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what was the first plane to break the sound barrier

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Experimental rocket-powered aircraft, the first airplane to break the audio bulwark in level flying

This commodity is about the experimental aircraft. For the Irish band, see Bell X1 (band).

Ten-1
Bell X-1 46-062 (in flight).jpg
10-1 #46-062, nicknamed Glamorous Glennis
Role Experimental rocket plane
National origin The states
Manufacturer Bell Shipping
Beginning flying 19 January 1946
Status Retired
Primary users Us Air Strength
National Advisory Committee for Aeronautics
Number built seven

The Bong Ten-1 (Bell Model 44) is a rocket engine–powered aircraft, designated originally equally the XS-1, and was a articulation National Advisory Committee for Aeronautics–U.S. Army Air Forces–U.South. Air Force supersonic research project built past Bell Aircraft. Conceived during 1944 and designed and built in 1945, information technology achieved a speed of virtually 1,000 miles per hour (1,600 km/h; 870 kn) in 1948. A derivative of this same design, the Bell X-1A, having greater fuel capacity and hence longer rocket called-for time, exceeded 1,600 miles per hour (2,600 km/h; 1,400 kn) in 1954.[1] The X-1, piloted by Chuck Yeager, was the outset manned airplane to exceed the speed of sound in level flight and was the commencement of the X-planes, a series of American experimental rocket planes (and non-rocket planes) designed for testing new technologies.

Design and development [edit]

Parallel development [edit]

In 1942, the United Kingdom's Ministry of Aviation began a top secret projection with Miles Aircraft to develop the world'southward first aircraft capable of breaking the sound barrier. The project resulted in the development of the prototype turbojet-powered Miles M.52, designed to achieve 1,000 miles per hr (870 kn; 1,600 km/h) (over twice the existing airspeed record) in level flight, and to climb to an distance of 36,000 ft (11 km) in ane min and 30 sec.

By 1944, design of the G.52 was 90% complete and Miles was told to go ahead with the construction of three prototypes. Later that year, the Air Ministry signed an agreement with the United States to exchange high-speed enquiry and data. Miles' Master Aerodynamicist Dennis Bancroft stated that Bell Aircraft personnel visited Miles later in 1944, and were given access to the drawings and research on the M.52,[2] but the U.S. reneged on the agreement and no information was forthcoming in return.[3] Unknown to Miles, Bell had already started structure of a rocket-powered supersonic pattern of their own, with a conventional horizontal tail. Bell was battling the problem of pitch control due to "blanking" the elevators.[4] [5] A variable-incidence tail appeared to be the about promising solution; and having already decided on it for the M.52, the Miles and RAE tests supported this.[6]

Research studies [edit]

The XS-1 was first discussed in December 1944. Early specifications for the shipping were for a piloted supersonic vehicle that could fly at 800 miles per hour (i,300 km/h) at 35,000 feet (11,000 1000) for two to 5 minutes.[7] On 16 March 1945, the U.S. Ground forces Air Forces Flight Test Division and the National Advisory Committee for Aeronautics (NACA) contracted with the Bell Aircraft Company to build three XS-1 (for "Experimental, Supersonic", after 10-1) aircraft to obtain flying data on weather in the transonic speed range.[8]

The aircraft's designers built a rocket aeroplane after considering alternatives. Turbojets could not achieve the required performance at high distance. An aircraft with both turbojet and rocket engines would exist too big and complex.[seven] The X-1 was, in principle, a "bullet with wings", its shape closely resembling a Browning .50-caliber (12.7 mm) car gun bullet, known to be stable in supersonic flight.[ix] The shape was followed to the extent of seating its airplane pilot behind a sloped, framed window inside a confined cockpit in the nose, with no ejection seat.

