Overview
Like other American 1950s research aircraft, the Bell X-2 proved critical in furthering the frontiers of powered, manned high-speed flight.
Like other American 1950s research aircraft, the Bell X-2 proved critical in furthering the frontiers of powered, manned high-speed flight.
YEAR: 1955
STATUS: Retired, Out-of-Service
MANUFACTURER(S): Bell Aircraft - USA
PRODUCTION: 2
OPERATORS: United States
Technical Specifications
Unless otherwise noted the presented statistics below pertain to the Bell X-2 (Starbuster) model. Common measurements, and their respective conversions, are shown when possible.
Unless otherwise noted the presented statistics below pertain to the Bell X-2 (Starbuster) model. Common measurements, and their respective conversions, are shown when possible.
CREW: 1
POWER: 1 x Curtiss-Wright XLR25 rocket engine developing 15,000 lb of thrust.
ADVERTISEMENTS
LENGTH
0
feet
0
meters
WIDTH / SPAN
0
feet
0
meters
HEIGHT
0
feet
0
meters
EMPTY WGT
0
pounds
0
kilograms
M.T.O.W.
0
pounds
0
kilograms
SPEED (MAX)
0
mph
0
kph
0
knots
CEILING
0
feet
0
meters
0
miles
Armament
None. Internal provision housing flight data and test equipment.
None. Internal provision housing flight data and test equipment.
Variants / Models
• X-2 - Base Series Designation; two examples completed with the second aircraft lost to an in-flight accident.
• X-2 - Base Series Designation; two examples completed with the second aircraft lost to an in-flight accident.
History
Detailing the development and operational history of the Bell X-2 (Starbuster) Experimental Research Aircraft. Entry last updated on 10/26/2018. Authored by Staff Writer. Content ©www.MilitaryFactory.com.
Detailing the development and operational history of the Bell X-2 (Starbuster) Experimental Research Aircraft. Entry last updated on 10/26/2018. Authored by Staff Writer. Content ©www.MilitaryFactory.com.
Bell Aircraft Company was once again contracted by the National Advisory Committee for Aeronautics (NACA) and the United States Air Force (USAF) to provide a high-speed, rocket-powered research aircraft following their success with the Bell X-1 project of the late 1940s. This provided the impetus for the subsequent Bell X-2 to appear in the mid-1950s and continue the rigorous flight testing regime into the Mach 2 / Mach 3 speed range. The X-2 was essentially an evolved, more capable version of the X-1. A pair of X-2 aircraft were completed for the tests ahead and the product nicknamed "Starbuster".
To power the new aircraft the two-chamber, variable thrust Curtiss-Wright XLR-25 rocket engine of up to 15,000 lb output was installed and mated to throttle controls (controls which the X-1 lacked). Aerodynamic refinements were present about the sleeker, slimmer fuselage and a low-mounted, swept-wing mainplane assembly was used (unlike the straight wings of the X-1). The tail remained a single vertical fin with mid-mounted horizontal planes though all leading edges were also swept.
As with the X-1, the X-2 was an air-launched vehicle though this time a specially-modified Boeing B-50 Superfortress substituted for the original B-29 mothership. Also as in the X-1, the X-2 completed its first test flights solely under glide power with the first undertaken on June 27th, 1952 - landings aided by an integrated wheeled undercarriage arrangement. The first rocket-powered flight did not come until November 18th, 1955.
The X-2 became a record setter in its own right when it achieved a new speed record of Mach 2.87. It also became the first powered, manned aircraft to break the 100,000 foot altitude ceiling when it reached 126,200 feet on September 7th, 1956 (test pilot Iven Kincheloe at the controls). With some modifications added for Mach 3+ flight controlling, the X-2 then became the first aircraft to exceed Mach 3.0 on September 27th, 1956 (test pilot Milburn Apt). However, during this same flight, the aircraft experienced "inertia coupling" which spun the rocket plane out of control, killing Apt during his attempted ejection on May 12th, 1953.
Apt's death delayed further work involving the X-2 and the product was formally written off altogether in anticipation of the arrival of the more advanced North American X-15 rocket research aircraft arriving in the late part of the decade. Three of its kind would be built and the program would provide additional high speed data until its retirement in December of 1968.
As it stood, only the first X-2 prototype achieved any powered flights - 10 total - with seven glide flights to its name from the period of June 1952 to September 1956. The second prototype never completed its only powered flight and added three glide flights to its record before the end.
To power the new aircraft the two-chamber, variable thrust Curtiss-Wright XLR-25 rocket engine of up to 15,000 lb output was installed and mated to throttle controls (controls which the X-1 lacked). Aerodynamic refinements were present about the sleeker, slimmer fuselage and a low-mounted, swept-wing mainplane assembly was used (unlike the straight wings of the X-1). The tail remained a single vertical fin with mid-mounted horizontal planes though all leading edges were also swept.
As with the X-1, the X-2 was an air-launched vehicle though this time a specially-modified Boeing B-50 Superfortress substituted for the original B-29 mothership. Also as in the X-1, the X-2 completed its first test flights solely under glide power with the first undertaken on June 27th, 1952 - landings aided by an integrated wheeled undercarriage arrangement. The first rocket-powered flight did not come until November 18th, 1955.
The X-2 became a record setter in its own right when it achieved a new speed record of Mach 2.87. It also became the first powered, manned aircraft to break the 100,000 foot altitude ceiling when it reached 126,200 feet on September 7th, 1956 (test pilot Iven Kincheloe at the controls). With some modifications added for Mach 3+ flight controlling, the X-2 then became the first aircraft to exceed Mach 3.0 on September 27th, 1956 (test pilot Milburn Apt). However, during this same flight, the aircraft experienced "inertia coupling" which spun the rocket plane out of control, killing Apt during his attempted ejection on May 12th, 1953.
Apt's death delayed further work involving the X-2 and the product was formally written off altogether in anticipation of the arrival of the more advanced North American X-15 rocket research aircraft arriving in the late part of the decade. Three of its kind would be built and the program would provide additional high speed data until its retirement in December of 1968.
As it stood, only the first X-2 prototype achieved any powered flights - 10 total - with seven glide flights to its name from the period of June 1952 to September 1956. The second prototype never completed its only powered flight and added three glide flights to its record before the end.
Media
Our Data Modules allow for quick visual reference when comparing a single entry against contemporary designs. Areas covered include general ratings, speed assessments, and relative ranges based on distances between major cities.
Relative Maximum Speed
Hi: 5000mph
Lo: 2500mph
This entry's maximum listed speed (2,094mph).
Graph average of 3750 miles-per-hour.
Aviation Era
Useful in showcasing the era cross-over of particular aircraft/aerospace designs.
Unit Production (2)
Comm. Market HI*: 44,000 units
Military Market HI**: 36,183 units
2
2
Altitude Visualization
