XB-70 Valkyrie

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North American XB-70 Valkyrie
Type	Strategic bomber
Manufacturer	North American Aviation
Maiden flight	1964-09-21
Status	Cancelled in 1967
Primary user	NASA
Number built	2
Program cost	US$1.5 billion for the program[1]

The North American XB-70 "Valkyrie" was an airplane conceived for the United States Air Force Strategic Air Command in the 1950s as a high-altitude waveriding bomber that could fly three times the speed of sound (Mach 3). Two aircraft were built and flew test flights in the 1960s.

Contents 1 Design 2 Flight history 3 Aircraft 4 Specifications (XB-70A) 5 References 6 External links 7 Related content

[edit] Design

The Valkyrie was configured as a canard delta wing, and built largely of stainless steel, honeycomb sandwich panels, and titanium. It was designed to make use of a phenomenon called "compression lift", achieved when the shock wave generated by the airplane flying at supersonic speeds supports part of the airplane's weight. Compression lift remains, to this day, a controversial theory as applied to the XB-70, and it is the only airplane of its size to feature drooping wingtips. For improved stability at supersonic speeds, the Valkyrie could droop its wingtips as much as 65 degrees.

Drooping the wingtips also strengthened the compression lift effect—with the wingtips drooped downwards, the shock wave caused by the compression wedge at the center of the wing would be further trapped under the wings, rather than simply flowing out past the end of the wings. There is a popular belief and some sources claim that this helps the XB-70 have the highest lift-to-drag ratio on a powered, manned aircraft.^[2]

The intended role of the aircraft was to be a high-altitude supersonic bomber, to be escorted by the XF-108 Rapier, a proposed supersonic fighter which was developed by North American Aviation in parallel with the XB-70. The Rapier was also intended as a defensive aircraft to counter an anticipated Russian bomber with capabilities similar to the XB-70. As a cost saving measure, the engines and many subsystems were engineered to be common between the two aircraft. Neither aircraft ever dropped bombs as no delivery system was ever fielded, though rockets were considered. Following the downing of the U-2 flown by Gary Powers, the viability of the XB-70 as a bomber was questioned, and the program was changed to a research program for the advanced study of aerodynamics, propulsion, and other subjects related to large supersonic aircraft, in particular the American SST program. Initial plans were made to build three aircraft, each one incorporating modifications based on lessons learned from the previous aircraft's flight tests, but the program was cut down to two aircraft in July 1964.

[edit] Flight history

The first XB-70 made its maiden flight on September 21, 1964. The first aircraft was found to suffer from weaknesses in the honeycomb construction, primarily due to inexperience with fabrication of this new material. Construction of the honeycombed panels was much more difficult than anticipated by the designers. The first aircraft was also continually troubled by hydraulic leaks, fuel leaks, and problems with the aircraft's unusually complicated landing gear. In flight on May 7, 1965, the divider separating the left and right halves of the engine inlet broke off and was ingested into the engines, damaging all six beyond repair. On October 14, 1965, on the first flight exceeding a speed of Mach 3, the stress again damaged the honeycomb construction, leaving two feet (0.6 m) of the leading edge of the left wing missing. These construction problems resulted in the imposition of a speed limit of Mach 2.5 on the first aircraft.

These honeycomb construction deficiencies were almost completely solved on the second aircraft, which first flew on July 17, 1965. On May 19, 1966 aircraft number two flew 2,400 miles (3,840 km) in 91 minutes, attaining Mach 3 for 33 minutes of that flight. On June 8, 1966, it crashed following a mid-air collision with an F-104 while the aircraft were in close formation for a photo shoot at the behest of General Electric. NASA Chief Test Pilot Joe Walker, piloting the F-104, and Carl Cross, copilot aboard the XB-70, were killed in the crash, while Al White, the XB-70's pilot, successfully ejected. The exact cause of the collision is still debated. There are many factors that can lead to such a crash, some of these being pilot error and mechanical failure. While there have been some claims of "vortex" as the cause of the collision, Lt. Colonel Joe Cotton, the USAF's Chief Test Pilot for the B-70, flying a T-38 in the formation, has speculated that Walker, unfamiliar with flying in formation with such a large delta wing aircraft, lost reference to his position relative to the B-70, and simply closed up the formation until the T-Tail of the F-104 struck the Valkyrie's wingtip.^[3] Chuck Yeager has also gone on record to echo this position.^[4]

The first aircraft with its limited abilities continued research, making 33 more research flights. On February 4, 1969, Valkyrie number one was retired and flown to the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio.

