1
00:00:00,000 --> 00:00:02,485


2
00:00:02,485 --> 00:00:04,970
[AIRPLANE ENGINE]

3
00:00:04,970 --> 00:00:40,754


4
00:00:40,754 --> 00:00:43,736
[THEME MUSIC]

5
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6
00:00:50,260 --> 00:00:54,370
Here at Edwards Air Force
base, September 17, 1959

7
00:00:54,370 --> 00:00:56,140
is a historic date.

8
00:00:56,140 --> 00:00:59,020
Early on this Thursday
morning the B-52 carrier

9
00:00:59,020 --> 00:01:03,220
takes the X-15 out for
its maiden powered flight.

10
00:01:03,220 --> 00:01:05,390
Hydraulic temperature, Scott.

11
00:01:05,390 --> 00:01:10,260
Minus two and holding
since we passed the tower.

12
00:01:10,260 --> 00:01:14,220
Test pilot Scott Crossfield is
buckled in and ready for a ride

13
00:01:14,220 --> 00:01:17,130
to 40,000 feet where
he'll be cut loose

14
00:01:17,130 --> 00:01:19,800
for the first demonstration
of this plane's abilities

15
00:01:19,800 --> 00:01:22,970
and performance.

16
00:01:22,970 --> 00:01:26,750
Flying chase will be Al White,
North American's alternate,

17
00:01:26,750 --> 00:01:30,920
Joe Walker, NASA's chief
test pilot, and the Air Force

18
00:01:30,920 --> 00:01:33,410
project pilot Major Bob White.

19
00:01:33,410 --> 00:01:35,900
All vital observers
today, they will

20
00:01:35,900 --> 00:01:39,920
be at the controls of the
X-15 in the near future.

21
00:01:39,920 --> 00:01:42,350
Ground crews climb in
a variety of vehicles

22
00:01:42,350 --> 00:01:44,120
and stream out to
wait for landing

23
00:01:44,120 --> 00:01:47,040
at the edge of the lake bed.

24
00:01:47,040 --> 00:01:50,280
Many eyes are on the dart
shaped plane this morning,

25
00:01:50,280 --> 00:01:52,200
but among the most
important observers

26
00:01:52,200 --> 00:01:54,390
are the engineers at NASA.

27
00:01:54,390 --> 00:01:57,690
Using the ears of radio
and the eyes of radar,

28
00:01:57,690 --> 00:02:00,360
they'll keep a close
watch on the flight.

29
00:02:00,360 --> 00:02:03,360
FM signals transmitted
will indicate the condition

30
00:02:03,360 --> 00:02:06,060
of each vital operating system.

31
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Each movement will be carefully
plotted, carefully watched.

32
00:02:10,632 --> 00:02:12,710
Edwards, 003.

33
00:02:12,710 --> 00:02:16,330
003 Edwards cleared for takeoff.

34
00:02:16,330 --> 00:02:21,070
Winds, 220 degrees at 12 knots.

35
00:02:21,070 --> 00:02:24,430
Prime responsibility for getting
the X-15 to drop altitude

36
00:02:24,430 --> 00:02:27,430
rests on the aircraft
commander Captain Charles Buck

37
00:02:27,430 --> 00:02:29,609
and the co-pilot
Captain Ellerby.

38
00:02:29,609 --> 00:02:32,603
A tower, 003 rolling now.

39
00:02:32,603 --> 00:02:56,720


40
00:02:56,720 --> 00:03:00,290
As the bomber climbs up the
litany of checkout drones on.

41
00:03:00,290 --> 00:03:04,910
Item after item, gauge,
switch, and control

42
00:03:04,910 --> 00:03:07,850
are checked and rechecked.

43
00:03:07,850 --> 00:03:12,170
In the dim interior of the 52,
Bill Berkowitz, launch monitor,

44
00:03:12,170 --> 00:03:16,480
has a close-up television
view of system operations.

45
00:03:16,480 --> 00:03:20,290
The group has been this route
before, two tries, two misses.

46
00:03:20,290 --> 00:03:22,330
The first try never
left the ground.

47
00:03:22,330 --> 00:03:24,280
The second came
agonizingly close,

48
00:03:24,280 --> 00:03:27,490
just three minutes from a drop
when a frozen valve canceled

49
00:03:27,490 --> 00:03:28,780
the effort.

50
00:03:28,780 --> 00:03:31,540
Delays are difficult to
accept, but each time

51
00:03:31,540 --> 00:03:35,172
the system at fault was improved
and a problem eliminated.

52
00:03:35,172 --> 00:03:43,848


53
00:03:43,848 --> 00:03:45,852
Engine is coming on now.

54
00:03:45,852 --> 00:03:57,500
[INAUDIBLE] [INAUDIBLE] Real
slow to pick up hydraulic

55
00:03:57,500 --> 00:03:58,640
pressure.

56
00:03:58,640 --> 00:04:00,440
Blake, how about it?

57
00:04:00,440 --> 00:04:02,910
It's a little slow, but
it's up to speed now.

58
00:04:02,910 --> 00:04:05,760


59
00:04:05,760 --> 00:04:09,860
It did drop off in about five
seconds and it did go to 3,600.

60
00:04:09,860 --> 00:04:14,100
[INAUDIBLE] on the tank.

61
00:04:14,100 --> 00:04:15,594
Three minutes to drop.

62
00:04:15,594 --> 00:04:19,080


63
00:04:19,080 --> 00:04:20,076
Roger, jettison.

64
00:04:20,076 --> 00:04:24,060


65
00:04:24,060 --> 00:04:25,554
[INAUDIBLE] jettisoning.

66
00:04:25,554 --> 00:04:27,546
[INAUDIBLE] jettisoning.

67
00:04:27,546 --> 00:04:30,036
OK, good checks.

68
00:04:30,036 --> 00:04:32,028
Prime's coming on now.

69
00:04:32,028 --> 00:04:35,016
[INAUDIBLE] prime [INAUDIBLE]
but I can't see it.

70
00:04:35,016 --> 00:04:38,500
Yeah, you got a [INAUDIBLE]
on the bottom one.

