B-2 Spirit

 

The B-2 Spirit is a multi-role bomber capable of delivering both conventional and nuclear munitions. A dramatic leap forward in technology, the bomber represents a major milestone in the U.S. bomber modernization program. The B-2 brings massive firepower to bear, in a short time, anywhere on the globe through previously impenetrable defenses.

Along with the B-52 and B-1B, the B-2 provides the penetrating flexibility and effectiveness inherent in manned bombers. Its low-observable, or "stealth," characteristics give it the unique ability to penetrate an enemy's most sophisticated defenses and threaten its most valued, and heavily defended, targets. Its capability to penetrate air defenses and threaten effective retaliation provide a strong, effective deterrent and combat force well into the 21st century.

The revolutionary blending of low-observable technologies with high aerodynamic efficiency and large payload gives the B-2 important advantages over existing bombers. Its low-observability provides it greater freedom of action at high altitudes, thus increasing its range and a better field of view for the aircraft's sensors. Its unrefueled range is approximately 6,000 nautical miles (9,600 kilometers).

The B-2's low observability is derived from a combination of reduced infrared, acoustic, electromagnetic, visual and radar signatures. These signatures make it difficult for the sophisticated defensive systems to detect, track and engage the B-2. Many aspects of the low-observability process remain classified; however, the B-2's composite materials, special coatings and flying-wing design all contribute to its "stealthiness."

The B-2 has a crew of two pilots, a pilot in the left seat and mission commander in the right, compared to the B-1B's crew of four and the B-52's crew of five.

The first B-2 was publicly displayed on Nov. 22, 1988, when it was rolled out of its hangar at Air Force Plant 42, Palmdale, Calif. Its first flight was July 17, 1989. The B-2 Combined Test Force, Air Force Flight Test Center, Edwards Air Force Base, Calif., is responsible for flight testing the engineering, manufacturing and development aircraft as they are produced.

Whiteman AFB, Mo., is the B-2's only operational base. The first aircraft, Spirit of Missouri, was delivered Dec. 17, 1993. Depot maintenance responsibility for the B-2 is performed by Air Force contractor support and is managed at the Oklahoma City Air Logistics Center at Tinker AFB, Okla.
The prime contractor, responsible for overall system design and integration, is Northrop 

Grumman's Military Aircraft Systems Division. Boeing Military Airplanes Co., Hughes Radar Systems Group and General Electric Aircraft Engine Group are key members of the aircraft contractor team. Another major contractor, responsible for aircrew training devices (weapon system trainer and mission trainer) is Hughes Training Inc. (HTI) - Link Division, formerly known as CAE - Link Flight Simulation Corp. Northrop Grumman and its major subcontractor HTI, are responsible for developing and integrating all aircrew and maintenance training programs.

General Characteristics

Primary function: Multi-role heavy bomber.
Prime Contractor: Northrop Grumman Corp.
Contractor Team: Boeing Military Airplanes Co., General Electric Aircraft Engine Group and Hughes Training Inc., Link Division
Power Plant: Four General Electric F-118-GE-100 engines
Thrust: 17,300 pounds each engine
Length: 69 feet (20.9 meters)
Height: 17 feet (5.1 meters)
Wingspan: 172 feet (52.12 meters)
Speed: High subsonic
Ceiling: 50,000 feet (15,152 meters)
Takeoff Weight (Typical): 336,500 pounds (152,635 kilograms)
Range: Intercontinental, unrefueled
Armament: Conventional or nuclear weapons
Payload: 40,000 pounds (18,144 kilograms)
Crew: Two pilots
Unit cost: Approximately $1.3 billion
Date Deployed: December 1993
Inventory: Active force: 21 (planned operational aircraft); ANG: 0; Reserve: 0

press: Boeing


    

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McDonnell XF-85 Goblin

 

The McDonnell XF-85 Goblin was a prototype parasitic-fighter aircraft developed during the 1940s.

