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Secret History
Dr. Richard P. Hallion is The Air Force Historian for the United States Air
Force. Previously, Dr. Hallion was curator of science and technology at the
Smithsonian Institution. NOVA spoke with him on the eve of the 50th
anniversary of the breaking of the sound barrier.
NOVA: How early on did the Americans get involved in pursuing high-speed
flight?
HALLION: The American experience in high speed flight is quite interesting. In
the 1920s and '30s, what we often term as the Golden Age of Aviation we saw
radical transformations in aircraft design. We went from the era of the wooden
airplane to the all-metal airplane. We went from the era of the biplane to the
era of the monoplane. We went from the era of relatively crude propulsion
technology to the era of very reliable engine combinations. We went from an
era in which people did not use the airplane for commercial purposes to an era
by the early 1940s in which commercial aviation was very widespread. So this
is a radically transforming time in aviation. In the 1920s, a great number of
researchers started looking at the problems of flow around propellers, because
propeller tips were beginning to approach the speed of sound as the propeller
rotated. A propeller is, after all, a rotating wing. And the connection was
made in the minds of researchers that if a propeller encounters disturbing flow
conditions at high speeds, then obviously at high speeds the wing of an
airplane would as well.
NOVA: Was the quest to break the sound barrier initially motivated by possible
military applications?
HALLION: Absolutely not. In fact, in the early 1930s the initial thought on
this was that this will improve the effectiveness of commercial aircraft.
They will be able to operate at higher altitudes and speeds. At higher
altitude, where your density is less, you can fly further or the same amount of
energy, therefore, they will be more fuel efficient and they will be more
payload efficient. And those are strictly commercial questions. Now you can
turn them around and say, well, if you can carry greater payload and you can
carry it more effectively that payload may be airmail or it may be bombs. So
there's a military issue here obviously as well. But people, at least in
the 1930s, were thinking less of military applications than commercial
applications.
NOVA: At some point countries around the world began working in earnest on the
problem of breaking the sound barrier. What prompted that stepped-up
interest?
HALLION: The whole problem of high speed flight was of relatively academic
interest until the mid 1930s. But in the mid 1930s two developments
occurred that made it much more of a concern. First, we had the appearance
of the jet engine. That opened up to us the potential of practical high
speed flight. But the second event that occurred was the beginning of a
series of mysterious and indeed alarming accidents involving high speed
airplanes. And this started in 1937 with the accident of a experimental
German fighter, a new German fighter in service, the Messerschmidt 109,
which clearly came apart in flight because the pilot had experienced some
major problem with aircraft control as he dove to higher and higher speeds.
Very quickly those problems started to appear on other high performance
military airplanes in the other nations of the world. Obviously what we
were dealing here with was an international challenge; we're no longer
confronting merely a barrier in the mind or a barrier that's a theoretical
construct. Now we were seeing it as an actual physical barrier that would have
to be overcome.
NOVA: The obstacles to breaking the sound barrier were the aircraft design
itself and the building of a propulsion capable of pushing a plane that
fast. Would you say that those were equal challenges?
HALLION: The propulsion challenge was not one that was as limiting as the
aerodynamic challenge. The propulsion challenge was resolved by the
development of the jet engine, and also by the availability of the rocket
engine. And it was a matter from that point on of merely growing the
maturity of those two systems. The real challenge, because there were many
unknowns, and many grave difficulties, was the aerodynamic challenge—what actually happens to an airplane as it approaches closer and closer and
hopefully eventually passes through the speed of sound. The flow
conditions around the airplane change completely. It catches up in flight
with its own pressure signals that are descending ahead of it, so to speak.
It's like a ship catching up with its own bow wave and then passing
through it. As a result of this, there was a very great interest in
studying the phenomena of what was called trans-sonic flight—flight
between the sub-sonic and super-sonic region. (See Sonic Boom)
NOVA: How did researchers go about investigating trans-sonic flight in those
early days?
HALLION: The traditional tool for that was the wind tunnel. Unfortunately, wind
tunnel technology at that time did not predict accurate and reliable
measurement of flow conditions around aircraft at speeds in the region of
the speed of sound. This was so because models in a wind tunnel would be
exposed to air flow that would generate shock waves. These shock waves
would reverberate and reflect across the test section of the tunnel and all
subsequent measurements would be largely invalid. So there was a sizable
gap that ran from approximately 75 percent of the speed of sound—what we
refer to as mach .75—to about 1.25 times the speed of sound that was really
an area that needed to be explored and understood. And it was to research that
area that the British government and the United States government and indeed
other countries as well, pursued the development of specialized research
airplanes that would be instrumented to record and take data on flow conditions
at those speeds. In effect these airplanes were to be research tools using the
sky as a laboratory.
NOVA: In what ways did the success of the X-1 program give us an edge over
other countries? (See Men of the X-1)
HALLION: The X-1 program, first of all, demonstrated that with appropriate
design technology one could design a airplane that could pass through the
speed of sound and not merely survive but be fully functional and fully
controllable while doing so. Chiefly it demonstrated the following: that
one needed to have a very smooth body shape, what we call a relatively high
fineness ratio fuselage, a body that is long and slender. It's interesting
that we saw that because if we look at the X-1 now, it has almost a pudgy
look, if you will, compared to modern high performance airplanes. But for
its time it was radically streamlined. It was based after all on the shape
of a bullet. The other lesson that came out of the X-1 was that high
performance wing design should emphasize thin wings that have what we call
relatively low aspect ratios. In other words, the wings should be fairly
short and thin. That enables you to fly faster and more effectively. Another
design element that came out of the X-1 was that you needed to have large fully
controllable tail surfaces. The ability to maneuver the entire tail surface of
the X-1 played a key role in getting the X-1 through the speed of sound safely
and controllably.
