 1,750 lbf (7.8 kN) thrust each

Performance

- Maximum speed: 172 mph (277 km/h)
- Range: 300 miles (482 km)
- Service ceiling: 20,000 ft (6,096 m)
- Rate of climb: ft/min ( m/min)
- Wing loading: lb/ft² ( kg/m²)
- Thrust-to-Weight: 1:0.9

Bell X-16

__NOTOC__ The Bell X-16 was an aircraft designed as a high altitude reconnaissance jet aircraft in the United States in the 1950s. A mockup of the X-16 was built, but the project was cancelled in favor of Martin RB-57 before any X-16 aircraft were completed. The designation of X-16 was a cover to try to hide the true nature of the craft from the Soviets during the Cold War.

Development

During the second half of 1953, Fairchild, Bell, and Martin Aircraft conducted high-altitude reconnaissance aircraft design studies for the U.S. Air Force. All three designs used Pratt & Whitney J57-P19 engines. The Bell (X-16) and Martin (B-57D) designs were chosen for further development. The Bell design was designated the X-16. The X-16 project was cancelled by the Air Force in favor of Martin RB-57 in 1956. A full-scale X-16 mockup was completed and one aircraft was partially completed. It was designed as a high-altitude long-range reconnaissance aircraft. A total of 28 aircraft were ordered, but none were completed. The first X-16 was about 80-percent complete when the program was cancelled in 1956. The X-16 design was breaking new ground with its design. Its wing was extremely long with a high-aspect ratio. It was significantly lighter and more flexible than any in existence at that time. The entire aircraft was made as light as possible to fulfill its mission of a 3,000-mile unrefueled range at a 70,000 foot altitude. Although no X-16 was ever completed, it made contributions to aircraft design with its lightweight design. It was also a driving force behind the development of the high-altitude J57 jet engine that would later power the U-2 and other aircraft.

Operational history

None completed. Program cancelled in 1956

Aircraft serial number

28 ordered, none completed.

Specifications (X-16, as designed)

General Characteristics

- Crew: one pilot
- Length: 60 ft 10 in (18.55 m)
- Wingspan: 114 ft 10 in (35 m)
- Height: 17 ft 1 in (5.2 m)
- Wing area: 1,099 ft² (102.19 m²)
- Empty: 23,280 lb (10,582 kg)
- Loaded: 36,124 lb (16,420 kg)
- Maximum takeoff: lb ( kg)
- Powerplant: 2 x Pratt & Whitney J57-PW-37A turbojet, 4,520 lbf (20.11 kN) thrust ea

Performance

- Maximum speed: 553 mph (885 km/h)
- Range: 3,319 miles (5,310 km)
- Service ceiling: 71,832 ft (21,900 m)
- Rate of climb: ft/min ( m/min)
- Wing loading: 33 lb/ft² (160 kg/m²)
- Thrust-to-Weight: 1:0.55

Hiller X-18

__NOTOC__ The X-18 was an experimental cargo transport aircraft designed to be the first testbed for tiltwing and STOVL (short take off and vertical landing) technology. STOVL STOVL] STOVL STOVL]

Development

Design work started in 1955 by Stanley Hiller Jr and Hiller Aircraft Corporation received a manufacturing contract and funding from the U.S. Air Force to build the only X-18 ever produced. To speed up construction and conserve money the plane was constructed from scavenged parts including a Chase C-122 Avitruc fuselage and the turboprops came from the Lockheed XFV-1 and Convair XFY-1 Pogo experimental airplanes program. The tri-bladed counter-rotating propellers were a giant 16 ft (4.8 m) 4.8 m across. The Westinghouse turbojet engine had its exhaust diverted upwards and downwards at the tail to give the plane pitch control at low speeds.

Service history

The first test flight wasn't until November 24, 1959, ultimately recording 20 flights out of Edwards AFB. A number of problems plagued the X-18 including being susceptible to wind gusts when the wing rotated, acting like a sail. In addition the turboprop engines were not cross-linked, so the failure of one engine meant the airplane would crash. On the 20th and final flight in July 1961, the X-18 had a propeller pitch control problem when attempting to hover at 10,000 ft and went into a spin. The crew regained control and landed but the X-18 never flew again, however ground testing of the tiltwing concepts continued. Eventually a test stand that the plane was mounted on failed and the plane was severely damaged in the fall. The program was cancelled January 18, 1964 and the X-18 was cut up for scrap.

