Editing NASA M2-F1

{{short description|Lifting body prototype}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
 |name = M2-F1
 |image = NASA_M2-F1.jpg
 |caption =
 |type = Lifting-body [[technology demonstrator]]
 |manufacturer = [[Dryden Flight Research Center]]
 |designer = [[Ames Research Center]]
 |first_flight = 16 August 1963
 |introduction =
 |retired = 16 August [[1966 in aviation|1966]]
 |produced =
 |number_built = 1
 |status = On display
 |unit cost = US$30,000
 |primary_user = [[NASA]]
 |more_users =
 |developed_from =
 |variants = [[Northrop M2-F2]]<br>[[Northrop M2-F3]]
}}

The '''NASA M2-F1''' is a lightweight, unpowered prototype aircraft, developed to flight-test the wingless [[lifting body]] concept. Its unusual appearance earned it the nickname "flying bathtub" and was designated the M2-F1, the M referring to "manned", and F referring to "flight" version. In [[1962 in aviation|1962]], [[Armstrong Flight Research Center|NASA Dryden]] management approved a program to build a lightweight, unpowered lifting-body prototype. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in [[1963 in aviation|1963]].<ref name="Reed">{{cite book|last=Reed|first=R. Dale|author2=Darlene Lister|year=2002|title=Wingless Flight: The Lifting Body Story|publisher=University Press of Kentucky|isbn=0-8131-9026-6}}</ref>

==Development==
The lifting-body concept originated in the mid-1950s at the [[National Advisory Committee for Aeronautics]]' [[Ames Aeronautical Laboratory]], [[Mountain View, Santa Clara County, California|Mountain View, California]]. By February 1962, a series of possible shapes had been developed, and [[R. Dale Reed]] was working to gain support for a research vehicle.

The construction of the M2-F1 was a joint effort by Dryden and a local glider manufacturer, the [[Briegleb Glider Company]]. The budget was US$30,000. NASA craftsmen and engineers built the tubular steel interior frame. Its mahogany plywood shell was handmade by Gus Briegleb and company. Ernie Lowder, a NASA craftsman who had worked on [[Howard Hughes]]'s [[Hughes H-4 Hercules|H-4 Hercules]] ("Spruce Goose"), was assigned to help Briegleb.

Final assembly of the remaining components (including aluminum tail surfaces, pushrod controls, and landing gear from a [[Cessna 150]], later replaced by [[Cessna 180]] landing gear<ref name="Jenkins">{{cite book|last=Jenkins|first=Dennis R.|year=2001|title=Space Shuttle: The History of the National Space Transportation System|edition=3rd|publisher=Voyageur Press|isbn=0-9633974-5-1|url-access=registration|url=https://archive.org/details/spaceshuttlehist0000jenk}}</ref>) was done at the NASA facility.

The wingless, lifting-body aircraft design was initially conceived as a means of landing a spacecraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of reentry less damaging to the vehicle. Rather than using a ballistic reentry trajectory like a [[Apollo command and service module#Command_module_(CM)|Command Module]], very limited in maneuvering range, a lifting-body vehicle had a [[landing footprint]] of the size of [[California]].<!--dead link<ref>[https://web.archive.org/web/20080304051136/http://www.dfrc.nasa.gov/Gallery/Movie/60th_Anniversary/HTML/EM-0093-14.html  Dryden's 60 Years of Flight Research: The Lifting Body Era].</ref>-->

==Tow testing==
[[File:M2-F1 with towing car.jpg|right|thumb|The M2-F1 and its 1963 [[Pontiac (automobile)|Pontiac]] convertible tow vehicle]]
The first flight tests of the M2-F1 were at [[Rogers Dry Lake]], at the end of a tow rope attached to a 1963 [[Pontiac Catalina]] convertible. On April 5, 1963 test pilot [[Milton Orville Thompson|Milt Thompson]] lifted the M2-F1's nose off the ground for the first time while being towed.<ref name="Jenkins" /> The speed was {{convert|86|mph}}. The little craft seemed to bounce uncontrollably between the main landing gear wheels, and stopped when he lowered the nose to the ground. He tried again, but each time with the same results. He felt it was a landing gear problem that could have caused the aircraft to roll on its back if he had lifted the main gear off the ground.<!--dead link<ref>[https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980169231.pdf NASA.gov]| P36</ref>-->