The XF-85 Goblin was designed to fulfill a USAAF request for an extremely compact single-seat fighter which could be carried aboard the Convair B-36 long-range bomber. The idea was that the B-36 could deploy the Goblin when enemy aircraft approached, meaning it would always have a fighter escort, no matter how long the mission was.

The XF-85 Goblin was very small, tiny in fact. It measured just 14 feet 10 inches (4.5 m) in length, and the wingspan was only slightly larger at 21 ft (6.4 m). Although when the wings were folded for storage within the B-36's fuselage the Goblin was only 5 feet wide (1.5 meters)!

Powering the McDonnell XF-85 Goblin was a Westinghouse J34-WE-7 turbojet which provided 3,000 lbs of thrust. There was no landing gear as the Goblin was expected to return to the mothership and be retracted back into the fuselage for a joint landing. The designers did however equip the Goblin with emergency skids so if needed it could be landed independently.

Despite its odd layout and minuscule dimensions, the program's only pilot, Ed Schoch reported that the XF-85 Goblin was stable, easy to fly, and spin recovery was relatively easy.

The main area of issue was during attempts to dock with the B-29 mothership - no B-36 was available for prototype testing so the older B-29 was used instead. The small size of the Gobin meant that it suffered terribly from turbulence when approaching the larger aircraft. On the aircraft's first flight, when Schoch was attempting to re-connect with the B29, sudden turbulence caused him to crash into the docking mechanism, shattering his canopy, ripping away his oxygen mask, and forcing him to land the XF-85 Goblin using the emergency skids on the desert below. Unfortunatley the damage was severe enough the first prototype never flew again.

McDonnell considered adding a telescoping extension to the docking trapeze so the docking would be done at a slightly greater distance, but the XF-85 program was canceled in mid-1949 before it could be tested.

The McDonnell XF-85 Goblin's cancellation was due to a variety of reasons. Firstly it proved to be much more difficult to dock than had been initially expected. Secondly, the increasing range of jet fighters and the introduction of in-flight refueling meant parasitic fighters were becoming an obsolete idea. Thirdly, tighter defense budgets meant unusual ideas - like the Goblin - were the first to be cut. Lastly, and perhaps most importantly, the XF-85 Goblin was no match for the next-generation of jet fighters it would be up against.

Happily both prototype XF-85 Goblin's still exist. One is on display at the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio. The other is housed at the Strategic Air and Space Museum in Ashland, Nebraska.

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X-36 Tailless Fighter Agility Research Aircraft

The X-36 was a prototype aircraft tested and flown by NASA in 1997. The X-36 was a 28 percent scale model aircraft which was remotely piloted from the ground. I suppose you could say it was the mother of all r/c aircraft.

The X-36 was developed to help test and prove the theory of tailless aircraft design. The design used advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft.

The X-36 was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft.

Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. The use of a human pilot eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unexpected situations. 

The X-36 was considerably smaller than a piloted version would have been. The wingspan was a mere 3 meters (10 ft) and fully fueled it weighed in at 566 kgs (1,250 lbs). Top speed was 234 mph.

In total the X-36 made 31 flights, and accrued 15 hours and 38 minutes of flight time. The maximum altitude achieved was 6,157 meters (20,200 ft). NASA considered the X-36 program highly successful as it met or exceeded all project goals. 

press: NASA

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Lockheed F-117 Nighthawk

 

The Lockheed F-117 Nighthawk is a single-seat, twin-engine stealth ground-attack aircraft formerly operated by the United States Air Force (USAF). Its first flight was in 1981, and it achieved initial operating capability status in October 1983. The F-117 was "acknowledged" and revealed to the world in November 1988.

A product of Lockheed Skunk Works and a development of the Have Blue technology demonstrator, it became the first operational aircraft initially designed around stealth technology. The F-117A was widely publicized during the Persian Gulf War of 1991. It was commonly called the "Stealth Fighter" although it was a ground-attack aircraft.

The Air Force retired the F-117 on 22 April 2008, primarily because of the fielding of the F-22 Raptor and the impending introduction of the F-35 Lightning II. Sixty-four F-117s were built, 59 of which were production versions with five demonstrators/prototypes.