Specifications (X-18)

General characteristics

- Crew: 2-3
- Capacity:
- Length: 63 ft 0 in (19.2 m)
- Wingspan: 48 ft 0 in (14.6 m)
- Height: 24 ft 7 in (7.5 m)
- Wing area: ft² m²
- Empty: 26,786 lb (12,150 kg)
- Loaded: lb ( kg)
- Maximum takeoff: 33,000 lb (14,850 kg)
- Powerplant:
- 2x Allison T40-A-14 turboprop, 5,500 hp (4,100 kW) each
- 1x Westinghouse J34 turbojet for pitch control, 3,400 lbf (15.2 kN) thrust

Performance

- Maximum speed: 253 mph (407 km/h)
- Range: miles ( km)
- Service ceiling: 35,300 ft (10,800 m)
- Rate of climb: ft/min ( m/min)
- Wing loading: lb/ft² ( kg/m²)
- Power/mass:

External links

- [http://www.tiltrotormech.com/aircraftpages/hiller_x_18.htm Hiller X-18]
- [http://avia.russian.ee/vertigo/hiller_x-18-r.html X-18 History]
- [http://www.studenten.net/customasp/axl/plane.asp?cat_id=12&ple_id=502&page=0 X-18 Images]
- [http://www.airbornegrafix.com/HistoricAircraft/VTOL/Hiller.htm X-18 Images and History]

X-20 Dyna-Soar

The X-20 Dyna-Soar ('Dynamic Soarer') was a United States Air Force (USAF) program to develop a spaceplane that could be used for a variety of military missions, including reconnaissance, bombing, space rescue, satellite maintenance, and sabotage of enemy satellites. The program ran from 24 October 1957–10 December 1963, cost US$660 million and was canceled just after spacecraft construction had begun. Unlike other spacecraft under development at the time, such as Mercury or Vostok, Dyna-Soar was intended to glide to earth under the control of the pilot and land at a pre-selected site, rather than simply falling to earth in a ballistic manner. This made Dyna-Soar far more advanced, in many ways, than the other human spaceflight missions of the period; it is one of the great "what if" projects of early spaceflight. In time, data collected during the X-20 program would prove useful in designing the Space Shuttle.

Background

The development of Dyna Soar can be traced back to Eugen Sänger's Silbervogel: a German bomber project of World War II. The concept was to create a rocket-powered bomber that could travel vast distances by gliding to its target after being boosted to high altitude by A-4 or A-9 rocket-engines. Such boost-glide systems could, potentially, strike at targets anywhere in the world (so called 'antipodal bombers') at hypersonic speeds, but the aircraft itself could be small and poorly armed, compared to a typical heavy bomber. In addition, a boost-glide aircraft may be recoverable, acting as a manned bomber, or as an unmanned non-recoverable missile. Following the war, many German scientists were taken to the United States by the CIA "Operation Paperclip". Among them was Dr Walter Dornberger, the former head of Germany's wartime rocket program, who had detailed knowledge of Silbervogel. Working for Bell, he attempted to to create interest in a boost-glide system in the USAF, and elsewhere. This resulted in the USAF requesting a number of feasibility and design studies — carried out by Bell, Boeing, Convair, Douglas, Martin, North American, Republic and Lockheed — for boost-glide vehicles during the early 1950s:
- Bomi (bomber missile),
- Hywards (hypersonic weapons research and development supporting system),
- The Brass Bell reconnaissance vehicle and
- Rocket Bomber "Robo".