71
00:04:38,500 --> 00:04:39,000
Yeah.

72
00:04:39,000 --> 00:04:40,494
They're both looking good.

73
00:04:40,494 --> 00:04:43,482


74
00:04:43,482 --> 00:04:45,972
30 seconds, getting
ready to launch, right?

75
00:04:45,972 --> 00:04:47,466
Got a launch light on.

76
00:04:47,466 --> 00:04:49,458
Launch light on [INAUDIBLE].

77
00:04:49,458 --> 00:04:52,446
How about it, Blake,
think we're OK?

78
00:04:52,446 --> 00:04:53,442
Harry?

79
00:04:53,442 --> 00:04:54,436
All right by me.

80
00:04:54,436 --> 00:04:54,936
Let's go.

81
00:04:54,936 --> 00:04:57,924
OK, Scott, let's give it a try.

82
00:04:57,924 --> 00:05:00,912
OK, Scott, are you ready?

83
00:05:00,912 --> 00:05:03,402
I'm ready when you are, buddy.

84
00:05:03,402 --> 00:05:05,394
OK, here we go
with the countdown.

85
00:05:05,394 --> 00:05:09,378
Three, two, one, release.

86
00:05:09,378 --> 00:05:12,890


87
00:05:12,890 --> 00:05:14,450
Got eight of them going.

88
00:05:14,450 --> 00:05:16,322
Roger.

89
00:05:16,322 --> 00:05:19,286
Heading uphill at 33,000 feet.

90
00:05:19,286 --> 00:05:21,262
Roger.

91
00:05:21,262 --> 00:05:25,702
Just got to cross [INAUDIBLE].

92
00:05:25,702 --> 00:05:26,202
Roger.

93
00:05:26,202 --> 00:05:29,660


94
00:05:29,660 --> 00:05:33,118
Direction looks
good, [INAUDIBLE]..

95
00:05:33,118 --> 00:05:35,094
Right on, you look real good.

96
00:05:35,094 --> 00:05:37,564
OK, fine.

97
00:05:37,564 --> 00:05:38,552
Up on 50.

98
00:05:38,552 --> 00:05:41,520


99
00:05:41,520 --> 00:05:44,130
Level.

100
00:05:44,130 --> 00:05:46,590
The course for this flight
is a giant rectangle

101
00:05:46,590 --> 00:05:48,750
around the lake,
climbing to the North

102
00:05:48,750 --> 00:05:51,330
then making a left turn
to a westerly heading,

103
00:05:51,330 --> 00:05:56,140
and leveling off at 52,000 feet.

104
00:05:56,140 --> 00:05:58,616
Take a little speed,
I'm going to ease off.

105
00:05:58,616 --> 00:05:59,116
Roger.

106
00:05:59,116 --> 00:06:02,092


107
00:06:02,092 --> 00:06:05,564
Left turn, back.

108
00:06:05,564 --> 00:06:08,540
I'm beginning to get around
the final part of the turn.

109
00:06:08,540 --> 00:06:11,520
I dropped [INAUDIBLE].

110
00:06:11,520 --> 00:06:15,960
The record showed Mach 2.1,
over twice the speed of sound,

111
00:06:15,960 --> 00:06:21,390
1,385 miles an hour.

112
00:06:21,390 --> 00:06:22,524
Burn out.

113
00:06:22,524 --> 00:06:23,730
Roger.

114
00:06:23,730 --> 00:06:27,750
On the first try man and
plane went 1/3 the way

115
00:06:27,750 --> 00:06:30,330
to the goal of six times
the speed of sound.

116
00:06:30,330 --> 00:06:34,110


117
00:06:34,110 --> 00:06:37,350
As the X-15 slows
to subsonic speeds

118
00:06:37,350 --> 00:06:40,200
the chase planes catch up, and
the glide portion of the flight

119
00:06:40,200 --> 00:06:41,370
begins.

120
00:06:41,370 --> 00:06:43,590
Now on a southerly
heading, Crossfield

121
00:06:43,590 --> 00:06:47,310
begins his long glide to
landing from 46,000 feet.

122
00:06:47,310 --> 00:06:49,680
Time in the air is
precious and the checkout

123
00:06:49,680 --> 00:06:53,450
continues all the way down.

124
00:06:53,450 --> 00:06:53,950
Right.

125
00:06:53,950 --> 00:06:55,922
[INAUDIBLE]

126
00:06:55,922 --> 00:06:59,644
Steady side slip.

127
00:06:59,644 --> 00:07:03,137
Very powerful rudder
on this little lady.

128
00:07:03,137 --> 00:07:05,632
Drop Central.

129
00:07:05,632 --> 00:07:08,626
OK, buddy, just a second.

130
00:07:08,626 --> 00:07:11,121
8,000.

131
00:07:11,121 --> 00:07:12,530
How about I drop
it on the track?

132
00:07:12,530 --> 00:07:15,530


133
00:07:15,530 --> 00:07:17,530
Here comes control now.

134
00:07:17,530 --> 00:07:20,030
You ready?

135
00:07:20,030 --> 00:07:23,530
[INAUDIBLE]

136
00:07:23,530 --> 00:07:24,530
You're fouled up?

137
00:07:24,530 --> 00:07:27,030
No, the parachute-- well, it's
open, it's letting him down.

138
00:07:27,030 --> 00:07:28,030
How nice.

139
00:07:28,030 --> 00:07:35,530
245.

140
00:07:35,530 --> 00:07:36,530
245.

141
00:07:36,530 --> 00:07:39,030
There's plenty of
crosswind, isn't it?

142
00:07:39,030 --> 00:07:41,030
A little bit, yup.

143
00:07:41,030 --> 00:07:44,530
240.

144
00:07:44,530 --> 00:07:45,530
Go for 40.

145
00:07:45,530 --> 00:08:11,030


146
00:08:11,030 --> 00:08:15,530
Gear is coming down
and it looks good.

147
00:08:15,530 --> 00:08:25,030
[INAUDIBLE]

148
00:08:25,030 --> 00:08:27,730
Maiden flight a success.

149
00:08:27,730 --> 00:08:30,580
Today flight research took
another significant step

150
00:08:30,580 --> 00:08:33,549
forward here at Rogers Dry Lake.

