True, and pictures have a way of lying about colors, so tonal quality can be subjective. Still, I’ll try for a lighter color than what I have. Awaiting a new paint.
Gary
The X-15
The North American X-15 rocket-powered research aircraft bridged the gap between manned flight within the atmosphere and manned flight beyond the atmosphere into space. After completing its initial test flights in 1959, the X-15 became the first winged aircraft to attain velocities of Mach 4, 5, and 6 (four, five, and six times the speed of sound). Because of its high-speed capability, the X-15 had to be designed to withstand aerodynamic temperatures on the order of 1,200 degrees F.; as a result, the aircraft was fabricated using a special high-strength nickel alloy named Inconel X.
Air-launched from a modified Boeing B-52 Stratofortress aircraft, the X-15 required conventional aerodynamic control surfaces to operate within the atmosphere and special “thruster” reaction control rockets located in the nose and wings of the aircraft to enable the pilot to maintain control when flying on the fringes of space. Indeed, the X-15 design was so much like that of a space vehicle that during the formative days of Project Mercury, America’s first attempt to put a man in orbit, North American and National Air and Space Administration (NASA) engineers gave serious consideration to utilizing a growth version of the X-15 for the manned orbiting mission. This plan was dropped in favor of using a blunt-body reentry vehicle. Because of the potential dangers to the pilot should the X-15’s pressurized cockpit lose its atmosphere while the aircraft operated in a near-space environment, X-15 pilots wore specially developed full-pressure protection ‘spacesuits’ while flying the experimental plane.
Three X-15 research aircraft were built and flown, completing a total of 199 research flights. The National Air and Space Museum has the historic X-15 #1, Air Force serial 56-6670. The X15 #2 (56-6671) was rebuilt following a landing accident as the advanced X-15A-2, having increased propellant capacity and, hence, a higher potential performance. The X-15A-2 was the fastest X-15 flown, and it is now on exhibit at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The X-15 #3 (56-6672) featured an advanced cockpit display panel and a special adaptive control system. The aircraft made many noteworthy flights until it crashed during atmospheric reentry, following pilot disorientation and a control-system failure. The pilot, Capt. Michael Adams, was killed.
The X-15 flew faster and higher than any other airplane. A peak altitude of 354,200 feet (67± miles) was reached by the X-15, and the X-15A-2 attained a speed of Mach 6.72 (4,534 mph) while testing a new ablative thermal protection material and a proposed design for a hypersonic ramjet. Various proposals were set forth for modifying the aircraft to accomplish new and even more radical tasks. At one point, NASA scientists planned to test a hydrogen-fueled supersonic combustion ramjet engine mounted on the X-15s lower vertical fin. A mock-up of this proposed installation was flight-tested on the X-15A-2. Other ideas included modifying the X-15 with a slender delta wing and using the aircraft as a booster for small satellite launch vehicles. None of these ideas, however, came to fruition.
The X-15 spearheaded research in a variety of areas: hypersonic aerodynamics, winged reentry from space. life-support systems for spacecraft, aerodynamic heating and heat transfer research, and earth sciences experiments. A total of 700 technical documents were produced, equivalent to the output of a typical 4,000-man federal research center for more than two years.
Development of the X-15 began in 1954, in a joint research program sponsored by the National Advisory Committee for Aeronautics (forerunner of NASA), the U.S. Air Force. the U.S. Navy, and private industry. North American was selected as prime contractor on the project following a competition in which Douglas. Republic. and Bell also participated. By the time of its first airborne test, flight research was too complex to rely on simple air-to-ground communications near a test field. The Air Force and the National Advisory Committee for Aeronautics developed a special 485-mile-long test corridor stretching from Wendover Air Force Base. Utah. to Edwards Air Force Base. California. It was planned that the X15 would be air-launched from a Boeing B-52 near Wendover. then fly down this corridor, the High Range. to Edwards. monitored by tracking stations at Ely and Beatty. Nevada. and at Edwards. The range lay along a series of flat dry lakes. where the X-15 could make an emergency landing. if necessary. Nothing this extensive had previously existed in flight research, and it foreshadowed the worldwide tracking network developed by American manned spacecraft ventures. The X-15 would complete its research mission and then. followed by special Lockheed F-104 chase aircraft. would land on the hard clay of Rogers (formerly Muroc) Dry Lake. Because the X-15 featured a cruciform tail surface arrangement. it was necessary for the designers to make the lower half of the ventral fin jettisonable prior to landing so that the conventional two-wheel, nose-landing gear and two tail-mounted landing skids could support the aircraft.
After giving the X-1 a good sanding, I’ve sprayed it with white primer preparing it for a coating of orange. I hope this will help achieve the proper color.
Meanwhile, I’ve started on my next model for this build, a Revell D-558-2 Sky Rocket. Very crude with lots of flash, but I hope to turn it into something reasonable (after I sand off the raised decal placements).