Design:

he F-117 is shaped to deflect radar signals and is about the size of an F-15 Eagle. The single-seat Nighthawk is powered by two non-afterburning General Electric F404 turbofan engines, and has quadruple-redundant fly-by-wire flight controls. It is air refuelable. To lower development costs, the avionics, fly-by-wire systems, and other parts are derived from the General Dynamics F-16 Fighting Falcon, McDonnell Douglas F/A-18 Hornet and McDonnell Douglas F-15E Strike Eagle. The parts were originally described as spares on budgets for these aircraft, to keep the F-117 project secret.
The F-117 Nighthawk has a radar signature of about 0.025 m² (0.269 sq ft). Among the penalties for stealth are lower engine power thrust, due to losses in the inlet and outlet, a very low wing aspect ratio, and a high sweep angle (50°) needed to deflect incoming radar waves to the sides. With these design considerations and no afterburner, the F-117 is limited to subsonic speeds.

The F-117A is equipped with sophisticated navigation and attack systems integrated into a digital avionics suite. It carries no radar, which lowers emissions and cross-section. It navigates primarily by GPS and high-accuracy inertial navigation. Missions are coordinated by an automated planning system that can automatically perform all aspects of an attack mission, including weapons release. Targets are acquired by a thermal imaging infrared system, slaved to a laser that finds the range and designates targets for laser-guided bombs. The F-117A's split internal bay can carry 5,000 lb (2,300 kg) of ordnance. Typical weapons are a pair of GBU-10, GBU-12, or GBU-27 laser-guided bombs, two BLU-109 penetration bombs, or two Joint Direct Attack Munitions (JDAMs), a GPS/INS guided stand-off bomb.

The F-117A's faceted shape (made from 2-dimensional flat surfaces) resulted from the limitations of the 1970s-era computer technology used to calculate its radar cross-section. Later supercomputers made it possible for subsequent planes like the B-2 bomber to use curved surfaces while staying stealthy, through the use of far more computational resources to do the additional calculations needed.

F-117 flying over mountains
Role	Stealth attack aircraft
National origin	United States
Manufacturer	Lockheed Corporation Lockheed Martin
First flight	18 June 1981
Introduction	October 1983
Retired	22 April 2008
Primary user	United States Air Force
Number built	64 (5 YF-117As, 59 F-117As)
Unit cost	US$42.6 million (flyaway cost) US$111.2 million (average cost)
Developed from	Lockheed Have Blue

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F-16 Fighting Falcon

 

The General Dynamics (now Lockheed Martin) F-16 Fighting Falcon is a multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force (USAF). Designed as an air superiority day fighter, it evolved into a successful all-weather multirole aircraft. Over 4,500 aircraft have been built since production was approved in 1976. Although no longer being purchased by the U.S. Air Force, improved versions are still being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.

The Fighting Falcon is a fighter with numerous innovations including a frameless bubble canopy for better visibility, side-mounted control stick to ease control while maneuvering, a seat reclined 30 degrees to reduce the effect of g-forces on the pilot, and the first use of a relaxed static stability/fly-by-wire flight control system helps to make it a nimble aircraft. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons and other mission equipment. The F-16's official name is "Fighting Falcon", but "Viper" is commonly used by its pilots, due to a perceived resemblance to a viper snake as well as the Battlestar Galactica Colonial Viper starfighter.

In addition to active duty U.S. Air Force, Air Force Reserve Command, and Air National Guard units, the aircraft is also used by the USAF aerial demonstration team, the U.S. Air Force Thunderbirds, and as an adversary/aggressor aircraft by the United States Navy. The F-16 has also been procured to serve in the air forces of 25 other nations.

