1/72 Bell X-1E (Special Hobby)
Discussion
Continuing my X-1 and NACA/NASA theme, I decided to have a look at the Special Hobby X-1E that I acquired not that long ago.
Three original X-1s were built (46-062, 063 and 064). 46-062 was the aircraft used by Yeager to break the sound barrier in 1947. It is on display at the National Air and Space Museum, Washington DC. 063 was the second aircraft which had a different thickness wing and was later converted into the more advanced X-1E - which will be the subject of this build. 064 had a very short life being destroyed when it blew up on the ground - also destroying the mother ship it was attached to at the time.
The USAF decided that there was more potential in the basic X-1 configuration and ordered four more "advanced versions to investigate speed regimes up to and beyond Mach 2- the X-1A, B, C and D. The X-1C was cancelled before it was built so only three of the 2nd generation aircraft were built. However, these later designs had a rather patchy record - two (the X-1A and D) being destroyed by explosions caused by liquid oxygen impregnating leather gaskets in the motor system.
It was because of the loss of these two 2nd generation X-1s before any meaningful research had been achieved, that it was decided to rebuild 063 as the X-1E. It survived its career and is now on display at Edwards Air Force Base.
The kit will be the first advanced "short run" injection moulded kit I have tackled. The parts, I have to say, look lovely on the sprues - even better than Tamiya's X-1 which I am still working on, but I do know that the fit of some of these short run kits may not be perfect. There are also some resin components (the undercarriage bays, cockpit interior and rocket exhausts) so that will be a new medium for me to tackle as well.
Here are the basic bits -
Three original X-1s were built (46-062, 063 and 064). 46-062 was the aircraft used by Yeager to break the sound barrier in 1947. It is on display at the National Air and Space Museum, Washington DC. 063 was the second aircraft which had a different thickness wing and was later converted into the more advanced X-1E - which will be the subject of this build. 064 had a very short life being destroyed when it blew up on the ground - also destroying the mother ship it was attached to at the time.
The USAF decided that there was more potential in the basic X-1 configuration and ordered four more "advanced versions to investigate speed regimes up to and beyond Mach 2- the X-1A, B, C and D. The X-1C was cancelled before it was built so only three of the 2nd generation aircraft were built. However, these later designs had a rather patchy record - two (the X-1A and D) being destroyed by explosions caused by liquid oxygen impregnating leather gaskets in the motor system.
It was because of the loss of these two 2nd generation X-1s before any meaningful research had been achieved, that it was decided to rebuild 063 as the X-1E. It survived its career and is now on display at Edwards Air Force Base.
The kit will be the first advanced "short run" injection moulded kit I have tackled. The parts, I have to say, look lovely on the sprues - even better than Tamiya's X-1 which I am still working on, but I do know that the fit of some of these short run kits may not be perfect. There are also some resin components (the undercarriage bays, cockpit interior and rocket exhausts) so that will be a new medium for me to tackle as well.
Here are the basic bits -
Yes - I have indeed read "Wings on My Sleeve" - and have chatted to Commander Brown in person. A lovely chap he is too.
The aircraft you are thinking of is the Miles M52.
The M52 bore very similar characteristics to the Bell XS-1 (as it was originally designated - the "S" standing for "supersonic"). Both teams went for a fuselage shape with the same characteristics as a .5 calibre bullet - which was known to be stable when supersonic.
The big difference was that Miles chose a jet engine and Bell went with rockets. When both projects were launched (1943/44) Britain had more experience with jet engines and the US had more experience with rocket motors - which is why the two teams went in the directions they did.
The Bell X-1 design had largely been finalised by the time the UK gave the M52 details to Bell - so there was nothing much that Bell could do to the design to take on board any features of the M52. However. Miles had decided on an all moving tailplane as it was known that loss of pitch control was the main reason aircraft like the Spitfire and P-38 Lightning were going out of control or crashing at or just below transonic speeds.
Bell persevered with a traditional elevator on the X-1. However, the X-1 had been designed from the start to have an adjustable tailplane - although it was not envisaged that it would be used during a transonic or supersonic run. However, after Yeager had flown above Mach.9 it was suggested by Test Pilot Jack Ridley that he try using the adjustable tailplane to ensure adequate pitch control.
There is no evidence (apart from say so) that Bell were influenced in this by arrangement by data obtained from Miles. The adjustable tailplane was in the design from the start. The decision to use it when in flight came later.
The aircraft you are thinking of is the Miles M52.
The M52 bore very similar characteristics to the Bell XS-1 (as it was originally designated - the "S" standing for "supersonic"). Both teams went for a fuselage shape with the same characteristics as a .5 calibre bullet - which was known to be stable when supersonic.
The big difference was that Miles chose a jet engine and Bell went with rockets. When both projects were launched (1943/44) Britain had more experience with jet engines and the US had more experience with rocket motors - which is why the two teams went in the directions they did.
The Bell X-1 design had largely been finalised by the time the UK gave the M52 details to Bell - so there was nothing much that Bell could do to the design to take on board any features of the M52. However. Miles had decided on an all moving tailplane as it was known that loss of pitch control was the main reason aircraft like the Spitfire and P-38 Lightning were going out of control or crashing at or just below transonic speeds.
Bell persevered with a traditional elevator on the X-1. However, the X-1 had been designed from the start to have an adjustable tailplane - although it was not envisaged that it would be used during a transonic or supersonic run. However, after Yeager had flown above Mach.9 it was suggested by Test Pilot Jack Ridley that he try using the adjustable tailplane to ensure adequate pitch control.
There is no evidence (apart from say so) that Bell were influenced in this by arrangement by data obtained from Miles. The adjustable tailplane was in the design from the start. The decision to use it when in flight came later.
It's been a long time since I updated this thread - because the build has stretched out a bit longer than I had thought it would. It's not that the model had been relegated to "The Shelf of Doom" - it's more that too many other non-modelling things have interrupted progress.
However, progress has and is being made and I hope to have everything finished by the end of the coming week. It's actually been a very enjoyable build so far and it has inspired me to have a go at more MPM/Special Hobby kits.
However, progress has and is being made and I hope to have everything finished by the end of the coming week. It's actually been a very enjoyable build so far and it has inspired me to have a go at more MPM/Special Hobby kits.
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