And I even have the “Master Modelers Club Application”! I wonder what would happen if I sent it in? [:D]
Now let’s say something about paint. I visited Hobby Lobby yesterday, hoping to find some orange paint of the correct tone. I found an orange that would probably work, a hobby spray paint of the 3 oz. size for $8.79. Bit expensive for such a small can.
Then I decided to try the craft section, and there I found a color that closely matches the hobby spray paint, but it was 12 oz. for $5.99! Guess which one I bought?
Now I don’t know about pricing for paint, but this seems a bit over the top. Does mixing different tonal qualities for paint really cost that much more? Guess we’ll find out when I try this cheaper paint.
Gary
The Krylon spray paint “Pumpkin Orange” seems to be closer to the correct color for the Bell X-1 (IMO). The only problem is that this paint is a glossy color and takes a while to dry.
I’ll give it a week and see how she’s doing. Meanwhile, I’ll work on the Sky Rocket.
Gary
D-558-1 Sky Streak
On March 15, 1944, while Allied forces prepared for the invasion of Normandy in Europe and the assault on the Marianas in the Pacific, Army Air Forces and Navy officers looked to the future in a meeting at the National Advisory Committee for Aeronautics’ (NACA) Langley Laboratory. The subject was high-speed flight and by the end of the year a plan was in place for the development of research aircraft, with the Navy focusing on subsonic flight and the Army Air Forces (later U.S. Air Force) tasked with pushing beyond the sound barrier.
The specifications for the Navy aircraft called for it to be a pure research design, capable of taking off and landing on its own power using existing engines. It also had to be able to carry 500 lb. of instruments to records data from the test flights.
In developing their company’s proposal, Douglas Aircraft Company engineers designed a straight-wing airplane with a cylindrical fuselage to house the engine, which was the 5,000 lb. static thrust Allison J35-A-11. One unique aspect of the design was the escape system for the pilot. In the event of an emergency, the nose detached from the fuselage and when it reached a safe speed, the pilot would perform a bailout through the detached end of the nose section.
With Douglas test pilot Eugene F. May at the controls, the D-558-1 Skystreak made its maiden flight at Muroc Army Air Field (later Edwards Air Force Base) on April 15, 1947. Landing gear problems revealed themselves on early test flights, but by August the airplane was ready for high-speed flights. Improving its aerodynamic qualities was a streamlined canopy replacing the original bubble canopy design.
On August 20, 1947, Commander Turner F. Caldwell took off in the first D-558-1 (Bureau Number 37970) on an attempt to top the speed record of 623.738 M.P.H. established a month earlier by Army Air Forces Colonel Albert Boyd in a P-80R Shooting Star modified for the flight. In four passes over the 3-kilometer course, Caldwell averaged a speed of 640.743 M.P.H., shattering Boyd’s mark. According to newspaper accounts of the era, Caldwell made his turns at the end of his four runs as tightly as possible to conserve fuel, using a black stripe on the ground and two clouds of green smoke marking the beginning and end of the 3-kilometer distance. His altitude was 75 feet. It marked the first time the Navy held the world speed record since Lieutenant Al Williams attained 266.59 M.P.H. in 1923.
Caldwell could rest on his laurels for just five days. On August 25, 1947, wearing the traditional cloth flight helmet because the height of a hard hat would preclude his tall frame from fitting in the cockpit, Marine Lieutenant Colonel Marion Carl climbed into the second Skystreak (Bureau Number 37971). Describing the airplane as the “blood-red Douglas Skystreak,” a newspaper article announced “Plane Zooms Ahead of Sun,” in describing Carl’s flight that day, reflecting the fact that with his average speed of 650.6 M.P.H., he would have had to set his watch back a few minutes if flying from Berlin to London. “The ship is a beautiful one to fly, and I had no trouble whatever,” Carl said after completing his four passes, sometimes at just 25 ft. off the ground. “I felt nothing like compressibility or turbulence.”
The aircraft that the press nicknamed “The Crimson Test Tube,” held the mantel of fastest aircraft in the world for just a brief time. D-558-1 Skystreak research flights continued until June 10, 1953, with NACA test pilots at the controls.
Got some painting done. Decided to go with a “what-if” cmoi scheme for the Minenraumer. I havene’t decided what I want to do with the Raumer S. I’m leaning towards just leaving it in primer red, but also might go with another oddball camo scheme.
Nice! They’re both coming along great. As to camo, I think both would be most covered in mud, especially have gone through a mine field! [:O]
Maybe a splinter type camo, though the red primer will be good.
Gary
Gary and Cary: Both of those are coming along great!!!
Going on vacation/holiday next week and I’m going to take the FV4005 and get some work done while I’m sitting the motel room in the evenings.
Thanks! Hope to finish the Bell X-1 soon.
Have a safe trip! I’d ask where you’re bound, but that’s on a need to know basis! Just hope it’s not somewhere in the Middle East! [:D]
Gary
LOL Gary, Virginia Beach!
I got bumped into by a jellyfish once while wading but that’s the most violence I’ve seen. I’m lucky it hit me with the top part, the float or bell or whatever you call it, instead of the tentacles so I didn’t get stung.
