JF Ptak Science Books: Atomic Aircraft, 1946-1961

JF Ptak Science Books Post 1810

Shooting Down the Nuclear Plane, by W. Henry Lambright, (Inter-University Case Program #104, Bobbs-Merrill Co., 1964), is an interesting and nicely-documented history of an idea whose firm grasp on reality night not be terribly firm. Of course it would be possible to prodce such a thing (at about this same time in 1961 appeared a cover for Popular Mechanics for an atomic-powered car from which two cowboys went a-hunting) if there was the collective will to do so, and there almost was. Let's just say then that the atomic-poweredness of our domestic defense was limited to aircraft carriers and submarines, and the atomic-powererd aircraft were left to science fiction .

In general though it was at this time, from about 1946 thorugh the late 1950s', that people were thinking of refitting standard power systems with atomic energy.

Here are a few ideas for alternative approaches to flight, provided by the happy folks known as Atomic Energy:

Another possibility for a nculear powered aircraft, by Northrup:

[Source] Another interesting design--a nuclear-powered prop plane, X-6, "derived from the Corvair B-36":

[Source]

A chronology, from the report:

"May 28, 1946 - NEPA Project began officially with signing of AAF letter of intent by General Spaatz and Maj. Gen. Leslie Groves. Associated with Fairchild were Allison, United Aircraft, Wright Aeronautical, General Electric, Westinghouse, Continental Aviation, Lycoming, Northrop, Flader and Menasco Mfg. Co. Member companies were to have a voice in technical phases of the NEPA Program and could assign personnel to the working organization. The goal was a feasibility investigation and research leading to the adaptation of nuclear energy as a means of propulsion of aircraft for tactical utility. Letter-contract authorized expenditure of $200,000; subsequent 18 amendments increased funding to $5.25 million."

"Mar. 1948 - Congressional Aviation Board urged NEPA be given highest priority in atomic energy research.
June 1948 - Lexington Project created by contract between AEC and MIT with Walter Whitman as director.
Sept. 1948 - Lexington Report predicted a nuclear powered aircraft feasible and could be achieved in 15-20 years at cost of $2 billion."

That $2 billion was part of a $256 billion federal budget--I guess in a way then that the $2 billion would transform to about $25 billion as a part of today's budget, but that really isn;t quite the way to look at it, as I can't imagine that an undertaking of this scope would cost so "little", particularly as the price tag for teh (Lockheed Martin) F-35 is ten times that adjusted number.

May 1961 - National ANP Program terminated. In the 15 years of the ANP Program a total of $2 billion was spent on research and development. GE’s Nuclear Materials & Propulsion Operation (NMPO) was established by AEC for continuation of basic research work on high temperature nuclear materials. Both Evendale Laboratories and Idaho Test Station continued work on future reactor projects including the 630A and 710 programs. General Manager of GE-NMPO was W. H. (Bill) Long. The GE-NMPO contract with the AEC continued until 1968."

I couldn't resist this, even though it really has nothing to do, in reality, with the above:

Atomic-Airplane USSR, 1955 [Source]

Popular Mechanics bit off quite a bit with this chewy morsel in 1957:

And the model maker Aurora go tinto the act, to, somewhat:

"Between 1946 and 1961, the Air Force and the Atomic Energy Commission spent more than $7 billion trying to develop a nuclear-powered aircraft. Although no airplane ever flew under nuclear power, the Air Force converted a B-36 bomber, known as the Nuclear Test Aircraft, to carry an operating three-megawatt air-cooled reactor to assess operational problems (it made 47 flights over Texas and New Mexico between July 1955 and March 1957). The NB-36H carried the reactor in its aft bomb bay and incorporated a new nose section, which housed a 12 ton lead and rubber shielded crew compartment with 10-12 inch (25-30 centimeters) thick leaded-glass windows. Water pockets in the fuselage and behind the crew compartment also absorbed radiation (due to weight constraints, nothing was done to shield the considerable emissions from the top, bottom or sides of the reactor)." (Source: Brookings Institute)

[Source: Radiationworks]