Development

Robo In 24 October 1957, the USAF Air Research and Development Command issued a proposal for a "Hypersonic Glide Rocket Weapon System" (Weapons System 464L): Dyna Soar. The proposal drew together the existing boost-glide proposals — as the USAF believed that a single vehicle could be designed to carry out all the bombing and reconnaissance tasks intended for the separate studies, and act as successor to the X-15 research program. The Dyna-Soar program was to be conducted in three stages: a research vehicle (Dyna-Soar I), a reconnaissance vehicle (Dyna-Soar II, previously Brass Bell), and a vehicle that would add strategic bombing capability (Dyna-Soar III, previously Robo). The first glide tests for Dyna-Soar I were expected to be carried out in 1963, followed by powered flights, reaching Mach 18, the following year. A robotic glide missile was to be deployed in 1968, with the fully-operational weapons system (Dyna-Soar III) expected to be deployed by 1974. In March 1958, nine U.S. aerospace companies tendered for the Dyna-Soar contract. Of these, the field was narrowed to proposals from Bell and Boeing. Even though Bell had the advantage of six years' worth of design studies, the contract for the spaceplane was awarded to Boeing in June 1959 (by which time their original design had changed markedly and now closely resembled what Bell had submitted). In late 1961, the Titan III was eventually finalized as the launch vehicle. The Dyna-Soar was to be launched from Cape Canaveral Air Force Station, Florida. Cape Canaveral Air Force Station In April, 1960, seven astronauts were secretly chosen for the Dyna-Soar program. Neil Armstrong and Bill Dana left the program in the summer of 1962. On September 19, 1962, Albert Crews had been added to the Dyna-Soar program and the names of the six Dyna-Soar astronauts were announced to the public:
- Neil A. Armstrong (NASA) 1960-62
- Albert H. Crews, Jr. (Air Force) 1962-63
- William H. Dana (NASA) 1960-62
- Henry C. Gordon (Air Force) 1960-63
- William J. Knight (Air Force) 1960-63
- Russell L. Rogers (Air Force) 1960-63
- Milton O. Thompson (NASA) 1960-63
- James W. Wood (Air Force) 1960-63 By the end of 1962, Dyna-Soar had been given the designation "X-20", the acceleration rocket (to be used in the Dyna Soar I drop-tests) had been successfully fired, and the USAF had held an "unveiling" ceremony for the X-20 in Las Vegas.

Proposed Dyna-Soar I flights

- Dyna-Soar 1 – January 1, 1966, no crew
- Dyna-Soar 2 – April 1, 1966, no crew
- Dyna-Soar 3 - July 1, 1966, 1 orbit, crew: James Wood
- Dyna-Soar 4 - October 1, 1966, 1 orbit, crew: 1
- Dyna-Soar 5 - March 1, 1967, 1 orbit, crew: 1
- Dyna-Soar 6 - May 1, 1967, 1 orbit, crew: 1
- Dyna-Soar 7 - July 1, 1967, 1 orbit, crew: 1
- Dyna-Soar 8 - September 1, 1967, 1 orbit, crew: 1
- Dyna-Soar 9 - December 1, 1967, multi-orbit, crew: 1
- Dyna-Soar 10 - March 1, 1968, multi-orbit, crew: 1, last planned X-20 flight

Problems

Besides the funding issues that often accompany research efforts, the Dyna-Soar program suffered from two major problems: uncertainty over the booster that would be used to send the craft into orbit, and a lack of a clear goal for the project. Many different boosters were proposed to launch Dyna-Soar into orbit. The original USAF proposal suggested a LOX/JP-4, fluorine-ammonia, fluorine-hydrazine, or an RMI (X-15) engine. Boeing, the principal contractor, favored an Atlas-Centaur combination, but eventually the Air Force stipulated that a Titan-based approach — suggested by failed competitor Martin — would be used. However, the Titan I rocket would not be powerful enough to launch the five-tonne X-20 into orbit. The Titan II and Titan III boosters could launch Dyna-Soar into Earth orbit, as could the Saturn C-1 (later renamed the Saturn I), and all were proposed with various upper-stage and booster combinations. While the Titan IIIC was eventually chosen to send Dyna-Soar into space, the vacillations over the launch-system delayed the project as it complicated planning. The original intention for Dyna Soar, outlined in the Weapons System 464L proposal, called for a project that combined aeronautical research with weapons-system development. Many questioned whether the USAF should have a manned space program, when that was the primary domain of NASA. However, it was frequently emphasised by the Air Force that, unlike the NASA programs, Dyna-Soar allowed for controlled re-entry, and this was where the main effort in the X-20 program was placed. On 19 January 1963 the Secretary of Defense, Robert McNamara directed the Air Force to undertake a study to determine whether the Gemini or Dyna-Soar program was the more feasible approach to a space-based weapon system. In the middle of March 1963, after receiving the study, Secretary McNamara "stated that the Air Force had been placing too much emphasis on controlled re-entry when it did not have any real objectives for orbital flight" (Geiger, 1963). This was seen as a reversal of the Secretary's earlier position on the Dyna-Soar program. Eventually, the X-20 Dyna-Soar program was cancelled on December 10 1963. The X-20 was to have been replaced by the Manned Orbiting Laboratory, a spin-off of the Gemini program, but this too was eventually canceled.

