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By NASA
The X-15 hypersonic rocket-powered aircraft, built by North American Aviation (NAA), greatly expanded our knowledge of flight at speeds exceeding Mach 6 and altitudes above 250,000 feet. A joint project among NASA, the U.S. Air Force, and the U.S. Navy, the X-15’s first powered flight took place on Sept. 17, 1959, at the Flight Research Center, now the Armstrong Flight Research Center, at Edwards Air Force Base (AFB) in California. NAA chief test pilot A. Scott Crossfield piloted this flight and other early test flights before NASA and the Air Force took ownership of the aircraft. Between 1959 and 1968, 12 pilots completed 199 missions and achieved ever higher speeds and altitudes, knowledge and experience that later influenced the development of future programs such as the space shuttle.
Left: During its October 1958 rollout ceremony at the North American Aviation (NAA) facility in Los Angeles, NAA pilot A. Scott Crossfield poses in front of the X-15-1. Right: Rollout of X-15-2 at the NAA facility in February 1959.
The origins of the X-15 date to 1952, when the Committee on Aerodynamics of the National Advisory Committee for Aeronautics (NACA) adopted a resolution to expand their research portfolio to study flight at altitudes between 12 and 50 miles and Mach numbers between 4 and 10. The Air Force and Navy agreed and conducted joint feasibility studies at NACA’s field centers. In 1955, the Air Force selected North American Aviation (NAA), Los Angeles, to build three X-15 hypersonic aircraft.
On Oct. 1, 1958, the new National Aeronautics and Space Administration (NASA) incorporated the NACA centers and inherited the X-15 project. Two weeks later, on Oct. 15, 1958, the rollout of the first of the three aircraft took place at NAA’s Los Angeles facility where several of the early X-15 pilots, including Crossfield, attended. After the ceremony, workers wrapped the aircraft, placed it on a flatbed truck, and drove it overnight to the High Speed Flight Station, renamed by NASA the Flight Research Center in September 1959, where all the X-15 flights took place. Before this first aircraft took to the skies, NAA rolled out X-15-2 on Feb. 27, 1959. The X-15-3 rounded out the small fleet in early 1960.
Aerial view of the Flight Research Center, now NASA’s Armstrong Flight Research Center, at Edwards Air Force Base, California, with one of the B-52 carrier aircraft at left and an X-15 at right. Image credit: courtesy JD Barnes Collection.
Left: Diagram showing the two main profiles used by the X-15, either for altitude or speed. Right: The twin XLR-11 engines, left, and the more powerful XLR-99 engine used to power the X-15.
Like earlier X-planes, a carrier aircraft, in this case a modified B-52 Stratofortress, released the 34,000-pound X-15 at an altitude of 45,000 feet to conserve its fuel for the research mission. Flights took place within the High Range, a flight corridor extending from Wendover AFB in Utah to the Rogers Dry Lake landing zone adjacent to Edwards AFB, with emergency landing zones along the way. Typical research missions lasted eight to 12 minutes and followed either a high-altitude or a high-speed profile following launch from the B-52 and ignition of the X-15’s rocket engine. After burnout of the engine, the pilot guided the aircraft to an unpowered landing on the lakebed runway. To withstand the high temperatures during hypersonic flight and reentry, the X-15’s outer skin consisted of a then-new nickel-chrome alloy called Inconel-X. Because traditional aerodynamic surfaces used for flight control while in the atmosphere do not work in the near vacuum of space, the X-15 used its Ballistic Control System thrusters for attitude control while flying outside the atmosphere. NAA substituted eight smaller XLR-11 engines that produced only 16,000 pounds of thrust because of delays in the development of the 57,000-pound thrust XLR-99 rocket engine, built specifically for the X-15, For the first 17 months of test flights, the X-15 remained significantly underpowered. NAA chief pilot Crossfield had the primary responsibility for carrying out the initial test flights of the X-15 before handover of the aircraft to NASA and the Air Force.
Left: Flight profile of the first unpowered glide test flight of the X-15. Right: A. Scott Crossfield pilots the X-15 during its first unpowered glide test flight in June 1959.
With Crossfield at the controls of X-15-1, the first captive flight during which the X-15 remained attached to the B-52’s wing, took place on March 10, 1959. Crossfield completed the first unpowered glide flight of X-15-1 on June 8, the flight lasting just five minutes.
Left: The B-52 carrier aircraft taxis on the runway at Edwards Air Force Base in California, with the X-15 and pilot A. Scott Crossfield ready to perform the first powered flight of the hypersonic research aircraft. Right: The B-52 carries the X-15 and Crossfield to the drop altitude.