151
00:08:33,549 --> 00:08:36,340
This lake bed has witnessed
many significant events

152
00:08:36,340 --> 00:08:37,465
in the history of aviation.

153
00:08:37,465 --> 00:08:40,010


154
00:08:40,010 --> 00:08:44,210
Born this day was a new
tool for flight research.

155
00:08:44,210 --> 00:08:47,780
Using a new machine to probe
into the unknown, cause

156
00:08:47,780 --> 00:08:50,660
for caution, and weeks
later the second flight

157
00:08:50,660 --> 00:08:56,050
showed that the performance
could be repeated and excel.

158
00:08:56,050 --> 00:08:58,810
Digesting the knowledge
from these first tries,

159
00:08:58,810 --> 00:09:00,670
the program became
more ambitious

160
00:09:00,670 --> 00:09:02,440
and another step
up the ladder was

161
00:09:02,440 --> 00:09:05,590
planned, one that would
extend the operating area.

162
00:09:05,590 --> 00:09:12,980


163
00:09:12,980 --> 00:09:16,700
Countdown for powered
flight begins at midnight.

164
00:09:16,700 --> 00:09:19,520
The previous week has
seen many test hurdles,

165
00:09:19,520 --> 00:09:21,950
each one met and overcome.

166
00:09:21,950 --> 00:09:24,830
Each one establishing,
with greater authority,

167
00:09:24,830 --> 00:09:28,760
the right of the X-15 to
be in this fueling area.

168
00:09:28,760 --> 00:09:31,580
All the control points
have been passed this far,

169
00:09:31,580 --> 00:09:35,090
and now the touchy, toxic,
volatile propellants

170
00:09:35,090 --> 00:09:37,730
are added one by one.

171
00:09:37,730 --> 00:09:40,520
As tanks are gradually
filled, crew members

172
00:09:40,520 --> 00:09:44,690
take long last looks into the
vital, then close the doors.

173
00:09:44,690 --> 00:09:48,320
Dawn finds the service carts
being pulled away with the two

174
00:09:48,320 --> 00:09:51,690
aircraft again standing ready.

175
00:09:51,690 --> 00:09:53,910
Even the most carefully
controlled experiment

176
00:09:53,910 --> 00:09:56,670
has its element of risk,
and the sober faces

177
00:09:56,670 --> 00:10:00,810
of every member of the
team reflect their concern.

178
00:10:00,810 --> 00:10:03,960
Each research flight
has fresh new goals.

179
00:10:03,960 --> 00:10:07,960
Each one is a cautious step
forward into unexplored areas.

180
00:10:07,960 --> 00:10:10,954


181
00:10:10,954 --> 00:10:13,948
[MUSIC PLAYING]

182
00:10:13,948 --> 00:11:08,400


183
00:11:08,400 --> 00:11:11,310
The intention of this flight
is to make a straight climb

184
00:11:11,310 --> 00:11:15,000
to 80,000 feet, hitting
Mach 2 at the peak.

185
00:11:15,000 --> 00:11:18,600
The now routine checks of plane
and engine pass uneventfully,

186
00:11:18,600 --> 00:11:20,790
and just past 9:00
in the morning

187
00:11:20,790 --> 00:11:23,040
the third voyage
of the X-15 begins.

188
00:11:23,040 --> 00:11:29,028
[INAUDIBLE]

189
00:11:29,028 --> 00:11:34,017
[JET ENGINE SOUNDS]

190
00:11:34,017 --> 00:11:34,517


191
00:11:34,517 --> 00:11:37,012
I've got fire,
Scott, I'd shut down.

192
00:11:37,012 --> 00:11:38,509
Full shut down.

193
00:11:38,509 --> 00:11:39,507
Shut down.

194
00:11:39,507 --> 00:11:47,010
[INAUDIBLE]

195
00:11:47,010 --> 00:11:49,080
In a split second the
plan of exploration

196
00:11:49,080 --> 00:11:51,360
is abruptly changed
to one of survival

197
00:11:51,360 --> 00:11:53,520
as the pilot feels out
the plane for damage

198
00:11:53,520 --> 00:11:56,290
and heads for Rosamond,
an emergency landing area.

199
00:11:56,290 --> 00:11:58,630
Never has the pilot
been more vital.

200
00:11:58,630 --> 00:12:02,050
Now it's his responsibility
to get the plane on the ground

201
00:12:02,050 --> 00:12:04,596
safely if he can.

202
00:12:04,596 --> 00:12:07,056
OK, Scott, [INAUDIBLE] anytime.

203
00:12:07,056 --> 00:12:10,008
Central coming off now, boys.

204
00:12:10,008 --> 00:12:10,992
Central off?

205
00:12:10,992 --> 00:12:11,976
It's off.

206
00:12:11,976 --> 00:12:12,960
Central is off.

207
00:12:12,960 --> 00:12:14,436
[INAUDIBLE] from the flaps.

208
00:12:14,436 --> 00:12:19,356


209
00:12:19,356 --> 00:12:25,260
[INAUDIBLE]

210
00:12:25,260 --> 00:12:27,720
[TENSE MUSIC PLAYING]

211
00:12:27,720 --> 00:12:37,668


212
00:12:37,668 --> 00:12:41,140
[INAUDIBLE]

213
00:12:41,140 --> 00:12:49,572
[INAUDIBLE] 30
feet, 20, 10, five.

214
00:12:49,572 --> 00:13:02,570


215
00:13:02,570 --> 00:13:05,030
Trouble came in
pairs on this day.

216
00:13:05,030 --> 00:13:06,860
The engine failure
was complicated

217
00:13:06,860 --> 00:13:09,920
by a structural break, and
both were, at this time,

218
00:13:09,920 --> 00:13:11,330
unexplained.

219
00:13:11,330 --> 00:13:14,120
The plane was on the
ground, the pilot safe,

220
00:13:14,120 --> 00:13:16,640
but there were new problems.

221
00:13:16,640 --> 00:13:18,590
Investigators found
that the rocket engine

222
00:13:18,590 --> 00:13:20,630
had suffered an
ignition failure,

223
00:13:20,630 --> 00:13:23,480
leaving a chamber
loaded with explosives.