After looking at movies of the tests, it was decided that the bouncing was probably caused by unwanted [[Aircraft flight control system|rudder]] movements. The control system was modified so that the joystick controlled the [[Elevon|elevons]] rather than the rudder, which solved the problem.<!--dead link<ref>[https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980169231.pdf: NASA.gov]| P38</ref>--> 

It was found that the car used to tow the aircraft was not powerful enough to lift the M2-F1 entirely off the ground, so the FRC arranged to have the tow car [[hot rod|hot-rodded]] by Bill Straub: the modifications tuned the engine for increased power, added a rollbar, and turned the front passenger seat to face aft so the passenger could observe the aircraft. This proved successful, and tow tests continued.<ref name="Jenkins" />

Speeds on tow inched up to {{convert|110|mph}}, which allowed Thompson to climb to about {{convert|20|ft}}, then glide for about 20 seconds after releasing the line. That was the most that could be expected during an auto tow.
[[File:M2-F1 in Tow - GPN-2000-000097.jpg|right|thumb|M2-F1 in tow behind a NASA R4D tow plane.]]
These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA R4D tow plane at greater altitudes.<ref>{{Cite web |title=Where Are They Now: M2-F1 Lifting Body - NASA |url=https://www.nasa.gov/image-article/where-are-they-now-m2-f1-lifting-body/ |access-date=2024-02-08 |language=en-US}}</ref>

==Flight testing==
A NASA R4D, the Navy designation for the Douglas DC-3, was used for all of the air tows. The first was on August 16, 1963. The M2-F1 had recently been equipped with an ejection seat and small rockets – referred to by the test team as "instant [[lift-to-drag ratio|L/D]]"<ref name="Jenkins" /> – in the tail to extend the [[landing flare]] for about 5&nbsp;seconds if needed, and Thompson prepared for the flight with a few more tows behind the Pontiac.

Forward visibility in the M2-F1 was very limited on tow, requiring Thompson to fly about {{convert|20|ft}} higher than the R4D, so he could see the plane through the nose window. Towing speed was about {{convert|100|mph}}.

The R4D took the craft to an altitude of {{convert|12,000|ft}}, where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of {{convert|110|to|120|mph}}.

Tow release was at {{convert|12,000|ft}}. The lifting body descended at an average rate of about 3,600 feet per minute (1,100 m/min). At {{convert|1,000|ft}} above the ground, the nose was lowered to increase speed to about {{convert|150|mph}}, flare was at {{convert|200|ft}} from a 20° dive. The landing was smooth, and the lifting-body program was on its way.

The M2-F1 was flown until August 16, 1966. It proved the lifting-body concept and led the way for subsequent metal "heavyweight" designs. [[Chuck Yeager]], [[Bruce Peterson]] and [[Donald L. Mallick]] also flew the M2-F1.

More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers – the [[Northrop M2-F2]] and the [[Northrop HL-10]], both built by the Northrop Corporation, and the U.S. Air Force's [[Martin-Marietta X-24|X-24]] program. The lifting-body program also heavily influenced the [[Space Shuttle]] program.

The M2-F1 program demonstrated the feasibility of the lifting-body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight research vehicles that produced rapid results at very low cost (approximately US$50,000, excluding salaries of government employees assigned to the project).

===Pilots===
* [[Milton Orville Thompson|Milt Thompson]] – 45 flights
* [[Bruce Peterson]] – 17 flights
* [[Chuck Yeager]] – 5 flights
* Donald M. Sorlie – 5 flights
* [[Donald L. Mallick]] – 2 flights
* [[Jerauld R. Gentry]] – 2 flights
* [[William H. Dana|Bill Dana]] – 1 flight
* [[James W. Wood]] – 1 ground tow
* [[Fred Haise]] – 1 ground tow
* [[Joe Engle]] – 1 ground tow

===Aircraft serial number===
* '''NASA M2-F1''' – N86652, 77 flights, 400 ground tows

==Aircraft on display==
As of January 23, 2015, M2-F1 N86652 is on display at the [[Air Force Flight Test Museum]] on [[Edwards Air Force Base]], California.<ref>[http://projecthabu.com/post/109735545635/on-january-23-2015-after-decades-of Project Habu: M2-F1]</ref>