Swept wings were not used because besides piddling was known nigh them. As the blueprint might atomic number 82 to a fighter, the XS-1 was intended to take off from the basis, but the end of the war made the B-29 Superfortress available to carry it into the air.[7] After the rocket plane experienced compressibility problems during 1947, it was modified with a variable-incidence tailplane following technology transfer with the United Kingdom.[2]

Following conversion of the X-1's horizontal tail to all-moving (or "all-flying"), test airplane pilot Chuck Yeager verified it experimentally, and all subsequent supersonic aircraft would either accept an all-moving tailplane or be "tailless" delta winged types.[10]

The rocket engine was a four-chamber pattern built by Reaction Motors Inc., ane of the first companies to build liquid-propellant rocket engines in the U.Due south. After because hydrogen peroxide monopropellant, aniline/nitric acid bipropellant, and nitromethane monopropellant as fuels, the rocket burned ethyl booze diluted with water with a liquid oxygen oxidizer. Its four chambers could exist individually turned on and off, so thrust could be inverse in one,500 lbf (6,700 Due north) increments. The fuel and oxygen tanks for the get-go two X-ane engines were pressurized with nitrogen, reducing flight time past nigh 1+ 1⁄two minutes and increasing landing weight by 2,000 pounds (910 kg), just the rest used gas-driven turbopumps, increasing the chamber pressure level and thrust while making the engine lighter.[xi] [7]

Operational history [edit]

Bell Shipping chief test pilot Jack Woolams became the first person to fly the XS-ane. He made a glide-flying over Pinecastle Army Airfield, in Florida, on nineteen Jan 1946. Woolams completed ix more than glide-flights over Pinecastle, with the B-29 dropping the shipping at 29,000 anxiety (viii,800 m) and the XS-i landing 12 minutes later at nearly 110 miles per hour (180 km/h). In March 1946 the #1 rocket plane was returned to Bell Shipping in Buffalo, New York for modifications to prepare for the powered flight tests. Four more than glide tests occurred at Muroc Army Air Field near Palmdale, California, which had been flooded during the Florida tests, before the beginning powered test on 9 December 1946. 2 chambers were ignited, but the aircraft accelerated so rapidly that one bedroom was turned off until reignition at 35,000 feet (11,000 m), reaching Mach 0.795. After the chambers were turned off the aircraft descended to 15,000 feet (4,600 m), where all four chambers were briefly tested.[seven] [12]

After Woolams' death in Baronial 1946, Chalmers "Slick" Goodlin was assigned as the chief Bell Aircraft test airplane pilot for the X-1. Goodlin made the first powered flying on 9 December 1946. Tex Johnston, Bell's chief test pilot and program supervisor, made a examination flight on 22 May 1947, after complaints about the slow progress of flight tests. According to Johnston, "The contract with the Air Corps defined the tests by Bell as onboard systems verification, treatment characteristics evaluation, stability and control, and performance testing to Mach 0.99." After Johnston's initial flying at 0.72 Mach, he thought the airplane was prepare for supersonic flights, after the longitudinal trim organisation was stock-still, and 3 more than test flights.[thirteen]

The Ground forces Air Force was unhappy with the cautious step of flight envelope expansion and Bell Aircraft's flying test contract for airplane #46-062 was terminated. The test plan was acquired past the Army Air Force Flight Exam Division on 24 June afterward months of negotiation. Goodlin had demanded a US$150,000 bonus (equivalent to $1.74 million in 2020) for exceeding the speed of sound.[14] : 96 [fifteen] [xvi] Flight tests of the 10-1-two (serial 46-063) would be conducted past NACA to provide design data for later production high-performance aircraft.

Mach 1 flight [edit]

Chuck Yeager in front of the X-ane that he nicknamed the Glamorous Glennis.

The get-go manned supersonic flight occurred on xiv October 1947, less than a month after the U.S. Air Forcefulness had been created equally a separate service. Captain Charles "Chuck" Yeager piloted USAF aircraft #46-062, nicknamed Glamorous Glennis for his wife. The airplane was drop launched from the bomb bay of a B-29 and reached Mach 1.06 (700 miles per hour (1,100 km/h; 610 kn)).[ane] Following burnout of the engine, the plane glided to a landing on the dry out lake bed.[14] : 129–130 This was XS-ane flight number 50.