NOVA: At the time of the X-1 program, were there concerns that other countries
were spying on us?
HALLION: During the second World War, even as the war was going on, we were
already seeing some of the hallmarks of the Cold War. Namely we were
seeing espionage directed against the United States by the Soviet Union,
and we were seeing a counter-intelligence effort by the United States to
try to find out what the Soviets were up to in terms of what they were
trying to learn about us. So during the second World War we had the
beginnings of a program that had some tremendous significance. It was
called Venona, and it began in February 1943. It was run by the U.S.
Army's Signal Intelligence Service. That's a forerunner of the present day
National Security Agency. The purpose of Venona was to examine and
possibly exploit encrypted Soviet diplomatic communications. Many messages
were accumulated by the Venona team, but because these were encrypted it was
very, very difficult to translate them. And many of the wartime messages were
in point of fact not translated until after the war. From our translation
activities of Soviet communications we learned that there was a very active
effort by the Soviets to collect information on the
United States.
NOVA: So we didn't find out about the Soviet espionage until after the war?
HALLION: Because of the volume and the nature of the traffic, many of these
messages were not able to be broken until after the second World War,
simply because the process of breaking them was so difficult. They were
all encrypted in a cipher system. We had to break the cipher systems, and
we had to find the keys in order to break those. Now what was very
interesting, as we found out later, was that there were a number of people
in various key government organizations that were targeted by the Soviets
to be sources of information or who in fact, were themselves Soviet agents.
One of these was an individual working in the National Advisory Committee for
Aeronautics. His name was William Perl. William Perl was part of a spy ring
established by Julius Rosenberg. Now the Rosenberg spy ring has always been
thought of primarily as an atomic espionage ring. But in point of fact in its
early years it was targeting the aeronautical industry and
the electronics industry. As early as 1943, Perl was passing information
to the Soviets on jet engine design. Perl later joined the Louis Research
Center of the NACA, now NASA, and while there was engaged in the design of
supersonic wind tunnel facilities, consulting on engine development and
also did a lot of work related to the atomic airplane program. So Perl was
a very highly placed source of information for the Soviets and was
transmitting a great deal of information to them.
NOVA: How did the Soviets benefit from this information?
HALLION: There's a technology transfer that you see very clearly. The Mig
fighter family is the classic example to use. If you take a look at when the
designs of the Mig 15 and 17 are actually fixed (and they're developed in the
immediate post World War II era) I think that the Soviets were not able to get
the information that they needed in time to make those aircraft what
they could have been. Instead where we see this [espionage] material radically
transform Soviet military aviation is in the next generation of Mig
aircraft, the Mig 19. The Mig 19 is the first Soviet supersonic jet
fighter. It appears contemporaneously with the first American supersonic
jet fighter, the F-100. They both appear in 1953. They both have roughly
the same performance capabilities. In fact, one could argue that the Mig 19
actually had a slightly higher performance. And so what this shows is the gap
closed.
NOVA: What was Britain's relationship with the Soviet Union during and after
the war?
HALLION: Britain's relationship with the Soviets in the 1940s was a very
interesting one. At the same time that we see Winston Churchill giving us the
Iron Curtain metaphor, and we start seeing the emergence of the Cold
War, we see the British government willy nilly selling high technology to the
Soviets. And the classic example of what they sold were two high performance
jet engines, the Rolls Royce Durwent and the Rolls Royce Nene. And the Nene
engine, interestingly enough, in Korea, powered not only the Mig 15, but it
also powered some of the American Airplanes (because it had been sold to the
United States in license built form) that we were using against the Mig 15.
For example, in Korea, in November, 1950, a U.S. Navy fighter airplane called
the F 9 F Panther confronted the first production Soviet Mig 15's that were
being flown in Korea—the two airplanes were flying using essentially the same
engine. You could have interchanged the engines in these airplanes.
NOVA: Looking to the future, is it safe to say that the ability to fly faster
than sound is, as far as modern military aircraft are concerned, a necessity?
HALLION: It's a sine quo non. It is absolutely critical. Supersonic flight,
which has been very important to us in engagement since we first became a
supersonic force, is as important now as it has ever been. Indeed, I would
argue it is more important now. For rapid response, for getting into a hostile
area and getting out, and for achieving military effects quickly, nothing beats
supersonic speed. Indeed the tendency ultimately within the next 30 years
will be for hypersonic speed.
NOVA: Define hypersonic.
HALLION: Moving on the order of five times the speed of sound. Now you may
not be doing this with a piloted system or you may be using a supersonic
airplane firing hypersonic weapons, but engagement now in the terminal
arena where that engagement takes place—I think we will see engagement
eventually moving into the hypersonic arena very, very quickly. Extremely
quickly.
Photos: (1) U.S. Air Force; (2-3) UPI/Corbis-Bettmann; (4) Corbis-Bettmann;
(5) Bell Helicopter Textron Inc.
Men of the X-1 |
Secret History |
Sonic Boom |
Speed Machines
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