==Specifications==
[[File:NASA M2-F1 diagram.png|thumb|right|300px|NASA M2-F1 lifting-body diagram]]
{{Aircraft specs
|ref=<!-- reference -->
|prime units?=kts
<!--
        General characteristics
-->
|crew=1
|length ft=20
|length in=
|length note=
|span ft=14
|span in=2
|span note=
|width note=
|height ft=9
|height in=6
|height note=
|wing area sqft=139
|wing area note=
|aspect ratio=<!-- sailplanes -->
|empty weight lb=1000
|empty weight note=
|gross weight lb=1182
|gross weight note=
|max takeoff weight lb=1250
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number=1
|eng1 name=
|eng1 type=solid-fuel rocket
|eng1 lbf=250
|eng1 note=5 second burn duration, emergency flare assistance 
<!--
        Performance
-->
|stall speed kts=
|stall speed note=
|never exceed speed kts=130
|never exceed speed note=<br/>
*'''Aerotow speed:''' {{cvt|87|kn|mph km/h}}
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|glide ratio=<!-- sailplanes -->
|sink rate ftmin=3600
|sink rate note=
|lift to drag=
|wing loading lb/sqft=9
|wing loading note=
|thrust/weight=

|more performance=
|avionics=
}}

==Flights==
{| class="wikitable" style="background-color:white"
|- style="background:#efefef;"
! Vehicle<br>Flight #
! Date
! Pilot
! Duration
! Velocity<br>(km/h)
! Altitude<br>(m)
! Comments
|-
| '''M2-F1 #0'''
| March 1, 1963
| Thompson
| -
| 135
| 0
| First Ground Tow.<br>400 total ground tows.
|-
| '''M2-F1 #1'''
| August 16, 1963
| Thompson
| 0:02:00
| 240
| 3,650
| First M2-F1 Flight. 77 total flights.
|-
| '''M2-F1 #2'''
| August 28, 1963
| Thompson
| 0:02:09
| 240
| 3,650
| -
|-
| '''M2-F1 #3'''
| August 29, 1963
| Thompson
| 0:02:25
| 240
| 3,650
| -
|-
| '''M2-F1 #4'''
| August 30, 1963
| Thompson
| 0:04:42
| 240
| 3,650
| 1st flight of day
|-
| '''M2-F1 #5'''
| August 30, 1963
| Thompson
| -
| 240
| 3,650
| 2nd flight of day
|-
| '''M2-F1 #6'''
| September 3, 1963
| Thompson
| 0:04:50
| 240
| 3,650
| 1st flight of day
|-
| '''M2-F1 #7'''
| September 3, 1963
| Thompson
| -
| 240
| 3,650
| 2nd flight of day
|-
| '''M2-F1 #8'''
| October 7, 1963
| Thompson
| 0:01:26
| 240
| 3,650
| -
|-
| '''M2-F1 #9'''
| October 9, 1963
| Thompson
| 0:01:51
| 240
| 3,650
| -
|-
| '''M2-F1 #10'''
| October 15, 1963
| Thompson
| 0:02:20
| 240
| 3,650
| -
|-
| '''M2-F1 #11'''
| October 23, 1963
| Thompson
| 0:03:00
| 240
| 3,650
| -
|-
| '''M2-F1 #12'''
| October 25, 1963
| Thompson
| 0:03:52
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #13'''
| October 25, 1963
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #14'''
| November 8, 1963
| Thompson
| 0:07:45
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #15'''
| November 8, 1963
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #16'''
| November 8, 1963
| Thompson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #17'''
| December 3, 1963
| Thompson
| 0:01:00
| 240
| 3,650
| -
|-
| '''M2-F1 #18'''
| December 3, 1963
| Yeager
| 0:01:35
| 240
| 3,650
| -
|-
| '''M2-F1 #19'''
| December 3, 1963
| Peterson
| 0:03:15
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #20'''
| December 3, 1963
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day<br>Broke landing gear 
|-
| '''M2-F1 #21'''
| January 29, 1964
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #22'''
| January 29, 1964
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #23'''
| January 29, 1964
| Peterson
| 0:04:44
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #24'''
| January 29, 1964
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #25'''
| January 29, 1964
| Yeager
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #26'''
| January 29, 1964
| Yeager
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #27'''
| January 30, 1964
| Yeager
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #28'''
| January 30, 1964
| Yeager
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #29'''
| January 30, 1964
| Mallick
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #30'''
| January 30, 1964
| Mallick
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #31'''
| February 28, 1964
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #32'''
| February 28, 1964
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #33'''
| March 30, 1964
| Peterson
| 0:02:25
| 240
| 3,650
| -
|-
| '''M2-F1 #34'''
| April 9, 1964
| Thompson
| -
| 240
| 3,650
| 1st flight of the day 
|-
| '''M2-F1 #35'''
| April 9, 1964