Left: Pilot A. Scott Crossfield is visible in the cockpit of the X-15 shortly before the release from the B-52 carrier aircraft. Image credit: courtesy North American Aviation. Right: The X-15 dumps excess fuel just prior to the drop.
Left: The X-15 drops from the B-52 carrier aircraft to begin its first powered flight. Middle: The view from the B-52 as the X-15 drops away. Right: Pilot A. Scott Crossfield has ignited all eight of the X-15’s engines to begin the powered flight.
Left: View taken from a chase plane of the X-15 during its glide to the lakebed following its first powered flight. Middle: Pilot A. Scott Crossfield brings the X-15 to a smooth touchdown on the lakebed runway at Edwards Air Force Base in California. Image credit: courtesy North American Aviation. Right: Crossfield hops out of the cockpit at the conclusion of the X-15’s first successful powered flight.
On Sept. 17, at the controls of X-15-2, Crossfield completed the first powered flight of an X-15. Firing all eight of the XLR-11 engines for 224 seconds, he reached a speed of Mach 2.11, or 1,393 miles per hour, and an altitude of 52,341 feet. Overcoming a few hardware problems, he brought the aircraft to a successful landing after a flight lasting just over nine minutes and traveling 88 miles. During 12 more flights, Crossfield expanded the aircraft’s flight envelope to Mach 2.97 and 88,116 feet while gathering important data on its flying characteristics. His last three flights used the higher thrust XLR-99 engine, the one designed for the aircraft. Crossfield’s 14th flight on Dec. 6, 1960, marked the end of the contracted testing program, and North American turned the X-15 over to the Air Force and NASA.
Standing between the first two aircraft, North American Aviation chief test pilot A. Scott Crossfield, left, symbolically hands over the keys to the X-15 to U.S. Air Force pilot Robert M. White and NASA pilot Neil A. Armstrong at the conclusion of the contracted flight test program. Image credit: courtesy North American Aviation.
Left: Chief NASA X-15 pilot Joseph “Joe” A. Walker following his altitude record-setting flight in August 1963. Middle left: Air Force pilot William J. “Pete” Knight following his speed record-setting flight in October 1967. Middle right: NASA pilot Neil A. Armstrong stands next to an X-15. Right: Air Force pilot Joe H. Engle following a flight aboard X-15A-2 in December 1965.
Over nine years, Crossfield and 11 other pilots – five NASA, five U.S. Air Force, and one U.S. Navy – completed a total of 199 flights of the X-15, gathering data on the aerodynamic and thermal performance of the aircraft flying to the edge of space and returning to Earth. The pilots also conducted a series of experiments, taking advantage of the plane’s unique characteristics and flight environment. NASA chief pilot Joseph “Joe” A. Walker flew the first of his 25 flights in March 1960. On his final flight on Aug. 22, 1963, he took X-15-3 to an altitude of 354,200 feet, or 67.1 miles, the highest achieved in the X-15 program, and a record for piloted aircraft that stood until surpassed during the final flight of SpaceShipOne on Oct. 4, 2004.
On Oct. 3, 1967, Air Force pilot William J. “Pete” Knight flew X-15A-2, with fully fueled external tanks, to an unofficial speed record for a piloted winged vehicle of Mach 6.70, or 4,520 miles per hour. The mark stood until surpassed during the reentry of space shuttle Columbia on April 14, 1981. NASA pilot Neil A. Armstrong and Air Force pilot Joe H. Engle flew the X-15 before joining NASA’s astronaut corps. Armstrong took to the skies seven times in the X-15 prior to becoming an astronaut, where he flew the Gemini VIII mission in 1966 and took humanity’s first steps on the Moon in July 1969. Engle has the unique distinction as the only person to have flown both the X-15 (16 times) and the space shuttle (twice in the atmosphere and twice in space). Of the first powered X-15 flight, Engle said, it “was a real milestone in a program that we still benefit from today.”
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This bar graph shows GISTEMP summer global temperature anomalies for 2023 (shown in yellow) and 2024 (shown in red). June through August is considered meteorological summer in the Northern Hemisphere. The white lines indicate the range of estimated temperatures. The warmer-than-usual summers continue a long-term trend of warming, driven primarily by human-caused greenhouse gas emissions. NASA/Peter Jacobs The agency also shared new state-of-the-art datasets that allow scientists to track Earth’s temperature for any month and region going back to 1880 with greater certainty.
August 2024 set a new monthly temperature record, capping Earth’s hottest summer since global records began in 1880, according to scientists at NASA’s Goddard Institute for Space Studies (GISS) in New York. The announcement comes as a new analysis upholds confidence in the agency’s nearly 145-year-old temperature record.