Yeager exceeded Mach 1 on fourteen Oct 1947 in the X-1.

The three main participants in the X-i program won the National Aeronautics Association Collier Trophy in 1948 for their efforts. Honored at the White House by President Truman were Larry Bell for Bong Aircraft, Captain Yeager for piloting the flights, and John Stack for the contributions of the NACA.

The story of Yeager's fourteen Oct flight was leaked to a reporter from the mag Aviation Week, and the Los Angeles Times featured the story equally headline news in their 22 December issue. The magazine story was released on twenty December. The Air Strength threatened legal activity against the journalists who revealed the story, but none ever occurred.[17] The news of a direct-wing supersonic shipping surprised many American experts, who similar their High german counterparts during the war believed that a swept-wing design was necessary to break the sound barrier.[seven] On 10 June 1948, Air Forcefulness Secretary Stuart Symington appear that the audio bulwark had been repeatedly broken by two experimental airplanes.[18] [19]

On 5 January 1949, Yeager used Shipping #46-062 to perform the simply conventional (runway) launch of the Ten-one program, attaining 23,000 ft (7,000 m) in ninety seconds.[20]

Legacy [edit]

A 1997 United States Post stamp commemorates Bong 10-ane, the starting time aeroplane to fly faster than the speed of sound

The research techniques used for the X-1 programme became the design for all subsequent X-craft projects. The X-ane project assisted the postwar cooperative matrimony betwixt U.Due south. military needs, industrial capabilities, and research facilities. The flight information collected by the NACA from the X-1 tests and so proved invaluable to further US fighter design throughout the latter half of the 20th century.

In 1997, the U.s.a. Mail service issued a fiftieth anniversary commemorative stamp recognizing the Bell X1-6062 shipping every bit the outset aeronautical vehicle to fly at supersonic speed of approximately Mach 1.06 (1,299 km/h; 806.ix mph).

Variants [edit]

Afterwards variants of the X-1 were built to test unlike aspects of supersonic flight; one of these, the Ten-1A, with Yeager at the controls, inadvertently demonstrated a very dangerous characteristic of fast (Mach 2 plus) supersonic flight: inertia coupling. Only Yeager's skills as an aviator prevented disaster; later Mel Apt would lose his life testing the Bell 10-2 under similar circumstances.

10-1A [edit]

(Bong Model 58A)

Ordered by the Air Strength on 2 April 1948, the Ten-1A (serial number 48-1384) was intended to investigate aerodynamic phenomena at speeds greater than Mach 2 (681 m/south, 2,451 km/h) and altitudes greater than 90,000 ft (27 km), specifically emphasizing dynamic stability and air loads. Longer and heavier than the original X-1, with a stepped canopy for meliorate vision, the X-1A was powered past the same Reaction Motors XLR-eleven rocket engine. The aircraft first flew, unpowered, on 14 February 1953 at Edwards AFB, with the first powered flying on 21 February. Both flights were piloted past Bell test airplane pilot Jean "Skip" Ziegler.

After NACA started its loftier-speed testing with the Douglas Skyrocket, culminating in Scott Crossfield achieving Mach two.005 on 20 Nov 1953, the Air Force started a series of tests with the X-1A, which the test airplane pilot of the series, Chuck Yeager, named "Operation NACA Weep". These culminated on 12 December 1953, when Yeager achieved an altitude of 74,700 feet (22,800 m) and a new airspeed record of Mach 2.44 (equal to 1620 mph, 724.5 m/due south, 2608 km/h at that altitude). Unlike Crossfield in the Skyrocket, Yeager accomplished that in level flight. Presently afterwards, the aircraft spun out of control, due to the and so not yet understood miracle of inertia coupling. The X-1A dropped from maximum altitude to 25,000 feet (7,600 one thousand), exposing the airplane pilot to accelerations of as much as 8g, during which Yeager broke the awning with his helmet before regaining control.[21]

