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Images by Joseph A. Walker of California from 1955
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X-1 launch from B-50 mothers
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X-1A with pilot Joe Walker
Test pilots 1952 - Walker, B
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| Photo Date |
March 18, 1952 |
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Test pilots 1952 - Walker, B
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| Title |
Test pilots 1952 - Walker, Butchart, and Jones |
| Description |
This photo shows test pilots, (Left-Right) Joseph A. Walker, Stanley P. Butchart and Walter P. Jones, standing in front of the Douglas D-558-II Skystreak, in 1952. These three test pilots at the National Advisory Committee for Aeronautics' High-Speed Flight Research Station probably were discussing their flights in the aircraft. Joe flew research flights on the D-558-I #3 (14 flights, first on June 29, 1951) investigating buffeting, tail loads, and longitudinal stability. He flew the D-558-II #2 (3 flights, first on April 29, 1955) and recorded data on lateral stability and control. He also made pilot check-out flights in the D-558-II #3 (2 flights, first on May 7, 1954). For fifteen years Walker served as a pilot at the Edwards flight research facility (today known as the National Aeronautics and Space Administration's Dryden Flight Research Center) on research flights as well as chase missions for other pilots on NASA and Air Force research programs. On June 8, 1966, he was flying chase in NASA's F-104N for the Air Force's experimental bomber, North American XB-70A, when he was fatally injured in a mid-air collision between the planes. Stan flew the D-558-I #3 (12 flights, first on October 19, 1951) to determine the dynamic longitudinal stability characteristics and investigations of the lateral stability and control. He made one flight in the D-558-II #3 on June 26, 1953, as a pilot check-out flight. Butchart retired from the NASA Dryden Flight Research Center at Edwards, California, on February 27, 1976, after a 25-year career in research aviation. Stan served as a research pilot, chief pilot, and director of flight operations. Walter P. Jones was a research pilot for NACA from the fall of 1950 to July 1952. He had been in the U.S. Air Force as a pilot before joining the Station. Jones flew the D-558-I #3 (5 flights, first on February 13, 1951) to study buffeting, tail loads and longitudinal stability. Jones made research flights on the D-558-II #3 ( 7 flights, first on July 20, 1951). These flights investigated pitch-up and evaluated outboard wing fences. Walt also made research flights in the Northrop X-4 (14 flights, first on March 26, 1952) and the Bell X-5 (8 flights, first on June 20, 1952). In July 1952, Walt left NACA's High-Speed Flight Research Station to join Northrop Corporation as a pilot. Returning from a test mission in a Northrop YF-89D Scorpion he was fatally injured on October 20, 1953, near Edwards Air Force Base. |
| Date |
03.18.1952 |
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Joseph (Joe) A. Walker
| Title |
Joseph (Joe) A. Walker |
| Description |
8, 1966 at Edwards, California., In March 1945 Joseph A. Walker joined the National Advisory Committee for Aeronautics' Aircraft Engine Research Laboratory, Cleveland, Ohio, (later NASA's Lewis Research Center, now the Glenn Research Center) as a physicist. He transferred to the NACA High-Speed Flight Research Station, Edwards, California in 1951, as a research pilot. For the next fifteen years Walker served as a pilot at the Edwards flight research facility (today known as NASA's Dryden Flight Research Center) on such projects as the Bell X-1#2 (2 flights, first on August 27, 1951), Bell X-1A (1 flight on July 20, 1955), X-1E (21 flights, first on December 12, 1955), Douglas D-558-I #3 Skystreak (14 flights, first on June 29, 1951), Douglas D-558-II #2 Skyrocket (3 flights, first on April 29, 1955), Douglas D-558-II #3 Skyrocket (2 flights, first on May 7, 1954). On the Douglas X-3, Joe was project pilot and made all 20 flights, the first on August 1, 1954. Joe considered this aircraft the "worst" plane he ever flew. He flew the Northrup X-4 (2 flights, first on October 18, 1951), Bell X-5 (78 flights, first on January 9, 1952). He also flew programs involving the F-100, F-101, F-102, F-104 and the B-47. Walker made the first NASA flight on the North American X-15 on March 25, 1960. His 25th and final X-15 flight on August 22, 1963, reached 354,200 feet, an unofficial record altitude of almost 67 miles. On October 30, 1964, Walker took the first Bell Lunar Landing Research Vehicle (LLRV) on its maiden flight, reaching a peak altitude of 10 feet and a free flight time of just under one minute. Two LLRV's and three Lunar Landing Training Vehicles developed from them were used to develop piloting