Ames-Dryden AD-1 Oblique Wing

The Ames-Dryden (AD)-1 was a research aircraft designed to investigate the concept of an oblique (or pivoting) wing. The oblique wing could be rotated on its center pivot so that it could be set at its most efficient angle for the speed at which the airplane was flying.

The oblique wing was the brainchild of NASA aeronautical engineer Robert T. Jones, whose analytical and wind tunnel studies at the NASA Ames Research Center, Moffet Field, California, indicated that an oblique wing, supersonic transport might achieve twice the fuel economy of an aircraft sporting more conventional wings.

Also called the “scissors” wing, it was an offshoot of the variable-sweep-wing concept, which was first investigated with the X-5 research airplanes during the early 1950’s. Variable-sweep wings allow an aircraft to take advantage of the lift and handling qualities of a straight wing during the comparatively slow flight of takeoffs and landings, and the reduced drag and the better efficiency of swept-back wings during high speeds and cruise speeds. Variable-sweep wings are common on many high performance aircraft, including the F-14, F-111 and B-1.

The oblique wing on the AD-1 pivoted about the fuselage, remaining perpendicular to it during slow flight and swinging to angles of up to 60 degrees as aircraft speed increased.

The swing wing concept was first evaluated by a small, propeller-driven, remotely-piloted research vehicle (RPRV) flown at Dryden in 1976. These early techniques for gathering data about the oblique wing aircraft were applied to the twin turbojet, piloted AD-1, which was flown from 1979 to 1982.

Research pilots at the Dryden Flight Research Center, Edwards, California, flew the little plane a total of 79 times. Although the oblique wing is still considered a viable concept for large transports, the unpleasant flying characteristics of the AD-1 at extreme wing-sweep angles may have discouraged aircraft designers from adopting this configuration.

(Text & Image via NASA)

Douglas X-3 Stiletto via upload.wikimedia.org

Photo Caption: (Lindsey Bauman/The Hutchinson News) Ramey Anderson, 4, has her picture taken with former SR-71 Blackbird pilot Buz Carpenter on Saturday at the Kansas Cosmosphere and Space Center.

Spy bird still making a buzz

Former pilot of SR-71 regales crowd with tales of flying singular plane

By Kathy Hanks - The Hutchinson News - khanks@hutchnews.com

Sitting under the belly of the SR-71 Blackbird, a captivated audience listened as Buz Carpenter spoke about flying that very jet.

Carpenter, a retired colonel from the U.S. Air Force and former SR-71 pilot, was speaking to more than 200 people Saturday morning in the lobby of the Kansas Cosmosphere and Space Center.

Like the jet suspended above them, the stealthy aerodynamic planes flew at a top speed of Mach 3.3, or around 2,200 mph.

Covered with a titanium surface, the jets were black because that’s the best heat radiating color. It helps remove the heat from the aircraft during flight by radiating the heat into the extremely cold upper air, Carpenter explained.

Built by Lockheed, under top secrecy, 29 jets were completed with state-of-the-art technology. The first jets were shipped across the country in containers labeled Acme Oil, so people thought an oil rig was being moved.

Back in 1964, it had its maiden flight. However, operational flights ended 20 years ago because of budget constraints and newer technology.

Now when Carpenter, currently a docent for the Smithsonian’s National Air and Space Museum in Washington, D.C., tells high school students the SR-71 was the last airplane built with a slide rule, the students wonder what kind of battery operates a slide rule.

While 12 jets were lost, there were no fatalities. All pilots were trained to bail out, even at 85,000 feet, which was an altitude the jet typically reached. However, they had a policy that if a pilot ejected that was their last flight in the SR-71.

“You can’t be claustrophobic,” Carpenter said about flying the jet. Even climbing into the specially designed $45,000 pressure suits can make a person feel confined.

Carpenter said the jet could fly from London to Los Angeles in 3 hours and 48 minutes.

“I can’t imagine flying this alone trying to navigate, and turn the cameras on,” Carpenter told the audience, pointing to the jet above their heads.

On his flights, he would sit in the front with normal flight controls and functions. Meanwhile, the reconnaissance systems officer in the back had no flight controls, but ran the navigation system, all camera systems, controlled the electronic defensive systems and did many of the radio calls.

Carpenter recalled a mission to the Middle East in 1979 for President Jimmy Carter. The surveillance cameras were downloaded when he landed. From start to finish it took about 16 to 20 hours and the photos were delivered to the president. Today they can see the photos in 15 minutes.

Among those attending the presentation were Wichita residents Pat Winter and Chuck Beuning, engineers with Cessna.

“What amazes us is this was built in the 1960s and no aircraft has ever performed like this since,” said Winter.

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