On 28 May 1954, Maj. Arthur W. Murray piloted the 10-1A to a new tape of 90,440 anxiety (27,570 k).[22]

The aircraft was transferred to NACA during September 1954, and after modified. The 10-1A was lost on 8 August 1955, when, while being prepared for launch from the RB-l mothership, an explosion ruptured the airplane's liquid oxygen tank. With the aid of crewmembers on the RB-fifty, test pilot Joseph A. Walker successfully extricated himself from the plane, which was so jettisoned. Exploding on impact with the desert floor, the Ten-1A became the offset of many early on X-planes that would be lost to explosions.[23] [24]

X-1B [edit]

(Bell Model 58B)

10-1B at the National Museum of the United States Air Force.

The 10-1B (series 48-1385) was equipped with aerodynamic heating instrumentation for thermal research (more than 300 thermal probes were installed on its surface). It was similar to the X-1A except for having a slightly different wing. The X-1B was used for high-speed research by the U.Southward. Air Force starting from October 1954, prior to being transferred to the NACA during January 1955. NACA continued to wing the shipping until January 1958, when cracks in the fuel tanks forced its grounding. The 10-1B completed a total of 27 flights. A notable achievement was the installation of a system of small-scale reaction rockets used for directional command, making the X-1B the first shipping to fly with this sophisticated control system, afterwards used in the Northward American X-xv. The 10-1B is at present at the National Museum of the United States Air Force, Wright-Patterson Air Force Base at Dayton, Ohio, where it is displayed in the Museum'southward Maj. Gen. Albert Boyd and Maj. Gen. Fred Ascani Enquiry and Development Gallery.

X-1C [edit]

(Bell Model 58C) The 10-1C (serial 48-1387)[25] was intended to test armaments and munitions in the high transonic and supersonic flight regimes. It was canceled while nonetheless in the mockup stage, as the development of transonic and supersonic-capable aircraft similar the North American F-86 Sabre and the Due north American F-100 Super Sabre eliminated the need for a dedicated experimental examination vehicle.[26]

X-1D [edit]

(Bong Model 58D) The X-1D (serial 48-1386) was the first of the 2nd generation of supersonic rocket planes. Flown from an EB-50A (southward/n #46-006), it was to be used for heat transfer research. The X-1D was equipped with a new low-pressure fuel arrangement and a slightly increased fuel capacity. There were too some minor changes of the avionics suite.

On 24 July 1951, with Bell examination pilot Jean "Skip" Ziegler at the controls, the X-1D was launched over Rogers Dry Lake, on what was to become the only successful flight of its career. The unpowered glide was completed after a nine-minute descent, simply upon landing, the nose landing gear failed and the aircraft slid ungracefully to a stop. Repairs took several weeks to complete and a second flight was scheduled for mid-Baronial. On 22 August 1951, the Ten-1D was lost in a fuel explosion during preparations for the outset powered flight. The aircraft was destroyed upon impact after it was jettisoned from its EB-50A mothership.[27]

X-1E [edit]

(Bell Model 44)

Bell X-1-iii, aircraft #46-064, existence mated to the B-fifty mothership for a captive flying test on nine Nov 1951. While being de-fueled after this flying it exploded, destroying itself and the B-50, and seriously burning Joe Cannon. Ten-1-3 had completed only a unmarried glide-flying on twenty July.[28]

The X-1E was the upshot of a reconstruction of the X-one-2 (series 46-063), in order to pursue the goals originally set for the X-1D and X-i-3 (serial 46-064), both lost by explosions during 1951. The cause of the mysterious explosions was finally traced to the utilise of Ulmer leather[29] gaskets impregnated with tricresyl phosphate (TCP), a leather treatment, which was used in the liquid oxygen plumbing. TCP becomes unstable and explosive in the presence of pure oxygen and mechanical shock.[thirty] This error toll two lives, acquired injuries and lost several shipping.[31]

The X-1E, christened Little Joe, with pilot Joe Walker.