Role	Multirole jet fighter
National origin	United States
Manufacturer	General Dynamics Lockheed Martin
First flight	20 January 1974
Introduction	17 August 1978
Status	In service, in production
Primary users	United States Air Force 25 other users
Number built	4,500+
Unit cost	F-16A/B: US$14.6 million (1998 dollars) F-16C/D: US$18.8 million (1998 dollars)
Variants	General Dynamics F-16 VISTA
Developed into	Vought Model 1600 General Dynamics F-16XL Mitsubishi F-2

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F35

People are always afraid and resistant to new things. People always like to believe that they “know better” and that their old things are better than their new ones…

 

USAF has started using its new multi-role aircraft F35. The new fifth-generation aircraft of Lockheed Martin has many high-tech features that make it much more advanced than other aircrafts. However many people (F-16 and F-15 people?) critisize the new aircraft as too heavy, as not too maneuverable, as not too fast…

 

Is it really a problem that F-35 cannot turn as tight as F-22? Is it really a problem that it cannot achieve supersonic flight without afterburner? Is it really a problem it is not as light as F-16?
Well, seeing things out of perspective is always bad. If it did not have EO DAS (Distributive Aperture System), HOBS (High-Off-Bore-Sight) missiles or the full 360 degree warning system, advanced radar and advanced computer, those MIGHT be problems, yes…

 

In any case when was the last time a fighter’s success was defined by how much it can fly at Mach 2 while turning? When was the last time an airfight was determined by the “mine is bigger than yours” logic? How many times Mirage 2000s have defeated F-16s in the skies of the Aegean? What does this mean? How many times did Eurofighters beat F-22s in Red Flag? [Air International, September 2012] What does this mean again? That the all too slow all too not-stealth all too not ready Eurofighter is better than the all-too-superfast and super-agile F-22? No…
No ?!?

 

Airfights are not won like playing cards…
Airfights are not won by comparing characteristics and finding out which one is bigger…
Let us not be lost into the “bigger the better” logic of modern time. Let us not be so narrow minded.
No.
You will not win an airfight because your AoA is 10.2 and mine 9.7 …

 

And let us not forget that airfights are won by well trained fighter pilots and well prepared airplanes, along with some of the most recent developments in technology. F-35 has the latter, but not (yet) the former…
Modern aircrafts rely on electronics. This is the future.

 

And in any case aircrafts are part of an Airforce which must know how to use it. Yes, thinking more holistically is good not only in philosophy but in aircraft operations as well. This applies to all aircraft. Why not for F-35 as well?

Just wait and see…
Pilots which fly it already love it.
Someday F-35 will be old enough to win the hearts of people as well…
PS. And guess what: I too think that the “old” Star Wars is better than the new ones. But my son will think otherwise. Am I getting older? Am I becoming a F-16 lover? Can I accept a new F-35 in the skies?

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ES-3A Shadow

 

 

The ES-3A Shadow provides indications and warnings for the Battle Group commander, and is normally assigned to AQ, the Command and Control Warfare commander, for tasking and mission assignment. Lockheed's ES-3A is a high winged, jet powered, twin engine, carrier-based electronic reconnaissance mission aircraft equipped with folding wings, a launch bar, and a tailhook.

The heart of the Shadow is an avionics suite based on the Aries II system of the land-based EP-3E Orion. The Shadow's fuselage is packed with sensor stations and processing equipment, and the exterior sports over 60 antennae. The ES-3A Shadow crew is comprised of a pilot, an NFO, and two systems operators. Advanced sensor, navigation and communications systems allow the Shadow's four-person crew to collect extensive data and distribute high-quality information through a variety of channels to the carrier battle group. This gives the battle group commander a clear picture of potential airborne, surface and sub-surface threats. Missions flown by the detachment include over-the-horizon targeting, strike support, war at sea and reconnaissance.  

