Mach
1 Day: Yeager Flew It, But John Stack Thought It Up
By
Sometime in 1978,
I was thumbing through an issue of Esquire magazine and it fell open to an
excerpt from Tom Wolfe’s “The Right Stuff.” The book would appear the following
year. Esquire picked Wolfe’s breathless recounting of Chuck Yeager’s historic
Mach 1 flight in the X-1. Today, October 14, is the 73rd anniversary of that flight. That
Yeager’s flight and the man himself were a revelation to Wolfe led to the line
in the movie version, “They were called test pilots. And no one knew their
names.”
Perhaps that was true of the
freckle-necked masses, but it wasn’t true for this aviation-obsessed
first-grader. Might have been second grade, which would have been 1957, 10
years after the fact. I certainly knew who Chuck Yeager was, what the X-1 was
and how the two connected because I had read it in one of those Golden Books
about aviation that I absorbed instead of my phonics reader. According to my
second-grade report card which, improbably, I still have, I nonetheless got a
B+ in reading, thanks to the merciful pioneering efforts of Sister Mary Clare
in the field of self-esteem boosting participation trophies.
Even today, knowing who Yaeger was and
what he did would constitute deep knowledge. Although he got the glory—and continues
to—he was but the point of the spear. The actual flight occurred on Oct. 14,
1947, but the government suppressed the announcement until the following June.
Later that year, the X-1 team was awarded the Collier trophy. The
black-and-white press grip-and-grins of the day show Yeager shaking hands with
Harry Truman, but who are those other two guys who shared the trophy?
The one on the right is Larry Bell whose
Bell Aircraft designed and built the X-1. The one on the left is John Stack.
John who? Even I admit I knew the name, but didn’t quite know the history.
Stack was an aeronautical researcher who joined NACA—the precursor to NASA—in
1928, a year after Lindbergh flew the Atlantic. At a time when a fast airplane
was tooling along at 150 knots, Stack’s interest was in high-speed flight and
eventually the problems associated with compressibility and shock wave effects
on airfoils at high speed. Much of it centered on propellers, whose tips
approached and exceeded Mach 1.
Contrary to popular belief, as revealed
in John D. Anderson’s “From Engineering
Science to Big Science: The NACA and NASA Collier Trophy Research Project
Winners,” the X-1 era
wasn’t entirely pioneering new knowledge on shock waves but applying what had
already been discovered. Almost 60 years earlier, in 1887, the Austrian
physicist Ernst Mach had photographed a shockwave from a speeding bullet
and developed rudimentary data on its characteristics. For his efforts, he got
his own number, but not until 1926, when a Swiss aeronautical engineer named
Jakob Ackeret made it so.
Throughout the 1930s, Stack and his NACA
boss, Eastman Jacobs, toiled creatively in developing wind tunnels capable of
high-speed flow. One of these eventually became the famed “11-inch,” a tunnel
that could sustain about a minute of high-speed flow using air from a giant
compressed tank. Since no aircraft were directly envisioned and neither were
the X-planes, this was pure research for the sake of investigatory curiosity.
It wouldn’t remain thus.
Among Stack and Jacobs’ numerous
discoveries were that the air behind a shock wave departed the airfoil surface
and dramatically decreased lift and increased drag, a problem that would reveal
itself in the X-1’s earlier tests and before that in the notorious
compressibility problems in the wartime P-38. This was, at the time, called a
shock stall.
As early as 1934, using a schlieren
photographic system, Stack produced a photo of a shock wave acting on an
airfoil in the transonic region. It was a fuzzy picture but the implications
were unmistakable and according to Anderson’s reporting, these discoveries
electrified the aeronautical research world. A curious graph of the day
depicted two drag curves, one rising and one descending. The first was the
subsonic regime, the second the supersonic. In between was the “unknown,”
the transonic gap.
As early as 1933,
Stack proposed a theoretical pure research airplane that eventually led to the
X-1. On paper, he called for a turbojet aircraft that could take off under its
own power and have a maximum speed of Mach 1. By the time Bell Aircraft got
hold of the idea in 1944, the airplane was to be rocket-powered and air
launched from a B-29. And thus was born not just the X-1, but a series of rocket-powered
research aircraft culminating in the X-15, whose 199 flights generated data
that helped buoy the space program and put Americans on the Moon.
So as we observe Supersonic Day, we
should remember that although Chuck Yeager flew it, John Stack thought it up.
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