The changes included:

  • A turbopump fuel feed system, which eliminated the high-force per unit area nitrogen fuel system used in '062 and '063. Concerns about metallic fatigue in the nitrogen fuel system resulted in the grounding of the X-1-2 after its 54th flight in its original configuration.[32]
  • A re-profiled super-thin wing (⅜ inches at the root), based on the X-3 Stiletto wing profile, enabling the X-1E to reach Mach ii.
  • A 'knife-border' windscreen replaced the original greenhouse glazing, an upward-opening canopy replaced the fuselage side hatch and allowed the inclusion of an ejection seat.
  • The addition of 200 force per unit area ports for aerodynamic data, and 343 strain gauges to measure structural loads and aerodynamic heating along the wing and fuselage.[32]

The X-1E first flew on xv Dec 1955, a glide-flight controlled by USAF exam pilot Joe Walker. Walker left the X-1E program during 1958, subsequently 21 flights, attaining a maximum speed of Mach ii.21 (752 1000/southward, ii,704 km/h). NACA research pilot John B. McKay took his identify during September 1958, completing 5 flights in pursuit of Mach 3 (1,021 m/s, 3,675 km/h) before the X-1E was permanently grounded after its 26th flying, during November 1958, due to the discovery of structural cracks in the fuel tank wall.

Aircraft on display [edit]

X-ane-1 #46-062 Glamorous Glennis at the National Air and Space Museum. Its color is International Orange[33]

  • X-ane-1, Air Force Serial Number 46-062, is currently displayed in the Milestones of Flight gallery of the National Air and Infinite Museum in Washington, DC, aslope the Spirit of St. Louis and SpaceShipOne. The aircraft was flown to Washington, D.C., below a B-29 and presented to what was then the American National Air Museum in 1950.[34]
  • X-1B, AF Ser. No. 48-1385, is on display in the Inquiry & Development Hangar at the National Museum of the United States Air Force, Wright-Patterson Air Strength Base, Ohio.
  • X-1E, AF Ser. No. 46-063, is on display in front of the NASA Armstrong Flight Research Center headquarters building at Edwards Air Force Base, California. It is usually seen in episodes of the Telly series I Dream of Jeannie, which was set at Cape Kennedy, Florida.

Specifications (Bell X-1 #one and #2) [edit]

Bong X-ane orthographic diagram

Data from Bell Aircraft since 1935,[35] The X-Planes: 10-ane to Ten-45[xx]

General characteristics

  • Crew: 1
  • Length: 30 ft 11 in (9.42 one thousand)
X-1A, X-1B, X-1D: 35 ft eight in (x.87 m)
10-1C: 35.0 ft (10.67 m)
  • Wingspan: 28 ft 0 in (8.53 1000)
X-1E: 22 ft 10 in (half-dozen.96 yard)
  • Tiptop: 10 ft ten in (3.30 g)
  • Fly area: 130 sq ft (12 m2) ⠀
X-1E 115 sq ft (10.7 mtwo)
  • Airfoil: #one NACA 65-110 (10% thickness)
#two, Ten-1A, X-1B, 10-1D NACA 65-108 (8% thickness)
Ten-1E NACA 64A004
  • Empty weight: 7,000 lb (3,175 kg)
X-1A, X-1B, X-1C, 10-1D: 6,880 lb (3,120 kg)
10-1E: 6,850 lb (three,110 kg)
  • Gross weight: 12,250 lb (five,557 kg)
10-1A, X-1B, X-1C, X-1D: xvi,487 lb (7,478 kg)
Ten-1E: 14,750 lb (half dozen,690 kg)
  • Powerplant: 1 × Reaction Motors XLR11-RM-three iv-chamber liquid-fuelled rocket engine, 6,000 lbf (27 kN) thrust
X-1E: Reaction Motors RMI LR-viii-RM-5 6,000 lbf (27 kN)