The Soviet Sukhoi T-4 was a medium-range bomber/missile carrier prototype designed to take advantage of many of the advances made during the development of the XB-70.

[edit] Aircraft

• A full scale mock-up was completed in February 1959.
• XB-70A - Aircraft #1, NAA Model Number NA-278, USAF S/N 62-0001, 83 flights; total time: 160 hours - 16 minutes - At the U.S. Air Force Museum near Dayton, OH
• XB-70A - Aircraft #2, NAA Model Number NA-278, USAF S/N 62-0207, 46 flights; total time: 92 hours - 22 minutes - Crashed on 8 June 1966 north of Barstow, CA, killing USAF co-pilot Major Carl S. Cross. NASA pilot Al White ejected succesfully. 35.063286° N 117.024474° W
• XB-70B - Aircraft #3, NAA Model Number NA-274, USAF S/N 62-0208, Originally to be first YB-70A in March 1961, this advanced prototype was cancelled in March 1964 while under construction.
• YB-70A - Additional 10 advanced prototypes cancelled in December 1960. These YB-70s would have been modified to B-70A specifications at the completion of testing.
• B-70A - Planned fleet of 50 operational bombers (with wing-tip fuel tanks) cancelled in December 1959.
• RS-70 - Alternate planned fleet of 50 reconnaissance aircraft (with a crew of four and in-flight refuelling capability) was evaluated in February 1959.

[edit] Specifications (XB-70A)

General characteristics

• Crew: 2
• Length: 185 ft 10 in (56.6 m)
• Wingspan: 105 ft 0 in (32 m)
• Height: 30 ft 9 in (9.4 m)
• Wing area: 6,296 ft² (585 m²)
• Airfoil: Hexagonal; 0.30 Hex modified root, 0.70 Hex modified tip
• Empty weight: 210,000 lb (93,000 kg)
• Loaded weight: 534,700 lb (242,500 kg)
• Max takeoff weight: 550,000 lb (250,000 kg)
• Powerplant: 6× General Electric YJ93-GE-3 turbojet, 28,000 lbf (133 kN) each

Performance

• Maximum speed: Mach 3.1 (2,360 mph, 3,800 km/h)
• Range: 4,288 mi (7,900 km) combat
• Service ceiling: 77,350 ft (23,600 m)
• Rate of climb: ft/min (m/s)
• Wing loading: 84.93 lb/ft² (414.7 kg/m²)
• Thrust/weight: 0.314

[edit] References

[edit] External links

• Aircraft InFormation article
• Unreal Aircraft - North American XB-70 Valkyrie
• NASA XB-70 videos
• NASA B-70 aircraft study (PDF format) Vol.1 Vol.2 Vol.3 Vol.4
• B-70 Valkyrie, GlobalSecurity.org
• The Flight of the Valkyrie
• History Channel - crash footage of the XB-70 in a Universal newsreel

Original contents of this page copied from USAF Museum web site.

[edit] Related content

Related development

• XF-108 Rapier

Comparable aircraft

• Sukhoi T-4
• Avro 730

Designation sequence

GAM-67 -	XB-68	-	RB-69	-	XB-70	-	SR-71
	SM-68 I		IM-69		IM-70		XGAM-71 - GAM-72 - XSM-73
	SM-68 II

Related lists

• List of bomber aircraft
• List of military aircraft of the United States

See also

• Blackstar (spaceplane)