224
00:13:23,480 --> 00:13:27,230
When this mixture finally
ignited, the chamber ruptured.

225
00:13:27,230 --> 00:13:29,420
This explosion
triggered another series

226
00:13:29,420 --> 00:13:32,090
of events leading to
additional damage.

227
00:13:32,090 --> 00:13:35,390
Under normal conditions,
the tanks are almost empty,

228
00:13:35,390 --> 00:13:38,540
but jettison in a
nose-down emergency glide

229
00:13:38,540 --> 00:13:42,530
leaves more propellants,
more weight, in the fuselage.

230
00:13:42,530 --> 00:13:45,530
Because of this increased
weight, the nose of the plane

231
00:13:45,530 --> 00:13:48,590
had to be higher than
usual during landing.

232
00:13:48,590 --> 00:13:50,750
Although the
touchdown was smooth,

233
00:13:50,750 --> 00:13:53,270
the nose-up angle was
beyond the design limits

234
00:13:53,270 --> 00:13:54,830
and the break
occurred when the nose

235
00:13:54,830 --> 00:13:58,170
wheel slammed to the ground.

236
00:13:58,170 --> 00:14:00,060
A day and a half
after the accident

237
00:14:00,060 --> 00:14:03,810
saw the air frame and its
original jigs at the factory.

238
00:14:03,810 --> 00:14:06,410
The damage that seemed
crippling was quickly repaired

239
00:14:06,410 --> 00:14:09,750
and the broken halves rejoined.

240
00:14:09,750 --> 00:14:12,900
This whole project is
one set to gain knowledge

241
00:14:12,900 --> 00:14:16,490
and, even from failures,
lessons are learned.

242
00:14:16,490 --> 00:14:18,920
The fuselage was
strengthened and landing gear

243
00:14:18,920 --> 00:14:21,900
was redesigned to
absorb more shock.

244
00:14:21,900 --> 00:14:25,730
The rocket engines were modified
to increase reliability.

245
00:14:25,730 --> 00:14:28,610
Five weeks after the
unsuccessful try the plane,

246
00:14:28,610 --> 00:14:31,870
now whole and improved,
began its trek back

247
00:14:31,870 --> 00:14:33,380
to Edwards Air Force base.

248
00:14:33,380 --> 00:14:40,540


249
00:14:40,540 --> 00:14:43,270
Weeks have slipped by
since the accident,

250
00:14:43,270 --> 00:14:46,000
but the time has been
traded for knowledge.

251
00:14:46,000 --> 00:14:47,440
More is known now.

252
00:14:47,440 --> 00:14:49,660
Certain hazards
have been ruled out.

253
00:14:49,660 --> 00:14:53,040
The machine is
better, more able.

254
00:14:53,040 --> 00:14:57,420
This is the number one plane of
the series, modified, improved,

255
00:14:57,420 --> 00:14:59,940
and set to show
its capabilities.

256
00:14:59,940 --> 00:15:03,768
It hangs frosted,
smoking, ready.

257
00:15:03,768 --> 00:15:20,136


258
00:15:20,136 --> 00:15:22,616
[JET ENGINE FIRING]

259
00:15:22,616 --> 00:15:26,584


260
00:15:26,584 --> 00:15:28,072
Looking real good
from back here.

261
00:15:28,072 --> 00:15:30,056
And they look [INAUDIBLE].

262
00:15:30,056 --> 00:15:36,008


263
00:15:36,008 --> 00:15:37,992
(SINGING) Back in
the saddle again.

264
00:15:37,992 --> 00:15:50,950


265
00:15:50,950 --> 00:15:53,260
Pouring on the rocket
power, the X-15

266
00:15:53,260 --> 00:15:58,120
streaks to a new high of
Mach 2.5, 1,660 miles an hour

267
00:15:58,120 --> 00:16:02,230
at 67,000 feet.

268
00:16:02,230 --> 00:16:04,240
January saw the number
one airplane make

269
00:16:04,240 --> 00:16:06,500
its final qualifying flight.

270
00:16:06,500 --> 00:16:08,720
Delivery to the
airports and NASA

271
00:16:08,720 --> 00:16:11,930
started a new crew on acceptance
check and pre-flight readying.

272
00:16:11,930 --> 00:16:14,810


273
00:16:14,810 --> 00:16:18,020
Joe Walker, chief research pilot
of the National Aeronautics

274
00:16:18,020 --> 00:16:21,530
and Space Administration, was
the first to show that the X-15

275
00:16:21,530 --> 00:16:22,965
is not a one man airplane.

276
00:16:22,965 --> 00:16:25,670


277
00:16:25,670 --> 00:16:29,510
At this time, two X-15s
were flight ready.

278
00:16:29,510 --> 00:16:32,480
Number one was involved in
the Air Force NASA program

279
00:16:32,480 --> 00:16:34,850
to take the airplane
with its present engines

280
00:16:34,850 --> 00:16:37,280
and push it to the
limit of its abilities,

281
00:16:37,280 --> 00:16:40,160
and Joe Walker's first
flight denotes the start

282
00:16:40,160 --> 00:16:43,550
of this research phase.

283
00:16:43,550 --> 00:16:45,710
The number two plane
was still being

284
00:16:45,710 --> 00:16:48,860
flown by North American for
investigation of stability,

285
00:16:48,860 --> 00:16:51,365
control, flying qualities.

286
00:16:51,365 --> 00:16:54,335


287
00:16:54,335 --> 00:17:01,760
[INAUDIBLE]

288
00:17:01,760 --> 00:17:02,750
[JET ENGINE FIRING]

289
00:17:02,750 --> 00:17:07,700
OK, that's nice, Joe, turn
it a little to the right now.

290
00:17:07,700 --> 00:17:09,185
I would say that's OK.

291
00:17:09,185 --> 00:17:13,145


292
00:17:13,145 --> 00:17:15,615
OK, we've got all
eight going now.

293
00:17:15,615 --> 00:17:16,115
Roger.

294
00:17:16,115 --> 00:17:18,585
Everything looks good.