Performance

  • Maximum speed: one,612 mph (two,594 km/h, i,401 kn)
X-1E: one,450 mph (i,260 kn; 2,330 km/h)
  • Maximum speed: Mach 2.44
X-1E: M2.24
  • Endurance: 5 minutes powered flying
X-1A, X-1B, X-1C, X-1D: four minutes 40 seconds powered flight
X-1E: 4 minutes 45 seconds powered flight
  • Service ceiling: 70,000 ft (21,000 m)
X-1A, X-1B, Ten-1C, 10-1D: 90,000 ft (27,000 k)
X-1E: 75,000 ft (23,000 m)

Notable appearances in media [edit]

Run across besides [edit]

10-1E orthographic diagram

  • Mach number
  • XS-1 (spacecraft)

Aircraft of comparable office, configuration, and era

  • Miles One thousand.52

Related lists

  • List of experimental aircraft
  • List of rocket aircraft
  • Listing of 10-1 flights
  • List of X-1A flights
  • List of X-1B flights
  • Listing of X-1D flights
  • List of X-1E flights
  • Air Forcefulness Exam Center

References [edit]

Notes [edit]

  1. ^ a b Hallion, Richard, P. "The NACA, NASA, and the Supersonic-Hypersonic Frontier." Archived 2014-08-14 at the Wayback Machine NASA. Retrieved: 7 September 2011.
  2. ^ a b Woods 1975, p. 36.
  3. ^ Bancroft, Dennis. Secret History: "Breaking the Audio Bulwark" Channel 4, 7 July 1997. Re-packaged as NOVA: "Faster Than Audio.", PBS, 14 October 1997. Retrieved: 26 April 2009.
  4. ^ Paur, Jason."Oct. xiv, 1947: Yeager machs the sound barrier." Wired , 14 October 2009. Retrieved: 10 January 2016.
  5. ^ Miller 2001.[ page needed ]
  6. ^ Brown 1980, p. 42.
  7. ^ a b c d e f Ley, Willy (November 1948). "The 'Brickwall' in the Sky". Astounding Scientific discipline Fiction. pp. 78–99.
  8. ^ Miller 2001, p. fifteen.
  9. ^ Yeager et al., 1997, p. fourteen.
  10. ^ Pisano, et al.. 2006, p. 52.
  11. ^ Miller, p. 23
  12. ^ Anderson, Clarence East. "Bud". "Initial Glide Flights." Archived March 25, 2007, at the Wayback Car cebudanderson.com. Retrieved: 14 October 2009.
  13. ^ Johnston, A.Yard. "Tex" (1992). Tex Johnston, Jet-Historic period Test Airplane pilot. New York: Bantam. pp. 81–86, 104, 115–126. ISBN9780553295870.
  14. ^ a b Yeager and Janos 1986
  15. ^ Wolfe 1979, pp. 52–53.
  16. ^ Anderson, Clarence E. "Bud". "A Turning Point." Archived April two, 2007, at the Wayback Machine cebudanderson.com. Retrieved: 14 Oct 2009.
  17. ^ Powers, Sheryll Goeccke. "Women in Flight Enquiry at NASA Dryden Flight Research Center from 1946 to 1995," Monographs in Aerospace History, Number 6, 1997, NASA Headquarters, Washington, D. C.
  18. ^ "Flights 'much faster than sound' confirmed by the U.S. Air Forcefulness". Milwaukee Journal. June 10, 1948. p. one, part 1.
  19. ^ "Two U.Due south. planes fly faster than sound". Pittsburgh Post-Gazette. Associated Press. June 11, 1948. p. iv.
  20. ^ a b Miller 2001, pp. 21–35.
  21. ^ Immature, Dr. Jim. "Major Chuck Yeager'south Flight to Mach 2.44 In the X-1A". Archived March 12, 2008, at the Wayback Machine AFFTC History Role, Edwards AFB. Retrieved 14 October 2009.
  22. ^ Martin, Douglas |title=Arthur Murray. "Exam Pilot, Is Dead at 92". The New York Times, 4 August 2011. Retrieved 6 Baronial 2011.
  23. ^ Miller 2001, p. 21.
  24. ^ Thompson, Lance. "The Ten-Hunters". Air & Space, February/March 1995, ISSN 0886-2257. Retrieved 12 March 2008.
  25. ^ Baugher, Joe. "USAAS-USAAC-USAAF-USAF Aircraft Serial Numbers – 1908 to Present." USAAS/USAAC/USAAF/USAF Shipping Serials,20 January 2008. Retrieved: 12 December 2010.
  26. ^ "Photo number East-24911: X-1A in flying with flight data superimposed." Archived December vii, 2006, at the Wayback Auto NASA Dryden. Retrieved: 14 October 2009.
  27. ^ "Fact Canvas X-1." NASA Dryden Fact Sheet. Retrieved: 12 March 2008.
  28. ^ Miller 2001, p. 25.
  29. ^ Fabricated by the Ulmer Company. James R. Hansen, "Offset Man" p. 134
  30. ^ "Photo Ten-1A (E-24911)." Archived September 20, 2008, at the Wayback Machine NASA (Dryden Collections). Retrieved: 5 January 2016.
  31. ^ Lockett, Brian. "Edwards Air Force Base History: Bell X-1 Explosions." Goleta Air and Space Museum, iii July 1998. Retrieved: v January 2016.
  32. ^ a b "Fact canvas: X-1E." NASA (Dryden Collections). Retrieved: 5 January 2016..
  33. ^ "Bell 10-1". si.edu. 21 March 2016.
  34. ^ Staff, "Resting Place", Flight, 28 September 1950, page 350.
  35. ^ Pelletier, Alain J. (1992). Bell Shipping since 1935 (1st ed.). Annapolis: Naval Institute Press. pp. 83–xc. ISBNone-55750-056--8.