 

 On January 21st 1972, the first flight of the Navys S-3A "Viking" ushered in a new era in Under Sea Warfare. Built by Lockheed, this carrier based, twin-turbofan jet dramatically improved the Anti-Submarine warfare and Surface Surveillance capability of the Navy. The S-3A Viking replaced the S-2 Tracker and entered fleet service in 1974. All S-3B aircraft are capable of carrying an inflight refueling "buddy" store. This allows the transfer of fuel from the Viking to other Naval strike aircraft, thus extending their combat radius. The last production S-3A was delivered in August 1978. The ES-3A is a signal intelligence modification of the S-3 Viking anti-submarine aircraft. It replaces the EA-3B Skywarrior (commonly referred to as the Whale), a veteran of over 40 years fleet service. Flying out of NS Rota, Spain, the last EA-3B's in service were retired from the U.S. Navy Oct. 1, 1991. Lockheed Martin has converted 16 S-3A Viking antisubmarine-warfare aircraft into a replacements for the EA-3B. One squadron on each coast has been established and utilizes the designation VQ. This aircraft will serve as the over the horizon "ears" for the modern carrier battlegroup. The ES-3A is configured as an airborne refueling platform and can be utilized in the airborne tanking role.

Statistics & Characteristics

Weights
Maximum Launch Weight ........................ 52,539 lbs.
Maximum Field Landing Weight ................. 45,900 lbs.
Maximum Carrier Landing Weight ............... 37,700 lbs.
Weight ....................................... 34,000 lbs.
Internal Fuel (1,933 gals.) .................. 13,142 lbs.
External Fuel (530 gals.) ..................... 3,604 lbs.


Dimensions
Span (folded) ................ 68 ft. 8 in. (29 ft. 6 in.)
Length (folded) .............. 53 ft. 4 in. (49 ft. 5 in.)
Height (folded) .............. 22 ft. 9 in. (15 ft. 3 in.)


Performance
Maximum Speed .................................. 450 knots
Maximum Altitude .............................. 34,000 ft.
Loiter Speed at 20,000 ft. ..................... 210 knots
Maximum endurance ................................  7 hrs.
Ferry Range ........................ 3,000+ nautical miles

press: B

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AH-64 Apache

The Boeing AH-64 Apache is a four-blade, twin-engine attack helicopter with a tailwheel-type landing gear arrangement, and a tandem cockpit for a two-man crew. Originally, the Apache started life as the Model 77 developed by Hughes Helicopters for the United States Army's Advanced Attack Helicopter program to replace the AH-1 Cobra, and was first flown on 30 September 1975. The AH-64 was introduced to U.S. Army service in April 1986.

The AH-64 Apache features a nose-mounted sensor suite for target acquisition and night vision systems. It is armed with a 30-millimeter (1.2 in) M230 Chain Gun carried between the main landing gear, under the aircraft's forward fuselage. It has four hardpoints mounted on stub-wing pylons, typically carrying a mixture of AGM-114 Hellfire missiles and Hydra 70 rocket pods. The AH-64 has a large amount of systems redundancy to improve combat survivability.

The U.S. Army selected the AH-64, by Hughes Helicopters, over the Bell YAH-63 in 1976, and later approved full production in 1982. McDonnell Douglas continued production and development after purchasing Hughes Helicopters from Summa Corporation in 1984. The first production AH-64D Apache Longbow, an upgraded version of the original Apache, was delivered to the Army in March 1997. Production has been continued by Boeing Defense, Space & Security; over 1,000 AH-64s have been produced to date.

The U.S. Army is the primary operator of the AH-64; it has also become the primary attack helicopter of multiple nations, including Greece, Japan, Israel, the Netherlands and Singapore; as well as being produced under license in the United Kingdom as the AgustaWestland Apache. U.S. AH-64s have served in conflicts in Panama, the Persian Gulf, Kosovo, Afghanistan, and Iraq. Israel has made active use of the Apache in its military conflicts in Lebanon and the Gaza Strip; both British and U.S. AH-64s have seen deployments in Afghanistan and Iraq.
press: Boeing

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UH-60 Black Hawk

 

The Sikorsky UH-60 Black Hawk is a four-bladed, twin-engine, medium-lift utility helicopter manufactured by Sikorsky Aircraft. Sikorsky submitted the S-70 design for the United States Army's Utility Tactical Transport Aircraft System (UTTAS) competition in 1972. The Army designated the prototype as the YUH-60A and selected the Black Hawk as the winner of the program in 1976, after a fly-off competition with the Boeing Vertol YUH-61.