295
00:17:18,585 --> 00:17:19,085
OK.

296
00:17:19,085 --> 00:17:23,589
I'll need [INAUDIBLE] depending
on how far out I get now.

297
00:17:23,589 --> 00:17:26,349
The drop was standard,
the flight routine,

298
00:17:26,349 --> 00:17:28,130
the landing uneventful.

299
00:17:28,130 --> 00:17:31,350


300
00:17:31,350 --> 00:17:34,590
Two weeks later another
new face appeared.

301
00:17:34,590 --> 00:17:37,590
Major Bob White climbed
the ladder to the cockpit

302
00:17:37,590 --> 00:17:39,780
to try his hand at
rocketplane flying.

303
00:17:39,780 --> 00:17:42,500


304
00:17:42,500 --> 00:17:45,350
An hour and a half later,
the X-15 pilots club

305
00:17:45,350 --> 00:17:46,760
had another new member.

306
00:17:46,760 --> 00:17:49,940
The Air Force's project pilot
had made his initial run

307
00:17:49,940 --> 00:17:53,030
and now was ready to start
some serious research flying.

308
00:17:53,030 --> 00:17:55,570


309
00:17:55,570 --> 00:17:58,300
The spring of the year
saw a flurry of activity

310
00:17:58,300 --> 00:18:03,250
with two X-15s flying and North
American racking up nine drops

311
00:18:03,250 --> 00:18:04,510
with the number two airplane.

312
00:18:04,510 --> 00:18:07,290


313
00:18:07,290 --> 00:18:10,020
The Air Force and
NASA alternated pilots

314
00:18:10,020 --> 00:18:13,740
on a separate series of nine
research expeditions, flights

315
00:18:13,740 --> 00:18:16,590
that kept inching up on the
world's speed and altitude

316
00:18:16,590 --> 00:18:18,270
records.

317
00:18:18,270 --> 00:18:20,790
Both company and
governmental pilots

318
00:18:20,790 --> 00:18:23,070
kept investigating
the flight abilities

319
00:18:23,070 --> 00:18:25,590
of the planes in
different quarters,

320
00:18:25,590 --> 00:18:27,990
feeling out the new
machines, steadily

321
00:18:27,990 --> 00:18:33,930
pushing the operating area out
farther, gaining confidence.

322
00:18:33,930 --> 00:18:36,090
All flying during
this period was

323
00:18:36,090 --> 00:18:39,600
done with the XLR-11,
the small engine package.

324
00:18:39,600 --> 00:18:42,540
Its thrust of 16,000
pounds was adequate

325
00:18:42,540 --> 00:18:44,590
for early investigations.

326
00:18:44,590 --> 00:18:50,250
But everyone was waiting for the
big engine, the XLR-99, a brute

327
00:18:50,250 --> 00:18:53,730
that would blast out nearly
60,000 pounds of thrust

328
00:18:53,730 --> 00:18:56,970
to drive the plane to
peak speeds and altitudes.

329
00:18:56,970 --> 00:18:59,940
This engine is installed
in the third and last plane

330
00:18:59,940 --> 00:19:02,490
of the series which has always
been slated to be the test

331
00:19:02,490 --> 00:19:04,680
bed for this new power plant.

332
00:19:04,680 --> 00:19:07,260
And Crossfield uses his
time in between flights

333
00:19:07,260 --> 00:19:09,300
to ring off the installation.

334
00:19:09,300 --> 00:19:11,050
Preliminaries are
out of the way,

335
00:19:11,050 --> 00:19:15,810
and this run will be one
of the final before flight.

336
00:19:15,810 --> 00:19:18,150
[JET ENGINE FIRING]

337
00:19:18,150 --> 00:19:20,490


338
00:19:20,490 --> 00:19:23,250
This long awaited
engine can be throttled,

339
00:19:23,250 --> 00:19:26,550
having an idle output
of 30,000 pounds

340
00:19:26,550 --> 00:19:30,360
but able to be regulated
between idle and 60,000

341
00:19:30,360 --> 00:19:31,380
pounds of thrust.

342
00:19:31,380 --> 00:19:37,790


343
00:19:37,790 --> 00:19:40,880
Today's runs are the climax
of a long series of tests

344
00:19:40,880 --> 00:19:42,830
proving the installation.

345
00:19:42,830 --> 00:19:45,680
After this start,
they're ready for flight.

346
00:19:45,680 --> 00:19:49,159


347
00:19:49,159 --> 00:19:50,650
[JET ENGINE FIRING]

348
00:19:50,650 --> 00:19:52,638


349
00:19:52,638 --> 00:19:54,626
[INAUDIBLE] malfunction.

350
00:19:54,626 --> 00:19:55,620
Saddle off.

351
00:19:55,620 --> 00:19:59,596


352
00:19:59,596 --> 00:20:00,590
Resess.

353
00:20:00,590 --> 00:20:02,081
[EXPLOSION]

354
00:20:02,081 --> 00:20:04,069
[SUSPENSEFUL MUSIC PLAYING]

355
00:20:04,069 --> 00:20:21,970


356
00:20:21,970 --> 00:20:24,730
In a split second, years of
planning, months of tests,

357
00:20:24,730 --> 00:20:27,040
and grinding work
went up in smoke.

358
00:20:27,040 --> 00:20:29,840
There was only one real
observer, one eyewitness,

359
00:20:29,840 --> 00:20:32,260
the pilot, Scott Crossfield.

360
00:20:32,260 --> 00:20:36,100
Scott, what was your
immediate reaction?

361
00:20:36,100 --> 00:20:39,460
Well, it was the biggest
bang that I had ever heard.

362
00:20:39,460 --> 00:20:41,380
Fortunately for me
and the airplane,

363
00:20:41,380 --> 00:20:43,105
the explosion blew
the forward section

364
00:20:43,105 --> 00:20:45,910
in the tanks and the
cockpit out of the blaze,

365
00:20:45,910 --> 00:20:47,980
or out of the major
part of the blaze.

366
00:20:47,980 --> 00:20:49,750
And the firemen were
right on their toes

367
00:20:49,750 --> 00:20:52,450
and they moved in to blanket
the tanks and the fire area

368
00:20:52,450 --> 00:20:54,560
with foam.