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day 
|-
| '''M2-F1 #36'''
| April 9, 1964
| Peterson
| 0:08:00
| 240
| 3,650
| 1st flight of the day 
|-
| '''M2-F1 #37'''
| April 9, 1964
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day 
|-
| '''M2-F1 #38'''
| April 9, 1964
| Peterson
| -
| 240
| 3,650
| 3rd flight of the day 
|-
| '''M2-F1 #39'''
| May 19, 1964
| Peterson
| 0:04:08
| 240
| 3,650
| 1st flight of the day 
|-
| '''M2-F1 #40'''
| May 19, 1964
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day 
|-
| '''M2-F1 #41'''
| June 3, 1964
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #42'''
| July 24, 1964
| Peterson
| 0:06:50
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #43'''
| July 24, 1964
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #44'''
| July 24, 1964
| Peterson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #45'''
| August 18, 1964
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #46'''
| August 21, 1964
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #47'''
| August 21, 1964
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #48'''
| August 21, 1964
| Thompson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #49'''
| August 21, 1964
| Thompson
| -
| 240
| 3,650
| 4th flight of the day
|-
| '''M2-F1 #50'''
| February 16, 1965
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #51'''
| May 27, 1965
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #52'''
| May 27, 1965
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #53'''
| May 27, 1965
| Thompson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #54'''
| May 27, 1965
| Thompson
| -
| 240
| 3,650
| 4th flight of the day
|-
| '''M2-F1 #55'''
| May 27, 1965
| Sorlie
| 0:06:00
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #56'''
| May 27, 1965
| Sorlie
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #57'''
| May 27, 1965
| Sorlie
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #58'''
| May 28, 1965
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #59'''
| May 28, 1965
| Sorlie
| 0:04:30
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #60'''
| May 28, 1965
| Sorlie
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #61'''
| July 16, 1965
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #62'''
| July 16, 1965
| Dana
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #63'''
| July 16, 1965
| Gentry
| 0:00:09
| 200
| 10
| Rolled M2-F1 on liftoff.<br>Recovered. Safe landing.
|-
| '''M2-F1 #64'''
| August 30, 1965
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #65'''
| August 30, 1965
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #66'''
| August 30, 1965
| Thompson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #67'''
| August 31, 1965
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #68'''
| October 6, 1965
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #69'''
| October 6, 1965
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #70'''
| October 8, 1965
| Thompson
| -
| 240
| 3,650
| -
|-
| '''M2-F1 #71'''
| March 28, 1966
| Thompson
| -
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #72'''
| March 28, 1966
| Thompson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #73'''
| August 4, 1966
| Peterson
| 0:02:00
| 240
| 3,650
| -
|-
| '''M2-F1 #74'''
| August 5, 1966
| Peterson
| 0:04:00
| 240
| 3,650
| 1st flight of the day
|-
| '''M2-F1 #75'''
| August 5, 1966
| Peterson
| -
| 240
| 3,650
| 2nd flight of the day
|-
| '''M2-F1 #76'''
| August 5, 1966
| Peterson
| -
| 240
| 3,650
| 3rd flight of the day
|-
| '''M2-F1 #77'''
| August 16, 1966
| Gentry
| -
| 200
| 10
| Rolled M2-F1 on liftoff. Recovered.<br>Fired landing rockets.<br>Safe landing. Last flight.
|}

==See also==
{{commons category}}
{{aircontent|
|related=
* [[Northrop M2-F2]]
* [[Northrop M2-F3]]
|similar aircraft=
* [[Martin Marietta X-24A]]
* [[Martin X-23 PRIME]]
* [[Northrop HL-10]]
|sequence=
|lists=
* [[List of experimental aircraft]]
|see also=
}}

==References==
<references />
* [https://web.archive.org/web/19990209081315/http://www.dfrc.nasa.gov/gallery/photo/M2-F1/ NASA Dryden M2-F1 Photo Collection]

{{X-planes}}

[[Category:Lifting bodies]]
[[Category:1960s United States experimental aircraft|M2-F1, NASA]]
[[Category:Gliding in the United States|NASA M2-F1 Lifting Body]]
[[Category:NASA aircraft]]
[[Category:Aircraft manufactured in the United States]]
[[Category:Aircraft first flown in 1963]]