CARRIER AIRCRAFT

The concept of using a large aircraft to carry a smaller one aloft was not necessarily new, but the X-1 program was the first research effort that made extensive use of the idea. The original series of X-planes used two modified Boeing B-29s and three Boeing B-50s as carrier aircraft. However, despite the fact that thousands of B-29s and B-50s had been built, by the end of 1950 maintenance personnel at Edwards were finding that it was difficult to obtain replacement parts, especially for the B-29s. The performance of the aircraft had proven adequate for the original X-1 aircraft, but as the research airplanes got heavier, the performance of even the more-powerful B – 50s became marginal. In addition, the ability to take off at high gross weights was limited in the heat that was typical of the high desert during the summer months. Obviously, the research programs needed to find a better solution.1761

B-36

Three of the four competitors had sized their X-15 concepts around the premise of using a Convair B-36 as the carrier aircraft (Douglas had chosen a B-50). Easily the largest piston – powered bomber to enter operational service, the B-36 could fly over 400 mph and some versions could climb well above 50,000 feet. Convair manufactured 385 of the giant bombers between June 1948 and August 1954. The B-36 would have carried the X-15 partially enclosed in its bomb bays, much like the X-1 and X-2 had been in earlier projects. This arrangement had several advantages, particularly that the pilot could move freely between the X-15 and B-36 during the cruise to the launch location. This was extremely advantageous if problems developed that required jettisoning the X-15 prior to launch. The B-36 was also a large aircraft with more than adequate room for a propellant top-off system (liquid oxygen and ammonia), power sources, communications equipment, breathing oxygen, and monitoring instruments and controls. Launch would have occurred at approximately Mach 0.6 at altitudes between 30,000 and 50,000 feet. At the first industry conference in 1956, engineers at North American anticipated that a B-36 would be modified beginning in the middle of 1957 and ready for flight tests in October 1958.[77]

During their proposal effort, North American evaluated four different schemes for loading the research airplane into the bomber, which were generally similar to those of the other bidders. Engineers quickly rejected the idea of using a pit (like the X-1 and operationally for the GRB – 36D/RF-84K FICON project) because of the potential "fire hazard and accumulation of fumes." Similarly, they eliminated a plan to jack up the carrier aircraft nose gear, because of "the jockeying necessary to position the research aircraft plus the precarious position of the B-36." The most complicated scheme involved physically removing the vertical stabilizer from the research airplane, sliding the X-15 under the bomber, and then reattaching the vertical once the airplane was in the bomb bay. The potential loss of structural integrity that would result from frequently removing the vertical eventually eliminated this option.-178

North American had originally selected a Convair B-36 very heavy bomber as the carrier aircraft for the X-15. However, just before modifications were to begin, NASA and the Air Force decided to replace the B-36 with a much newer Boeing B-52 Stratofortress. The B-52 was a good deal faster than the B-36, providing a better launch environment for the research airplane and reducing maintenance requirements for the ground crew. (North American Aviation)

Ramp loading, which was similar to another method used in the FICON project, became the chosen solution.-1791 Loading the X-15 into the carrier aircraft began with "running the B-36 main landing gear bogies up on permanent concrete ramps by use of commercially available electric cable hoists attached to the gear struts." The ground crew then towed the research airplane under the bomber and hoisted it into the bomb bays.1801

The X-15 was suspended from three points: one on either side of the aft fuselage attached to the rear wing spar, and a third on the centerline behind the canopy firmly supported by the structure of the forward liquid-oxygen tank bulkhead. The same types of cartridges used by tactical aircraft to jettison external fuel tanks were used to explosively separate the shackles.-1811

The only major structural modification made to the B-36 would be the removal of bulkhead no. 7, which separated bomb bays 2 and 3, along with some compensating structural stiffening.1871 The X-15 would occupy most of the three forward bomb bays. Since the B-36 used a single set of doors to cover the aft two bomb bays, shorter doors were necessary to cover only bay no. 4.1831 Interestingly, the remaining 16-foot doors covering the last bomb bay would still be functional. A small, fixed fairing replaced the doors that normally covered bomb bay nos. 1 and 2. North American proposed installing a 9-foot-diameter, 6.5-foot-long heated compartment in the front of bomb bay no. 1, equipped with its own entrance hatch on the bottom of the fuselage. The compartment could seat three crewmembers, and included oxygen and intercom connections. A 36-inch hatch opened into the bomb bay, and a catwalk on both sides of the bomb bay allowed access to the X-15 in flight. An aerodynamic fairing with a rubber-sealing strip ran the full length of the bomb-bay opening.1841

One of the more interesting suggestions concerning the carrier aircraft was that "a bank of powerful lights be turned on several minutes prior to launching so that the pilot [of the research airplane] will not be blinded by the sudden glare of daylight during launching."1851

The B-36 was equipped with a 1,000-gallon liquid-oxygen tank and a 100-gallon ammonia tank to top off the research airplane’s propellants. This was surprising because Bell and Douglas, as well as Reaction Motors, believed the rate of ammonia boil-off was so slow that no topping-off would be required. Suspended in the bomb bay above the X-15, the tanks allowed the propellants to be gravity-fed into the airplane. A nitrogen bottle pressurized and purged the tanks, and lines running outside the fuselage to the former tail turret allowed the carrier aircraft to jettison and vent the rocket propellants.1861