Vintage Aircraft Boosters Club

The "Supercruiser" The Vintage Aircraft Boosters Club Southern California Historical Aviation Foundation Western Museum of Flight Newsletter 12016 Prairie Avenue, Hawthorne, California 90250 Phone: (310) 332-6228 * * * FAX: (310) 644-6778 * * * Internet: www.wmof.com

Southern California Historical Aviation Foundation

elcome to the September issue of the "Supercruiser," the Vintage Aircraft Boosters Club, Southern California Historical Aviation Foundation, Western Museum of Flight’s monthly newsletter.

n October 21st, 1947 a very unique aircraft took to the air for the first time. To say it was unique would be an understatement. A wing span of 172 feet, empty weight of nearly 90,000 lbs and takeoff weight of nearly 200,000 pounds - and no fuselage - it was unmistakably Northrop Aircraft, Inc.’s YB-49 Flying Wing.

This seemed to be the culmination to John K. "Jack" Northrop’s dream of a clean flying machine.

John K. "Jack" Northrop ( Northrop photo )

Jack Northrop had started his career in designing aircraft early this century when he got a drafting job with the Lougheads in Santa Barbara, California. In the 1920’s and 1930’s he worked for Douglas, the Lougheads (now spelled Lockheed), and then formed his own company. His dream was to design a "clean flying machine," which was to be of an all-wing design.

In 1939 Jack Northrop once again formed a new company; Northrop Aircraft, Inc.. Development of a Flying Wing was at the top of the list for his new company. Not surprising the first design, Northrop Model 1 (N-1) was a small twin engine flying mockup designated the N-1M.

Northrop and his team formed a close relationship with US Air Corps headquarters in Washington, D.C. (which included General Hap Arnold) as well as Air Material Command personnel at Wright Field in Ohio and its headquarters in Washington, D.C.

With war waging in Europe and the expectation that the United States would soon be drawn into it, the Air Corps realized that they needed a bomber with much greater range of either those already fielded or on the drawing boards. A bomber was needed that could fly from the Americas, bomb key targets in Europe, and return. Northrop was one of two companies chosen to design such an aircraft.

By May 1940 the Air Corps and Northrop were getting close to a contract. Maj. Gen. Oliver P. Echols, chief of the Air Corps Materiel Division, who heard of Northrop’s work from Secretary Lovett of the War Department, paid Northrop a visit on May 22nd. After a replay of a briefing given earlier to Lovett, General Echols and Northrop discussed the requirements of the flying wing bomber study. The next day Jack Northrop sent a letter to Materiel Command in which he stated that they had calculated that a flying wing bomber with a gross weight of approximately 100,000 pounds could carry a bomb load of between 10,000 pounds and 15,000 pounds, would have a range of about 5,000 miles.

On July 13th Materiel Division started the contractual path leading to an official Air Corps contract. The effort was to be n three phases. Phase I called for engineering data which would be used to evaluate the design and subsequent release for development. The second phase called for tests of models and submittal of reports covering the N-1M’s flight test. The last phase called for the construction and test of a flying mockup (the N-9M) that would be three-tenths to four-tenths scale of the full-scale article. Delivery of this latter mockup was scheduled for 360 days after contract award. Following this mid-July research agreement, negotiations for one full-size airplane were initiated on August 6th.

Development of the gigantic flying wing seemed to be a struggle all the way. Compared to most of the large aircraft manufacturers - Consolidated Vultee, Douglas, North American, Lockheed - Northrop was quite small. Engineering and manufacturing space was quite limited at Northrop’s Hawthorne facility. Personnel was also a problem. Not only were they working to capacity on projects already on hand, but the draft was taking its toll. The answer, with the Air Corps help, was to make the Glenn L. Martin company as part of the team and use some of their engineers and manufacturing space.

YB-49 at Northrop Field shortly after rollout. Roy Wolford’s photo gang prepares to film the big wing. ( Northrop photo )

This long distance relationship, and different priorities for each company, spelled disaster. The joint venture was cancelled in 1944, along with the production contract. Northrop was to be solely responsible for completing the design and producing the two XB-35 and 13 YB-35 flying wings. It wouldn’t be until April 1946 that the first XB-35 was rolled out from the production area and ready for its first engine runs.