369
00:20:54,560 --> 00:20:57,670
The first reaction we had was
that the engine had blown up.

370
00:20:57,670 --> 00:21:00,700
But like many first
impressions, this was wrong.

371
00:21:00,700 --> 00:21:03,290


372
00:21:03,290 --> 00:21:05,330
As soon as the
pipes cooled down,

373
00:21:05,330 --> 00:21:09,740
a disenchanted group
of engineers moved in.

374
00:21:09,740 --> 00:21:12,160
And as you might imagine,
things were pretty well

375
00:21:12,160 --> 00:21:13,060
scattered about.

376
00:21:13,060 --> 00:21:16,210


377
00:21:16,210 --> 00:21:20,290
We also took a close look at
the film that you've just seen,

378
00:21:20,290 --> 00:21:24,490
and here are a couple of frames
that gave us our first clue.

379
00:21:24,490 --> 00:21:26,620
Just before the blow
up, a cloud of vapor

380
00:21:26,620 --> 00:21:29,830
appeared ahead of the
engine, so the search

381
00:21:29,830 --> 00:21:32,930
was concentrated on this area.

382
00:21:32,930 --> 00:21:36,590
Following up this lead we found
that the hydrogen peroxide tank

383
00:21:36,590 --> 00:21:39,260
had been rammed, smashed open.

384
00:21:39,260 --> 00:21:42,330
But with what?

385
00:21:42,330 --> 00:21:45,210
Lining up with the tank is a
center structure of the ammonia

386
00:21:45,210 --> 00:21:48,420
tank and its shape match the
impacted area of the hydrogen

387
00:21:48,420 --> 00:21:49,930
peroxide sphere.

388
00:21:49,930 --> 00:21:51,850
But how could this part fail?

389
00:21:51,850 --> 00:21:54,306
Likely through overpressure.

390
00:21:54,306 --> 00:21:56,340
Now, a check of
the instrumentation

391
00:21:56,340 --> 00:21:59,160
showed tank pressures
far over normal.

392
00:21:59,160 --> 00:22:01,650
Again the question, why?

393
00:22:01,650 --> 00:22:04,200
The pressure regulator
was recovered and checked.

394
00:22:04,200 --> 00:22:06,630
It was determined
that freezing caused

395
00:22:06,630 --> 00:22:09,510
by the very low temperature
pressurizing gas

396
00:22:09,510 --> 00:22:12,220
had caused the regulator
to stick full open.

397
00:22:12,220 --> 00:22:16,380
But there's a safety, a valve
to relieve over pressure.

398
00:22:16,380 --> 00:22:18,600
This valve and the
entire release system

399
00:22:18,600 --> 00:22:20,300
was also checked.

400
00:22:20,300 --> 00:22:22,860
Here it was determined that
a flow sensitive relief

401
00:22:22,860 --> 00:22:25,950
valve combined with the
vapor disposal equipment

402
00:22:25,950 --> 00:22:31,300
had created enough back
pressure to fail the tank.

403
00:22:31,300 --> 00:22:35,380
So, a frozen regulator,
a faulty relief valve,

404
00:22:35,380 --> 00:22:38,830
and a high back pressure relief
system had gotten together

405
00:22:38,830 --> 00:22:41,290
and we had wrecked an airplane.

406
00:22:41,290 --> 00:22:43,750
The entire pressurizing
and release systems

407
00:22:43,750 --> 00:22:48,550
were analyzed, redesigned,
tested, and retested.

408
00:22:48,550 --> 00:22:51,040
We ran the combination
time after time,

409
00:22:51,040 --> 00:22:54,610
deliberately creating the
most severe failures possible.

410
00:22:54,610 --> 00:22:56,980
Weeks passed before
we and everyone else

411
00:22:56,980 --> 00:22:59,740
were convinced that
the problem was licked.

412
00:22:59,740 --> 00:23:02,620
As a measure of how the
confidence was restored,

413
00:23:02,620 --> 00:23:07,130
here is what happened
on the 4th of August.

414
00:23:07,130 --> 00:23:11,557
On this historic date, Joe
Walker let out a yip of joy.

415
00:23:11,557 --> 00:23:12,960
Yippee!

416
00:23:12,960 --> 00:23:15,510
He had just pushed the
modified small engine

417
00:23:15,510 --> 00:23:18,270
airplane to a new
speed record, then

418
00:23:18,270 --> 00:23:20,093
made his report to the public.

419
00:23:20,093 --> 00:23:23,730
Joe, how does it feel to be
the fastest living human?

420
00:23:23,730 --> 00:23:27,210
I don't know if I feel much
different than I did yesterday

421
00:23:27,210 --> 00:23:31,960
except that the waiting for
the flight is over finally.

422
00:23:31,960 --> 00:23:35,046


423
00:23:35,046 --> 00:23:37,992
60 at 165.

424
00:23:37,992 --> 00:23:39,465
[INAUDIBLE] Joe.

425
00:23:39,465 --> 00:23:40,938
Roger.

426
00:23:40,938 --> 00:23:42,411
[INAUDIBLE] look good?

427
00:23:42,411 --> 00:23:46,339
[INAUDIBLE]

428
00:23:46,339 --> 00:23:48,303
[INAUDIBLE]

429
00:23:48,303 --> 00:23:49,285
Go, go.

430
00:23:49,285 --> 00:23:52,231


431
00:23:52,231 --> 00:23:56,528
Burnout plus 3 plus.

432
00:23:56,528 --> 00:23:57,482
You made it.

433
00:23:57,482 --> 00:24:03,700


434
00:24:03,700 --> 00:24:07,390
At what point did you
reach your maximum speed?

435
00:24:07,390 --> 00:24:10,940
If you noticed the vapor
trail from the engine--

436
00:24:10,940 --> 00:24:14,040
if the engine did cut out,
that was the point at which

437
00:24:14,040 --> 00:24:16,420
I reached the maximum speed.

438
00:24:16,420 --> 00:24:17,800
And what was your altitude then?