After a timely break, I’m back at the bench to finish up the Bell X-1. Decals are on, though the decal for “Glamorous Glennis” tends to disappear at this scale in the orange background. Still to do is the canopy framing, and may a bit more weathering.
Meanwhile, in the back, the Douglas D-558-2 Sky Rocket is being puttied and ready for sanding.
Gary
Nice build Gary-nice shade of orange -not too bright and has a desert environment weathered look.
Oh that looks good to me Gary! Nice work!
Thanks, guys! I’ll try to finish it up this week.
Gary
The Bell X-1’s canopy is finished. I used my normal canopy technique of applying thin strips of decal paper (in this case, thin strips of thin metal foil) over the frame, then painting as required. Turned out okay.
A bit more weathering and she’ll be ready to go!
Thanks for looking.
Gary
AVRO 707
The Avro 707 originated as a “proof-of-concept” delta wing aircraft that was principally the work of Stuart D. Davies, Avro’s chief designer. It was a relatively compact aircraft that initially incorporated a wing with about 50° sweep, without a horizontal tail on a fin with trailing edge sweep. The trailing edge of this wing carried two pairs of control surfaces: inboard elevators and outboard ailerons. These flight surfaces worked in conjunction with a conventional rudder. Retractable airbrakes were also provided above and below the wings. The aircraft featured all-metal stressed-skin construction. The Avro 707 programme provided valuable insights into the Vulcan’s flight characteristics, most of the information coming from the second and third prototypes which flew before the Vulcan.
All Avro 707s were powered by a single Rolls-Royce Derwent centrifugal turbojet engine. The air intake on the first prototype and later 707B was located on the upper rear fuselage. Some aircraft were outfitted with ejection seats. In total, five Avro 707s were completed.
On 4 September 1949, the first Avro 707, VX784, performed its maiden flight from RAF Boscombe Down, Squadron Leader Samuel Eric Esler, DFC, AE, was at the controls. Two days later, it was statically displayed at the Farnborough Airshow. However, testing with the first prototype was cut shortly when, on 30 September 1949, it crashed near Blackbushe during a test flight, killing Esler. The next prototype, VX790, renamed the 707B, had a longer nose, different cockpit canopy, a wing of different (51°) sweep and a longer nose wheel leg to provide the high angle of incidence required by deltas for landing and take off. The Avro 707B was given the same dorsal engine intake as the first prototype, although this was later modified to a NACA design. It first flew on 6 September 1950; the aircraft quickly proved to be relatively docile in flight. Both the 707 and 707B were largely flown to test low speed characteristics.
The final variant was the two-seat 707C; originally four examples were ordered by the RAF with the intention of conducting orientation training for flying aircraft with delta wing configurations using the type. The 707C was provisioned with a wider cockpit to accommodate a “side-by-side” seating arrangement and dual flight controls. However, the production order was cancelled; accordingly, only the sole prototype, WZ744, was built. The 707C had its maiden flight on 1 July 1953 and was ultimately employed in other research that did not involve Vulcan development.
Even after the Vulcan development phase was over, the four surviving 707s, in individual bright blue, red, orange and silver (natural metal) colour schemes, continued in use as research aircraft.
The two-seat 707C joined the R.A.E. in January 1956; perhaps its most substantial research contribution was to the development of fly-by-wire control systems, one of the first of their kind, and fitted with a side stick controller. This aircraft was flying with the R.A.E. until September 1966 when it achieved its full airframe time.
The Avro 707s made numerous public appearances at the Farnborough Airshow throughout the 1950s. During 1952, the first prototype Vulcan flew with the 707s A and B and in 1953, the four surviving Avro 707s flew alongside the first two Avro 698 Vulcan prototypes.
No Avro 707s are presently airworthy. Both examples of the 707A variant survive. One, WZ736, was preserved in Great Britain at the Museum of Science and Industry in Manchester, but has been transferred to the Boscombe Down Aviation Collection at Old Sarum, while the other, WD280, is preserved in Australia at the RAAF Museum at Point Cook, Victoria. Also in Great Britain is WZ744, the single 707C prototype, which was displayed at the RAF Museum, Cosford near Wolverhampton and is currently stored out of public view with its space in the museum’s Test Flight hall taken by the British Aerospace EAP.
“Put the spurs to her, Chuck!”
The Bell X-1 is finished. Altogether, she was a simple build. It was a Tamiya model, so I expect them to fall together without trouble. The only problem I had with her was the paint, but I’m satisfied with how it turned out.
Thanks for looking!
Gary
Very nice build Gary-really looks the part when on the stand-just waiting for the sonic boom!
Oh that looks superb Gary! Great work!!!
Now I want to pull out my DVD of ‘The Right Stuff’…
Bob,
Thanks! No sonic boom, but there’s a slight whistling sound… [;)]
I usually do my 1/72nd aircraft in wheels-up configuration, so stands are a must!
Gamera,
You don’t need an excuse to watch “The Right Stuff”, but it helps! [:D]
Gary