and operational techniques for lunar landings. In November, he left the program after 35 flights on the first LLRV. Walker flew chase flights as well as research flights. On June 8, 1966 he was flying chase in NASA's F-104N for the Air Force's experimental bomber, North American XB-70A, when he was fatally injured in a mid-air collision between the planes. Joe graduated from Washington and Jefferson College in 1942, with a Bachelors degree in Physics. He enrolled in the civilian pilot training program in 1941 and, after graduation from college, entered the Army Air Forces. During World War II he flew P-38 fighters and F-5A photo reconnaissance for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was a charter member of the Society of Experimental Test Pilots and one of the first to be designated a Fellow. He was honored with the Robert J. Collier Trophy, the Harmon International Trophy for Aviators, the Iven C. Kincheloe Award and the Octave Chanute Award, all in 1961. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1961 and was named Pilot of the Year in 1963 by the National Pilots Association. Joseph Albert Walker was born February 20, 1921, in Washington, Pennsylvania, he died on June |
| Date |
01.01.1956 |
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X-1E launch from B-50 mother
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| Title |
X-1E launch from B-50 mothership |
| Description |
Beginning in 1946, two XS-1 experimental research aircraft (later redesignated X-1s) conducted pioneering tests at Muroc Army Air Field (now Edwards Air Force Base) in California to obtain flight data on conditions in the transonic speed range. These early tests culminated on October 14, 1947, in the first piloted flight faster than Mach 1.0, the speed of sound. During November, 1947, the Air Force authorized studies that led to a contract (W-33-038-ac-20062) with Bell Aircraft to build four (later three) improved X-1 aircraft (the X-1C being cancelled). Designated X-1A (#48-1384), X-1B (#48-1385), and X-1D (#48-1386), the airplanes were ready by late 1950. The aircraft were about five feet longer and 2,500 lbs. heavier than the original X-craft planes. They used the 8-percent wing like the earlier X-craft. The D-model had a low-pressure turbo-pump and the B model was fitted with a prototype hydrogen peroxide reaction control system for later aircraft to use in exoatmospheric research flights. Access was through a lift-off canopy. The planes were finished in their bare metal color and white. The X-1D was ready first, but on what was intended to be its second flight (August 22, 1951) it was jettisoned and crashed at Muroc after an aerial explosion while still mated to its mother (B-50A [#46-006A]) ship. The long-delayed X-1 #3 airplane with the turbine pump was finally completed for the NACA in 1951. It made its first glide flight on July 20, 1951, with NACA pilot Joseph Cannon. Its second and final captive flight was on November 9, 1951. It was destroyed on the ground by an explosion and fire along with its B-50A mother ship while attempting to jettison fuel. The X-1A arrived at Muroc in January, 1953 and had its first powered flight on February 21, 1953. On December 8, 1953 with Yeager as pilot, the aircraft investigated high-speed stability and control issues. The X-1A was turned over to the NACA, but was lost to aerial explosion on August 8, 1955, shortly before it was to be launched on its second flight. It had to be jettisoned to the Muroc desert. Shop experiments soon determined that the deadly explosive culprit for the X-1D, the X-1 #3, and the X-1A was the ulmer leather gasket material used in contact with the liquid oxygen. The loss of the X-1 #3 and the X-1D led the NACA to rebuild the X-1 #2 into a new aircraft. By December 1955, the redesignated X-1E was ready. It featured a new, very thin 4-percent wing along with the existing 8-percent tail, with an efficient low-pressure turbo-pump for the engine. It also contained an ejection seat for the pilot, unlike the original X-1. On October 8, 1957, the aircraft with NACA pilot Joseph A. Walker achieved a speed of Mach 2.24 (1,478 mph). During its second flight career, the new X-1E allowed NACA to gather significant data on high Mach flight and stability questions and to demonstrate improved engine and production technology for incorporation into new USAF aircraft. The X-1E was also used to, obtain in-flight data on the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, wereonly 3 - 3/8-in. thick at the thickest point and had 343 gauges installed in them for measurement of structural loads and aerodynamic heating. Like the original X-1 it was air launched. This movie clip running about 10 seconds shows a drop from the B-50 mothership, accelerating away under rocket power and at speed making a high altitude contrail. |
| Date |
01.01.1950 |
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