The UH-60A entered service with the U.S. Army in 1979, to replace the Bell UH-1 Iroquois as the Army's tactical transport helicopter. This was followed by the fielding of electronic warfare and special operations variants of the Black Hawk. Improved UH-60L and UH-60M utility variants have also been developed. Modified versions have also been developed for the U.S. Navy, Air Force, and Coast Guard. In addition to U.S. Army use, the UH-60 family has been exported to several nations. Black Hawks have served in combat during conflicts in Grenada, Panama, Iraq, Somalia, the Balkans, Afghanistan, and other areas in the Middle East.

Role	Utility helicopter
Manufacturer	Sikorsky Aircraft Corporation
First flight	29 November 1974
Introduction	1979
Status	In service
Primary users	United States Army Republic of Korea Army Colombian Armed Forces Turkish Armed Forces
Produced	1974–present
Number built	about 4,000
Unit cost	UH-60: US$21.3 million (avg. U.S. procurement, 2012)
Developed from	Sikorsky S-70
Variants	Sikorsky SH-60 Seahawk Sikorsky HH-60 Pave Hawk Sikorsky HH-60 Jayhawk

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Boeing X-48B

 

 There are two different types of remote control aircraft. There are those made by hobby fliers just for the fun of it. And then there are multi-million dollar remotely piloted aircraft developed by huge aerospace companies. The Boeing X-48B, quite obviously, falls into the latter category.

The X-48B has a 6.4 meter (21 foot) wingspan, and weighs in at 230 kgs (500 lbs). Power comes from three turbojet engines mounted at the rear of the aircraft. It can fly at up to 136 mph (220 km/h), and reach an altitude of 3,000 meters (10,000 feet). Like I said, this isn't your everyday RC plane.

The X-48B wasn't just created as some sort of elaborate toy for Boeing engineers to mess around with during coffee breaks either - however cool that would be. Instead the aircraft is being used to experiment with the idea of developing a full-size blended-wing transport aircraft in the future.

Blended-wing aircraft are nothing new, in fact the Germans were designing blended-wing aircraft towards the end of the Second World War. There have been recent notable blended-wing aircraft too, including the Northrop Grumman B2 bomber. However the Boeing X-48B's full-size successor would be the first blended-wing aircraft designed primarily as a military transport and passenger aircraft.

Blended wing aircraft like the X-48B have a number of advantages over conventional tube-and-wing passenger aircraft. They are quieter, more fuel efficient, and because the passengers aren't just confined to a thin tube, they also offer far more interior space to the occupants.

Recent advances in composite materials have made it much easier and cheaper to produce blended wing aircraft than it was previously. Aircraft built from composite materials - like the full-size version of the X-48B would be - are lighter and stronger than their metal-made counterparts.

The Boeing X-48B made its first flight in July of 2007, and since then it has made many more. Every test flight has proved a success and the program is moving along nicely. In fact things are going so well that after 80 test flights the team are working on a successor to the aircraft, called the X-48C. This aircraft should be up in the air by 2011.

If the project continues without any hiccups then by 2022 the US Air Force should have themselves a truly unique transport aircraft. A few years after that, you might get to go in one next time you go on vacation.



Source: NASA

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Convair XFY-1 POGO

The Convair XFY-1 was Convair's proposal to fill a US Navy brief which called for a VTOL (Vertical Take-Off and Landing) interceptor aircraft.

Commonly referred to as the 'Pogo', the XFY-1 was an unusual design which was characterized by its four vertical and horizontal surfaces which were almost the same size. At the end of each wing was a small castor wheel for landing and moving the aircraft on the ground. The Convair XFY-1 Pogo had no conventional landing gear, however in the event of an emergency belly landing the lower fin could be jettisoned.

