The Northrop M2-F3

M2-F3
Type	Lifting body
Manufacturer	Northrop
Maiden flight	2 June 1970
Retired	20 December 1972
Status	Smithsonian
Primary user	NASA
Developed from	NASA M2-F1 Northrop M2-F2

The Northrop M2-F3 was rebuilt from the M2-F2 at Northrop and redesignated the M2-F3 after the M2-F2 crashed at the Dryden Flight Research Center in 1967. It was modified with an additional third vertical fin - centered between the tip fins - to improve control characteristics. The "M" refers to "manned" and "F" refers to "flight" version.

Development

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Northrop M3-F3

Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs.

NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin - centered between the tip fins - to improve control characteristics.

After a three-year-long redesign and rebuilding effort, the M2-F3 was ready to fly. The May 1967 crash of the M2-F2 had torn off the left fin and landing gear. It had also damaged the external skin and internal structure. Flight Research Center engineers worked with Ames Research Center and the Air Force in redesigning the vehicle with a center fin to provide greater stability. At first, it seemed that the vehicle had been irreparably damaged, but the original manufacturer, Northrop, did the repair work and returned the redesigned M2-F3 with a center fin for stability to the FRC.

While the M2-F3 was still demanding to fly, the center fin eliminated the high risk of pilot induced oscillation (PIO) that was characteristic of the M2-F2.

Operational History

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The M2-F3 at the National Air and Space Museum

First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on November 25, 1970. The 100th flight of the heavy-weight lifting bodies was completed on October 5, 1972, with pilot Bill Dana soaring to an altitude of 66,300 feet (20,200 m) and a Mach number of 1.370 (about 904 miles per hour) in the M2-F3. Over its 27 missions, the M2-F3 reached a top speed of l,064 mph (Mach 1.6). Highest altitude reached by the vehicle was 71,500 feet (20,790 m) on December 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls.

A reaction control thruster (RCT) system, similar to that on orbiting spacecraft, was also installed to obtain research data about their effectiveness for vehicle control. As the M2-F3's portion of the lifting body program neared an end, it evaluated a rate command augmentation control system, and a side-arm control stick similar to side-arm controllers now used on many modern aircraft.

NASA donated the M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the National Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner at Dryden from 1965 to 1969.

M2-F3 pilots
- William H. Dana - 19 flights
- John A. Manke - 4 flights
- Cecil W. Powell - 3 flights
- Jerauld R. Gentry - 1 flight

Aircraft serial number

NASA M2-F3 - NASA 803, 27 flights

M2-F3 flights

Vehicle Flight #	Date	Pilot	Mach	Velocity (km/h)	Altitude (ft)	Duration	Comments
M2-F3 #1	June 2, 1970	Dana	0.688	755	45,000	00:03:38	First M2-F3 Flight Unpowered glide
M2-F3 #2	July 21, 1970	Dana	0.660	708	45,000	00:03:48	Unpowered glide
M2-F3 #3	November 2, 1970	Dana	0.630	690	45,000	00:03:56	Unpowered glide
M2-F3 #4	November 25, 1970	Dana	0.809	859	51,900	00:06:17	1st powered flight
M2-F3 #5	February 9, 1971	Gentry	0.707	755	45,000	00:04:01	-
M2-F3 #6	February 26, 1971	Dana	0.773	821	45,000	00:05:48	Only 2 chambers lit
M2-F3 #7	July 23, 1971	Dana	0.930	988	60,500	00:05:53	-
M2-F3 #8	August 9, 1971	Dana	0.974	1,035	62,000	00:06:55	-
M2-F3 #9	August 25, 1971	Dana	1.095	1,164	67,300	00:06:30	1st supersonic flight
M2-F3 #10	September 24, 1971	Dana	0.728	772	42,000	00:03:30	Engine fire
M2-F3 #11	November 15, 1971	Dana	0.739	784	45,000	00:03:35	-
M2-F3 #12	December 1, 1971	Dana	1.274	1,357	70,800	00:06:31	-
M2-F3 #13	December 16, 1971	Dana	0.811	861	46,800	00:07:31	Only 2 chambers lit
M2-F3 #14	July 25, 1972	Dana	0.989	1,049	60,900	00:07:00	-
M2-F3 #15	August 11, 1972	Gentry	1.101	1,168	67,200	00:06:15	-
M2-F3 #16	August 24, 1972	Dana	1.266	1,344	66,700	00:06:16	-
M2-F3 #17	September 12, 1972	Dana	0.880	935	46,000	00:06:27	Small engine fire
M2-F3 #18	September 27, 1972	Dana	1.340	1,424	66,700	00:06:07	-
M2-F3 #19	October 5, 1972	Dana	1.370	1,455	66,300	00:06:16	100th lifting body flight
M2-F3 #20	October 19, 1972	Manke	0.905	961	47,100	00:05:59	-
M2-F3 #21	November 1, 1972	Manke	1.213	1,292	71,300	00:06:18	-
M2-F3 #22	November 9, 1972	Powell	0.906	961	46,800	00:06:04	-
M2-F3 #23	November 21, 1972	Manke	1.435	1,524	66,700	00:06:17	Planned Rosamond Lakebed landing
M2-F3 #24	November 29, 1972	Powell	1.348	1,432	67,500	00:05:57	-
M2-F3 #25	December 6, 1972	Powell	1.191	1,265	68,300	00:05:32	Planned Rosamond Lakebed landing
M2-F3 #26	December 13, 1972	Dana	1.613	1,712	66,700	00:06:23	Fastest flight
M2-F3 #27	December 20, 1972	Manke	1.294	1,378	71,500	00:06:30	Highest flight Last M2-F3 flight

Specifications (M2-F3

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ASA M2-F3 Lifting Body Diagram

General characteristics

Crew: one, pilot
Length: 22 ft 2 in (6.75 m)
Wingspan: 9 ft 8 in (2.94 m)
Height: 9 ft 6 in (2.89 m)
Wing area: 160 ft² (14.9 m²)
Empty weight: 5,071 lb (2,300 kg)
Loaded weight: 6,000 lb (2,721 kg)
Max takeoff weight: 7,937 lb (3,600 kg)
Powerplant: 1× Reaction Motors XLR-11 four-chamber rocket engine, 8,000 lbf (36 kN)

Performance

Maximum speed: 925 knots (1,065 mph, 1,712 km/h)
Range: 39 nm (45 mi, 72 km)
Service ceiling: 71,500 ft (21,793 m)
Wing loading: 49 lb/ft² (242 kg/m²)
Thrust/weight: 1.3

Click on Picture to enlarge

M2-F3 In-flight Launch from B-52

This photo shows the M2-F3 Lifting Body being launched from NASA's B-52 mothership at the NASA Flight Research Center (FRC--now the Dryden Flight Research Center), Edwards, California. A fleet of lifting bodies flown at the FRC from 1963 to l975 demonstrated the ability of pilots to maneuver and safely land a wingless vehicle designed to fly back to Earth from space and be landed like an aircraft at a pre-determined site. Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs. NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin -- centered between the tip fins -- to improve control characteristics. First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on Nov. 25, 1970. Over the next 26 missions, the M2-F3 reached a top speed of l,064 mph (Mach 1.6). Highest altitude reached by vehicle was 7l,500 feet on Dec. 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls. NASA donated The M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner from 1965 to 1969. NASA B-52, Tail Number 008, is an air launch carrier aircraft, "mothership," as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a "B" model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Aircraft serial number

M2-F3 flights

General characteristics

Performance

Wikipedia