439
00:24:17,800 --> 00:24:20,050
Around 66,000.

440
00:24:20,050 --> 00:24:23,140
How long were you
going that 2,150 miles?

441
00:24:23,140 --> 00:24:26,910
Just one instant.

442
00:24:26,910 --> 00:24:29,880
Then on the 12th of August,
just eight days later,

443
00:24:29,880 --> 00:24:34,920
Major Bob White was up before
the cameras after his 136,500

444
00:24:34,920 --> 00:24:37,470
foot record breaking
altitude flight.

445
00:24:37,470 --> 00:24:41,550
The flight today
offered, I would say,

446
00:24:41,550 --> 00:24:44,790
no problems and
nothing that could

447
00:24:44,790 --> 00:24:47,310
be considered a limitation
as far as man's ability

448
00:24:47,310 --> 00:24:49,160
to fly an aircraft.

449
00:24:49,160 --> 00:24:50,632
Starting the pull up.

450
00:24:50,632 --> 00:24:52,110
Roger.

451
00:24:52,110 --> 00:24:53,700
Right on the track.

452
00:24:53,700 --> 00:24:55,970
Your angle looks good, Bob.

453
00:24:55,970 --> 00:24:57,830
It's sure going up.

454
00:24:57,830 --> 00:25:00,630
That's nice.

455
00:25:00,630 --> 00:25:04,800
Once I pitched up and reached
the highest climb angle,

456
00:25:04,800 --> 00:25:08,310
I was very definitely impressed
that I was going, well almost,

457
00:25:08,310 --> 00:25:08,880
straight up.

458
00:25:08,880 --> 00:25:10,255
Of course, it
wasn't straight up,

459
00:25:10,255 --> 00:25:14,388
but it appears to be that
way from the cockpit.

460
00:25:14,388 --> 00:25:16,336
Got you coming up on 10 now.

461
00:25:16,336 --> 00:25:17,797
OK.

462
00:25:17,797 --> 00:25:19,745
Angle's very good.

463
00:25:19,745 --> 00:25:20,719
Going through 11 now.

464
00:25:20,719 --> 00:25:25,110


465
00:25:25,110 --> 00:25:26,070
Burnout.

466
00:25:26,070 --> 00:25:30,360
Out now at, coming on 12 now.

467
00:25:30,360 --> 00:25:35,254
Got 12.6, and 13.

468
00:25:35,254 --> 00:25:37,600
Very sensitive.

469
00:25:37,600 --> 00:25:39,390
That's still good.

470
00:25:39,390 --> 00:25:42,670
It's fantastic up here.

471
00:25:42,670 --> 00:25:44,920
What you see at this
altitude impressed me

472
00:25:44,920 --> 00:25:50,260
as being the most dramatic point
of flying at over 130,000 feet.

473
00:25:50,260 --> 00:25:54,070
The very dark blue sky
and the lighter band

474
00:25:54,070 --> 00:25:57,400
that was immediately surrounding
the earth, and then of course

475
00:25:57,400 --> 00:25:59,200
the many, many miles
off in the distance

476
00:25:59,200 --> 00:26:01,750
that you're able to see.

477
00:26:01,750 --> 00:26:05,650
Looking to the future, I would
say that we hope very much,

478
00:26:05,650 --> 00:26:08,090
and I would particularly
like to continue on

479
00:26:08,090 --> 00:26:09,730
in work that would
take us to higher

480
00:26:09,730 --> 00:26:11,890
altitudes with manned aircraft.

481
00:26:11,890 --> 00:26:14,950
Now the full potential of the
airplane with the small engines

482
00:26:14,950 --> 00:26:17,350
had been fully investigated.

483
00:26:17,350 --> 00:26:18,790
While the number
two airplane was

484
00:26:18,790 --> 00:26:20,770
being fitted with
the big engine,

485
00:26:20,770 --> 00:26:25,550
number one began a series
of training flights.

486
00:26:25,550 --> 00:26:27,440
The full crew was
now given a chance

487
00:26:27,440 --> 00:26:31,940
to try its hand at piloting
the research plane.

488
00:26:31,940 --> 00:26:34,400
Commander Peterson, the
Navy's representative,

489
00:26:34,400 --> 00:26:37,190
was the fourth man
to ride the X-15.

490
00:26:37,190 --> 00:26:40,130
He made two flights
in early fall.

491
00:26:40,130 --> 00:26:42,560
Then Jack McKay,
National Research pilot,

492
00:26:42,560 --> 00:26:45,560
took his first ride
at the end of October.

493
00:26:45,560 --> 00:26:48,260
Captain Rushworth, the
Air Force backup pilot,

494
00:26:48,260 --> 00:26:52,010
was next to show his skill
at rocketplane flying.

495
00:26:52,010 --> 00:26:55,190
NASA pilot, Neil
Armstrong's, last two flights

496
00:26:55,190 --> 00:26:57,320
closed the year.

497
00:26:57,320 --> 00:26:59,630
Training flights filled the
gap while the number two

498
00:26:59,630 --> 00:27:04,127
was being given a complete
check out with the large engine.

499
00:27:04,127 --> 00:27:06,572
[MUSIC PLAYING]

500
00:27:06,572 --> 00:27:13,430


501
00:27:13,430 --> 00:27:16,220
Since that ill fated day in
June when the explosion ripped

502
00:27:16,220 --> 00:27:19,160
the number three ship
in half, maximum effort

503
00:27:19,160 --> 00:27:21,650
has been exerted toward
getting another engine

504
00:27:21,650 --> 00:27:24,110
and installing it in ship two.

505
00:27:24,110 --> 00:27:27,950
Months of work, weeks
of painstaking trials,

506
00:27:27,950 --> 00:27:30,860
around the clock days
of final pre-flight

507
00:27:30,860 --> 00:27:33,440
were at last put to the test
on the morning of November

508
00:27:33,440 --> 00:27:35,190
the 15th.

509
00:27:35,190 --> 00:27:39,150
This is the X-15 in its
final stage of development.

510
00:27:39,150 --> 00:27:41,840
This run, if
successful, will mark

511
00:27:41,840 --> 00:27:45,140
the beginning of a whole
new era of flight research.