Preparing for taxi test ( Northrop photo )

On July 25th, 1946 the XB-35 made its maiden flight going from Northrop Field in Hawthorne, California, to Muroc Army Air Base in just 44 minutes and flying at a maximum altitude of 10,000 feet. The Northrop flight test crew consisted of Max R. Stanley as pilot, Fred C. Bretcher as copilot, and Orva H. Douglas was the flight engineer. Takeoff from Northrop Field’s 5,000 foot runway didn’t weigh too heavy on test pilot Max Stanley’s mind, as he "had the solemn promise of Jack [Northrop] and Bill [Sears, chief aerodynamicist] that was plenty long enough and there was no need to worry." A rabbit that seemed to be hopping than the plane was accelerating gave Stanley an anxious moment or two. All went well and Lt. Gen. Ira C. Eaker, Deputy Commander of the Army Air Forces wired General Carl Spaatz, Commanding General of the AAF, that a "35 minute initial flight successfully completed today flying from factory to Muroc Lake. Reached altitude 10,000 feet. No trouble."

From left to right: Max Stanley, Fred Bretcher, and O. H. Douglas ( Northrop photo )

By late 1944 the AAF and Northrop realized that the propeller-driven B-35 was not going to make it into combat and that jet propulsion was the way to the future. In June 1945 Change order number 11 to the YB-35 contract authorized the conversion of two YB-35s into jet-powered YB-49s. Modification of the two airframes commenced and on September 29, 1947 the sleek YB-49 was rolled out and ground testing of engines and other systems commenced. Northrop’s flight crew of Max Stanley, Fred Bretcher, and O. H. Douglas performed the first taxi test on October 20th. The following day this same crew flew the YB-49 for the first time. The 34 minute flight from Northrop Field in Hawthorne to Muroc was uneventful. The crew found the performances of the YB-49 and the XB-35 as different as night and day. The lack of noise and vibration was quite noticeable. Performance wise, the YB-49 was all that they had hoped for in the Flying Wing.

YB-49 prepares for takeoff from Northrop Field, Hawthorne, CA ( Northrop photo )

October 21, 1947 - A Graceful YB-49 takes to the air for the first time. ( Northrop photo )

he Western Museum of Flight supported Northrop Grumman’s September 27th and 28th open house. Our YF-17 was towed to their El Segundo facility at 3:00 a.m. just before the open house with the assistance of the Museum’s "JJ" Johnson. The YF-17 had been spruced up with the addition of additional stenciling just prior to the move.

North American Aviation F-86F "Sabre" ( WMOF Archive / USAF photo )

Korean War vintage North American Aviation F-86F "Sabre" is being obtained from the US Navy’s China Lake test facility and will arrive at the museum around November 20th. Commander Chuck Mosely of NAS Fallon in Nevada has been of much assistance in our obtaining this historic aircraft.

Leroy Kullman with Grumman F-14A "Tomcat" ( photo by Garry Pape )

he Western Museum of Flight’s "Volunteer of the Month" for September is Leroy Kullman. Leroy, Methods Engineering manager at Point Mugu, was a key member in assembling the team and supervising the "rebirth" of our F-14A Tomcat. He, and the rest of the team, has put in much time and effort to this restoration effort. Because of this effort the WMOF was able to put together its best display to date at last months Hawthorne Air Faire. Mr. Kullman is quoted in the March 14, 1997, edition of the Northrop Grumman News: "This was the second to last F-14 to leave Naval Air Station Miramar and I’m glad to help restore this Tomcat to remind people of the important role it plays in the nation's defense." The accompanying photo is of Leroy and our Tomcat at the Air Faire.

oin us on October 29th, as "Bud" Anderson, World War II P-61 "Black Widow" pilot, talks about the Santa Ana Army Air Base, one of three Aviation Cadet Pre-flight Classification Centers in the United States during World War II. Over 147,000 Army Air Forces Aviation Cadets passed through the S.A.A.A.B. processing, which was carried out by several thousand base personnel, both Army Air Force and Civilians. Santa Ana Army Air Base played a large part in the Aviation History of World War II.

Santa Ana Army Air Base ( "Bud" Anderson Collection )

As usual, the Vintage Aircraft Boosters Club will meet at the Northrop Grumman Recreation Clubhouse at 5:00 p.m. Prior to the meeting, the Western Museum of Flight will remain open until 5:00 p.m. to accommodate SCHAF members, Vintage Aircraft Booster Club members and guests.