By Dennis R Jenkins
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Additional resources for Hypersonics before the shuttle : a concise history of the X-15 research airplane
Large structural defomxxions of wings and empennage were to be recorded by cameras in special camera compartments. Another instrumentation problem arose because the sensing of static pressure, “rdinaily difficult at high Mach numbers, was compounded in the case of the X-15 by heating that would be to” great for any conventional probe and by the low pressure at the high altitudes to be explored. The answer was to develop a stable-platform-integratingaccelerometer system to provide velocity, altitude, pitch.
The Engine Finding a suitable engine for the X-15 had been somewhat problematic from the earliest stages of the project, when the WADC Power Plant Laboratory had pointed out that the lack of an acceptable rocket engine was the major shortcoming of the NACA’s original pmposal. The laboratory did not believe that any available engine was entirely suitable for the X-15 and held that no matter what engine was accepted, a considerable amount of development work could be anticipated. Most of the possible engines were either too small or would need too long a development period.
This led to construction of the X-15 High Range extending from Wendover, Utah, to Edwards AFB. Radar and telemetry stations were installed at Ely and Batty, Nevada, as well as Edwards. Telemetty from the X-15, as well as voice communications, were received, recorded, and forwarded to Edwards by the stations at Ely and Batty. Each of these stations was also manned by a person to back up the prime “communicator” (NASA 1) at Edwards in The “se of a B-36 carrier aircraft would have allowed the pilot to exit the aircraft while in transit to the drop area.