Description

Gemini program The overall design of the X-20 Dyna-Soar was outlined in March 1960. It had a low-wing delta shape, with winglets for control rather than a more conventional tail. The framework of the craft was to be made from the René 41 "super alloy", as was the upper surface panels. The bottom surface was to be made from molybdenum sheets placed over insulated René 41, while the nose-cone was to be made from graphite with zirconia rods. Due to the changing requirements, various forms of the Dyna Soar were designed but with all variants sharing the same basic shape and layout. A single pilot sat at the front, while an equipment bay was situated behind. This bay contained either data-collection equipment, weapons, reconnaissance equipment, or (in the X-20X "shuttle space vehicle") a four-man mid-deck. After the equipment bay was the transition-stage rocket engine, which was used to maneuver the craft in orbit or fired during launch as part of an abort. This trans-stage would be jettisoned before descent into the atmosphere. While falling through the atmosphere an opaque heat shield would protect the window at the front of the craft. This would then be jettisoned after aerobraking so the pilot could see, and safely land. Unlike the later Space Shuttle, Dyna-Soar did not have wheels on its undercarriage as it was thought that the rubber wheels would burn during re-entry. Instead Goodyear developed retractable wire-brush skis made of the same René 41 alloy as the air-frame.

General characteristics

- Crew: one pilot
- Length: 35 ft 4 in (10.77 m)
- Wingspan: 20 ft 10 in (6.34 m)
- Height: 8 ft 6 in (2.59 m)
- Wing area: 345 ft² (32 m²)
- Empty weight: 10,395 lb (4,715 kg)
- Max weight: 11,387 lb (5,165 kg)
- Powerplant: 1x Martin Trans-stage rocket engine, 72,000 lbf (323 kN)

Performance

- Maximum speed: 17,500 mph (28,165 km/h)
- Range: earth orbit (22,000 nautical miles, 40,700 km)
- Service ceiling: 530,000 ft (160 km)
- Rate of climb: 100,000 ft/min (510 m/s)

References

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External links

- [http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19720065896_1972065896.pdf Transonic aerodynamic characteristics of the Dyna-Soar glider and Titan 3 launch vehicle configuration with various fin arrangements (PDF format) NASA report - April 1963]
- [http://history.nasa.gov/monograph31.pdf American X-Vehicles: An Inventory X-1 to X-50, SP-2000-4531 - June 2003; NASA online PDF Monograph] Category:Spaceplanes Category:Manned spacecraft Category:U.S. experimental aircraft 1960-1969 Category:Rocket-powered aircraft

X-plane

:This article is about experimental aircraft. For the flight simulator, see X-Plane. X-Plane.]] X-Plane] X-Plane] X-Plane] X-Plane] The X-planes are a series of experimental United States aircraft (and some rockets) used for testing of new technologies and usually kept highly secret during development. The first of these, the Bell X-1, became well-known as the first plane to break the sound barrier, which it did in 1947. Later X-planes yielded important research results, but only the North American X-15 rocket plane of the early 1960s achieved comparable fame. X-planes 7 through 12 were actually missiles, and some other vehicles were unpiloted. Most X-planes are not expected to ever go into full-scale production, and usually only a few are produced. One exception is the Lockheed Martin X-35, which competed against the Boeing X-32 to become the Joint Strike Fighter. X-plane projects are still underway as of 2004.