Bibliography [edit]

  • "Breaking the Audio Bulwark". Modernistic Marvels (Television program). 2003.
  • Hallion, Dr. Richard P. "Saga of the Rocket Ships". AirEnthusiast 5, November 1977 – Feb 1978. Bromley, Kent, UK: Pilot Press Ltd., 1977.
  • Miller, Jay. The X-Planes: X-one to Ten-45. Hinckley, UK: Midland, 2001. ISBN 1-85780-109-1.
  • Pisano, Dominick A., R. Robert van der Linden and Frank H. Wintertime. Chuck Yeager and the Bell Ten-1: Breaking the Audio Bulwark. Washington, D.C.: Smithsonian National Air and Infinite Museum (in association with Abrams, New York), 2006. ISBN 0-8109-5535-0.
  • Winchester, Jim. "Bong X-1". Concept Aircraft: Prototypes, Ten-Planes and Experimental Aircraft (The Aviation Factfile). Kent, UK: Grange Books plc, 2005. ISBN 978-one-59223-480-vi.
  • Wolfe. Tom. The Right Stuff. New York: Farrar, Straus and Giroux, 1979. ISBN 0-374-25033-two.
  • Yeager, Chuck, Bob Cardenas, Bob Hoover, Jack Russell and James Young. The Quest for Mach One: A First-Person Business relationship of Breaking the Sound Barrier. New York: Penguin Studio, 1997. ISBN 0-670-87460-iv.
  • Yeager, Chuck and Leo Janos. Yeager: An Autobiography. New York: Bantam, 1986. ISBN 0-553-25674-2.

External links [edit]

  • Bell X-1B – National Museum of the United States Air Force
  • X-1 fiftieth anniversary – NASA
  • Chalmers H. (Slick) Goodlin – NASA
  • American X-Vehicles – An Inventory—Ten-1 to 10-50 – NASA
  • Bell X-ane – National Air and Space Museum
  • General Chuck Yeager | The Official Website
  • Modeller'south Guide to Bell X-1 Experimental Aircraft Role one, Part ii
  • X-1 is Carried Aloft; Cockpit of the Bell X-1 – Popular Scientific discipline
  • NASA video drove

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Source: https://en.wikipedia.org/wiki/Bell_X-1

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