June, July, and August 2024 combined were about 0.2 degrees Fahrenheit (about 0.1 degrees Celsius) warmer globally than any other summer in NASA’s record — narrowly topping the record just set in 2023. Summer of 2024 was 2.25 F (1.25 C) warmer than the average summer between 1951 and 1980, and August alone was 2.34 F (1.3 C) warmer than average. June through August is considered meteorological summer in the Northern Hemisphere.
“Data from multiple record-keepers show that the warming of the past two years may be neck and neck, but it is well above anything seen in years prior, including strong El Niño years,” said Gavin Schmidt, director of GISS. “This is a clear indication of the ongoing human-driven warming of the climate.”
NASA assembles its temperature record, known as the GISS Surface Temperature Analysis (GISTEMP), from surface air temperature data acquired by tens of thousands of meteorological stations, as well as sea surface temperatures from ship- and buoy-based instruments. It also includes measurements from Antarctica. Analytical methods consider the varied spacing of temperature stations around the globe and urban heating effects that could skew the calculations.
The GISTEMP analysis calculates temperature anomalies rather than absolute temperature. A temperature anomaly shows how far the temperature has departed from the 1951 to 1980 base average.
New assessment of temperature record
The summer record comes as new research from scientists at the Colorado School of Mines, National Science Foundation, the National Atmospheric and Oceanic Administration (NOAA), and NASA further increases confidence in the agency’s global and regional temperature data.
“Our goal was to actually quantify how good of a temperature estimate we’re making for any given time or place,” said lead author Nathan Lenssen, a professor at the Colorado School of Mines and project scientist at the National Center for Atmospheric Research (NCAR).
This visualization of GISTEMP monthly temperatures with the seasonal cycle derived from the Global Modeling and Assimilation Office’s MERRA-2 model compares 2023 (in red) and 2024 (in purple), with a transparent ribbon around each indicating the confidence intervals from the new GISTEMP uncertainty calculation. The white lines show monthly temperatures from the years 1961 to 2022. June, July, and August 2024 combined were about 0.2 degrees Fahrenheit (about 0.1 degrees Celsius) warmer globally than any other summer in NASA’s record — narrowly topping the record set in 2023.NASA/Peter Jacobs/Katy Mersmann The researchers affirmed that GISTEMP is correctly capturing rising surface temperatures on our planet and that Earth’s global temperature increase since the late 19th century — summer 2024 was about 2.7 F (1.51 C) warmer than the late 1800s — cannot be explained by any uncertainty or error in the data.
The authors built on previous work showing that NASA’s estimate of global mean temperature rise is likely accurate to within a tenth of a degree Fahrenheit in recent decades. For their latest analysis, Lenssen and colleagues examined the data for individual regions and for every month going back to 1880.
Estimating the unknown
Lenssen and colleagues provided a rigorous accounting of statistical uncertainty within the GISTEMP record. Uncertainty in science is important to understand because we cannot take measurements everywhere. Knowing the strengths and limitations of observations helps scientists assess if they’re really seeing a shift or change in the world.
The study confirmed that one of the most significant sources of uncertainty in the GISTEMP record is localized changes around meteorological stations. For example, a previously rural station may report higher temperatures as asphalt and other heat-trapping urban surfaces develop around it. Spatial gaps between stations also contribute some uncertainty in the record. GISTEMP accounts for these gaps using estimates from the closest stations.
Previously, scientists using GISTEMP estimated historical temperatures using what’s known in statistics as a confidence interval — a range of values around a measurement, often read as a specific temperature plus or minus a few fractions of degrees. The new approach uses a method known as a statistical ensemble: a spread of the 200 most probable values. While a confidence interval represents a level of certainty around a single data point, an ensemble tries to capture the whole range of possibilities.
The distinction between the two methods is meaningful to scientists tracking how temperatures have changed, especially where there are spatial gaps. For example: Say GISTEMP contains thermometer readings from Denver in July 1900, and a researcher needs to estimate what conditions were 100 miles away. Instead of reporting the Denver temperature plus or minus a few degrees, the researcher can analyze scores of equally probable values for southern Colorado and communicate the uncertainty in their results.
What does this mean for recent heat rankings?
Every year, NASA scientists use GISTEMP to provide an annual global temperature update, with 2023 ranking as the hottest year to date.
Other researchers affirmed this finding, including NOAA and the European Union’s Copernicus Climate Change Service. These institutions employ different, independent methods to assess Earth’s temperature. Copernicus, for instance, uses an advanced computer-generated approach known as reanalysis.