Types of X-planes

- Bell X-1 - rocket plane, first supersonic flight
- Bell X-2 - swept wing supersonic rocket plane
- Douglas X-3 Stiletto - needle-like supersonic aircraft
- Northrop X-4 Bantam - semi-tailless aircraft
- Bell X-5 - in-flight wing sweeping aircraft
- Convair X-6 - nuclear-powered aircraft
- Lockheed X-7 - ramjet missile
- Aerojet General X-8 - sounding rocket
- Bell X-9 Shrike - surface-to-air guided missile prototype
- North American X-10 - surface-to-surface missile demonstrator
- Convair X-11 - testbed for Atlas rocket
- Convair X-12 - testbed for Atlas rocket
- Ryan X-13 Vertijet - VTOL jet aircraft
- Bell X-14 - VTOL aircraft
- North American X-15 - rocket plane
- Bell X-16 - high altitude reconnaissance aircraft
- Lockheed X-17 - rocket test of high-mach reentry
- Hiller X-18 - tiltwing STOVL transport
- Curtiss-Wright X-19 - tiltrotor VTOL transport
- Boeing X-20 Dyna-Soar - early spaceplane
- Northrop X-21 - wings with laminar flow control
- Bell X-22 - tiltrotor V/STOL transport
- Martin-Marietta X-23 - lifting body
- Martin-Marietta X-24 - lifting body
- Bensen X-25 - autogyro
- Schweizer X-26 Frigate - sailplane
- Lockheed X-27 - lightweight fighter
- Pereira X-28 Sea Skimmer - inexpensive single-seat flying boat
- Grumman X-29 - fighter with forward-swept wings
- Rockwell X-30 - spaceplane ("National Aerospace Plane" or "NASP")
- Rockwell-MBB X-31 - thrust vectoring fighter
- Boeing X-32 - Joint Strike Fighter prototype
- Lockheed Martin X-33 - reusable launch vehicle demonstrator ("VentureStar")
- Orbital Sciences X-34 - unmanned spaceplane testbed
- Lockheed Martin X-35 - Joint Strike Fighter prototype, now F-35
- McDonnell Douglas X-36 - tailless fighter
- Boeing X-37 - spaceplane ("Future-X")
- X-38 - lifting body demonstrators for the Crew Return Vehicle
- X-39 - unused designation reserved for Future Aircraft Technology Enhancements programme
- Boeing X-40 - scaled-down prototype of X-37
- X-41 Common Aero Vehicle - classified military spaceplane
- X-42 Pop-Up Upper Stage - classified liquid-fueled rocket
- Boeing X-43 - hypersonic scramjet test ("Hyper-X")
- Lockheed Martin X-44 MANTA - tailless fighter
- Boeing X-45 - UCAV demonstrator
- Boeing X-46 - UCAV demonstrator
- Northrop Grumman X-47 Pegasus - UCAV demonstrator
- Boeing X-48 - blended wing body flying wing
- Sikorsky Piasecki X-49 - thrust vectoring helicopter
- Boeing X-50 - Canard Rotor/Wing demonstrator (airplane/helicopter hybrid)

Fictional X-series planes

Many movies and series have featured X planes, both feasible and currently infeasible planes. For instance, Stargate episodes mention X-301, X-302, and X-303 spacecraft.

Reference

- Jay Miller, The X-Planes: X-1 to X-45 (Motorbooks International, 2001)

External link

- [http://www.centennialofflight.gov/essay/Evolution_of_Technology/early_X_planes/Tech27.htm Early X-planes]
- [http://history.nasa.gov/monograph31.pdf American X-Vehicles: An Inventory X-1 to X-50, SP-2000-4531 - June 2003; NASA online PDF Monograph] Category:Experimental aircraft

Category:Experimental rockets

Category:Rockets and missiles Category:Weapon development

Peter-Paul Mauser

Paul Mauser (seit 1912: Paul von Mauser;
- 27. Juni 1838 in Oberndorf am Neckar; † 29. Mai 1914 in Oberndorf am Neckar) war ein deutscher Waffenkonstrukteur und ab 1896 Reichstagsabgeordneter. Er entwickelte anfangs gemeinsam mit seinem Bruder Wilhelm Mauser verschiedene Schusswaffen, insbesondere die ersten militärisch zuverlässig funktionierenden Mehrladesysteme. Die preußisch/deutschen Standardwaffen M71, M84 und M98 bzw. eine der ersten automatischen Pistolen(C96) wurden von P.M. entwickelt. Siehe auch: Mauser (Waffe)

Weblinks

- http://www.mauserwaffen.de/index.php?id=86&lang=de Kurzbiographie
- http://www.rheinmetall-detec.de/index.php?lang=2&fid=1902&query=&action= Firmengeschichte Mauser, Paul Mauser, Paul Mauser, Paul Mauser, Paul Mauser, Paul Mauser, Paul

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