512
00:27:45,140 --> 00:27:46,910
[INAUDIBLE]

513
00:27:46,910 --> 00:27:48,260
[INAUDIBLE]

514
00:27:48,260 --> 00:27:50,360
It's OK down here, Scott.

515
00:27:50,360 --> 00:27:51,710
Let's give it a go.

516
00:27:51,710 --> 00:27:52,560
Roger.

517
00:27:52,560 --> 00:27:53,780
Roger.

518
00:27:53,780 --> 00:27:57,755
[INAUDIBLE]

519
00:27:57,755 --> 00:28:00,120
[INAUDIBLE]

520
00:28:00,120 --> 00:28:02,970
Got it.

521
00:28:02,970 --> 00:28:05,470
Launch.

522
00:28:05,470 --> 00:28:06,970
[JET ENGINE FIRING]

523
00:28:06,970 --> 00:28:07,970


524
00:28:07,970 --> 00:28:09,440
Turn around to
the right, Scotty.

525
00:28:09,440 --> 00:28:15,320
The launched tight
pressure is going up to 60.

526
00:28:15,320 --> 00:28:17,800
And I'm going uphill.

527
00:28:17,800 --> 00:28:20,300
I'm reading 320.

528
00:28:20,300 --> 00:28:24,265
Launch length is
holding at about 55.

529
00:28:24,265 --> 00:28:27,214
About one two [INAUDIBLE] open.

530
00:28:27,214 --> 00:28:28,690
How's it look, Al?

531
00:28:28,690 --> 00:28:31,750
Looks real good, Scotty, you
made about a 10 degree turn

532
00:28:31,750 --> 00:28:33,550
to the right when you came off.

533
00:28:33,550 --> 00:28:36,040
With the new engine
loafing at idle,

534
00:28:36,040 --> 00:28:39,470
the plane could go to four
times the speed of sound,

535
00:28:39,470 --> 00:28:42,810
so the speed brakes are open
to stay close to Mach 2.

536
00:28:42,810 --> 00:28:43,616
That's good, Scott.

537
00:28:43,616 --> 00:28:45,116
A little right of
course, you're OK.

538
00:28:45,116 --> 00:28:47,770


539
00:28:47,770 --> 00:28:48,880
Fire when ready, Ralph.

540
00:28:48,880 --> 00:28:49,900
[INAUDIBLE]

541
00:28:49,900 --> 00:28:52,270
Tell us, in your own
words, how the flight went

542
00:28:52,270 --> 00:28:54,130
and what you thought of it.

543
00:28:54,130 --> 00:28:58,390
Very well, and the engine
and its power is impressive.

544
00:28:58,390 --> 00:29:01,000
What was your maximum
altitude and speed?

545
00:29:01,000 --> 00:29:03,460
Did you have a chance
to check that yourself?

546
00:29:03,460 --> 00:29:04,280
Yeah.

547
00:29:04,280 --> 00:29:12,070
I got about 80,000 feet and a
Mach number approaching three.

548
00:29:12,070 --> 00:29:15,130
Scott, your radio talk sounded
a bit hesitant this morning

549
00:29:15,130 --> 00:29:16,540
before takeoff.

550
00:29:16,540 --> 00:29:19,000
What was that about?

551
00:29:19,000 --> 00:29:19,750
Oh, no.

552
00:29:19,750 --> 00:29:21,130
I think you misinterpreted that.

553
00:29:21,130 --> 00:29:22,630
Of course, we've
been doing the best

554
00:29:22,630 --> 00:29:27,490
we can to get this flight
off for five years,

555
00:29:27,490 --> 00:29:30,880
there's any hesitancy there.

556
00:29:30,880 --> 00:29:34,240
Scott, having observed the
minimum thrust performance

557
00:29:34,240 --> 00:29:37,390
of the engine, do you
think that the airplane now

558
00:29:37,390 --> 00:29:39,860
will be able to live up to its
design promises of altitudes

559
00:29:39,860 --> 00:29:40,870
and speed?

560
00:29:40,870 --> 00:29:43,050
[INAUDIBLE] How do you feel?

561
00:29:43,050 --> 00:29:43,550
[INAUDIBLE]

562
00:29:43,550 --> 00:29:46,570
Really, without question,
I got a little faster today

563
00:29:46,570 --> 00:29:50,320
than we'd planned and we
had on our previous flights.

564
00:29:50,320 --> 00:29:52,810
And my flight's gotten
faster than we planned

565
00:29:52,810 --> 00:29:57,250
because, for once in
history, we overestimated

566
00:29:57,250 --> 00:29:58,510
the drag on the airplane.

567
00:29:58,510 --> 00:30:02,980
I think it will exceed
its original expectations.

568
00:30:02,980 --> 00:30:06,280
Just seven days later the
second flight was launched.

569
00:30:06,280 --> 00:30:09,670
And on the 6th of
December, the third.

570
00:30:09,670 --> 00:30:12,550
Both showed the engine to
have all the abilities claimed

571
00:30:12,550 --> 00:30:13,510
of it.

572
00:30:13,510 --> 00:30:18,751
These two eminently successful
flights close the year.

573
00:30:18,751 --> 00:30:20,739
[MUSIC PLAYING]

574
00:30:20,739 --> 00:30:31,010


575
00:30:31,010 --> 00:30:34,300
But the story of the X-15
stands not in the past

576
00:30:34,300 --> 00:30:36,790
but in the future,
when every flight is

577
00:30:36,790 --> 00:30:40,510
a record breaker, when every
a trip away from the B-52

578
00:30:40,510 --> 00:30:43,750
is an unparalleled
research mission.

579
00:30:43,750 --> 00:30:46,330
Human hands will be
learning a new skill,

580
00:30:46,330 --> 00:30:48,760
to thrust deep into
unexplored areas,

581
00:30:48,760 --> 00:30:53,470
capture vital information,
then settle to a safe return

582
00:30:53,470 --> 00:30:58,600
from that twilight land standing
between Earth and space.

583
00:30:58,600 --> 00:31:01,350
[MUSIC PLAYING]

584
00:31:01,350 --> 00:31:24,011