The records remain in broad agreement but can differ in some specific findings. Copernicus determined that July 2023 was Earth’s hottest month on record, for example, while NASA found July 2024 had a narrow edge. The new ensemble analysis has now shown that the difference between the two months is smaller than the uncertainties in the data. In other words, they are effectively tied for hottest. Within the larger historical record the new ensemble estimates for summer 2024 were likely 2.52-2.86 degrees F (1.40-1.59 degrees C) warmer than the late 19th century, while 2023 was likely 2.34-2.68 degrees F (1.30-1.49 degrees C) warmer.
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By NASA
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NASA Summer Camp Inspires Future Climate Leaders
From July 15-19, 2024, the Coastal Equity and Resilience Hub at the Georgia Institute of Technology collaborated with the University of Georgia (UGA) Marine Extension and Georgia Sea Grant to host a week-long NASA Sea Level Changemakers Summer Camp. The camp introduced 14 rising 7th-8th graders to how coastal areas are changing due to sea level rise. Set at the UGA Marine Education Center and Aquarium on Skidaway Island, the camp offered students hands-on activities and outdoor educational experiences, where they analyzed real data collected by NASA scientists and learned about community adaptations to flooding. Students interacted with experts from NASA’s Jet Propulsion Laboratory, UGA, and Georgia Tech, gaining insights into satellite observations, green infrastructure, environmental sensors, and careers related to sea level rise. The camp also included a visit to the Pin Point Heritage Museum, where students engaged with leaders from the historic Gullah Geechee community of Pin Point. The camp concluded with a boat trip to Wassaw Island, where students observed the effects of sea level rise on an undeveloped barrier island and compared these observations with earlier findings from urban environments. Funding from the NASA’s Science Activation Program and its Sea Level Education, Awareness, and Literacy (SEAL) team ensured that the camp was accessible to all students, eliminating financial barriers for groups traditionally underrepresented in STEM education.
“This investment from NASA has provided an amazing opportunity for youth in coastal Georgia to utilize NASA data and resources on a critical issue affecting their communities,” said Jill Gambill, executive director of the Coastal Equity and Resilience (CEAR) Hub at Georgia Tech. “They have more confidence now in their knowledge of sea level rise and potential solutions.”
The Sea Level Education, Awareness, and Literacy (SEAL) team is supported by NASA under cooperative agreement award number NNH21ZDA001N-SCIACT and is part of NASA’s Science Activation Portfolio. Learn more about how Science Activation connects NASA science experts, real content, and experiences with community leaders to do science in ways that activate minds and promote deeper understanding of our world and beyond: https://science.nasa.gov/learn
Participants of the 2024 NASA Sea Level Changemakers Summer Camp in Savannah, GA Share
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University of Florida researcher Rob Ferl (seated) and co-principal investigator Anna-Lisa Paul practice the experiment to study the effect of gravity transitions on the plants’ gene expression.University of Florida For the first time, a NASA-funded researcher will fly with their experiment on a commercial suborbital rocket. The technology is one of two NASA-supported experiments, also known as payloads, funded by the agency’s Flight Opportunities program that will launch aboard Blue Origin’s New Shepard suborbital rocket system on a flight test no earlier than Thursday, Aug. 29.
The researcher-tended payload, from the University of Florida in Gainesville, seeks to understand how changes in gravity during spaceflight affect plant biology. Researcher Rob Ferl will activate small, self-contained tubes pre-loaded with plants and preservative to biochemically freeze the samples at various stages of gravity. During the flight, co-principal investigator Anna-Lisa Paul will conduct four identical experiments as a control. After the flight, Ferl and Paul will examine the preserved plants to study the effect of gravity transitions on the plants’ gene expression. Studying how changes in gravity affect plant growth will support future missions to the Moon and Mars.
The university’s flight test was funded by a grant awarded through the Flight Opportunities program’s TechFlights solicitation with additional support from NASA’s Division of Biological and Physical Sciences. This experiment builds on NASA’s long history of supporting plant research and aims to accelerate the pace and productivity of space-based research.
The other Flight Opportunities supported payload is from HeetShield, a small business in Flagstaff, Arizona. Two new thermal protection system materials will be mounted to the outside of New Shepard’s propulsion module to assess their thermal performance in a relevant environment, since conditions will be similar to planetary entry. After the flight, HeetShield will analyze the structure of the materials to determine how they were affected by the flight.
Flight Opportunities, within NASA’s Space Technology Mission Directorate, facilitates demonstration of technologies for space exploration and the expansion of space commerce through suborbital testing with industry flight providers. Through various mechanisms, the program funds flight tests for internal and external technology payloads.
To learn more, visit: https://www.nasa.gov/space-technology-mission-directorate/
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