The vertical take off and landing position of the XFY-1 meant that entry and exit of the aircraft was complicated. To give the pilot a more natural seating angle when the aircraft was in the upright position, the ejector seat was mounted on an adjustable fitting which could be moved through 45 degrees.

After over 250 tethered test flights conducted inside an airship hanger, the first free flight was conducted in August 1954. In November 1954 the XFY-1 Pogo undertook the first flight with a transition to normal horizontal flight and back to vertical.

Despite its unconventional appearance and layout, J.F. Coleman, the test pilot, reported that the Convair XFY-1 Pogo was one of the best handling aircraft he had ever flown, in conventional flight mode.

By the time Convair XFY-1 Pogo had been developed enough to be a feasible design the US Navy had lost interest in the aircraft, and the project was canceled.

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Hughes XH-17 “Flying Crane”

 

The Hughes XH-17 “Flying Crane” was a prototype heavy-lift helicopter developed during the 1950s. The design wasn’t actually an original Hughes project. Initially the project was developed by Kellett Aircraft Corporation to fulfill a 1946 US Army requirement for an extremely large helicopter capable of lifting up to 10,000 lbs (4,536 kgs), at a speed of 64 mph (105 km/h), over a range of 100 miles (160 km). However Kellett ran into financial difficulties during the preliminary development of the aircraft, and in 1948 they sold the rights and partially completed prototype to Hughes. Several members of the original design team were hired by Hughes to help make sure the project stayed on track.

The test rig was completed in 1949, and in order to speed up construction numerous elements had been poached from existing aircraft. The two-seat cockpit came from a Waco CG-15, the undercarriage was made up from North American B-25 and Douglas C-54 parts, and the fuel tank came from a Boeing B-29 bomb bay tank. The XH-17 employed an unusual gas-turbine and rotor-tip combustion combination to provide power to spin the gigantic rotors. Two General Electric gas generators – modified J35 turbojets – sent compressed air to the rotor tips where fuel was added and then burned to provide the equivalent of 3,480 horsepower.

Ground tests began towards the very end of 1949, and immediately the sheer size and complexity of the rotors, and their unusual powersource began to throw up some issues for the engineers. However the project continued to develop at a satisfactory pace until June 1950 when the test rig was badly damaged when a cyclic gear failed. It was the first major setback for the aircraft. However the Air Force had been sufficiently impressed with the XH-17′s initial tests to request that the static test rig be upgraded to a flying prototype.

Modifications included the fitting of a hydraulics system and the addition of a tail rotor, in this case one pinched from a Sikorsky H-19. It wasn’t until 1952 that the Hughes XH-17 was ready for its first flight. Piloted by Gale Moore, it took to the skies on 23 October.  However just over a minute after take-off it was back on the ground. This was because Moore had experienced difficulties in directional control of the aircraft. Thankfully that particular issue proved fairly simple to rectify, and the XH-17 was soon lumbering skyward for more test flights. There were however issues which proved harder to overcome. Of primary concern was the high vibratory stresses experienced by the main rotors. Numerous modifications were made over the next three years and progress was slowly made. However it all proved to be in vain. In 1955 when the rotors came to the end of their airworthy life, and a new set were required, the military pulled the plug.

By the end of the test program the XH-17 had proved its concept, that it could fly, and that it could carry a considerable payload – exceeding the original requirement. However it fell short, well short, of the Air Force’s range requirement. Mainly due to its appalling fuel consumption, and there was little which could be done to improve it.
In the end it became a bit of an engineering cul-de-sac. One derivative, the XH-28, an even larger version, was proposed. But it never got further than a wooden mock-up. The sole XH-17 prototype was eventually scrapped, and sadly nothing remains of this unusual giant except for photos and some video footage.

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E-767 Airborne Warning and Control System

The Boeing E-767 Airborne Warning and Control System (AWACS) developed as a natural progression from the E-3 Sentry following the closure of Boeing's 707 production line. The E-767 combines a Boeing 767-200ER airframe with the APY-2 development of the Sentry's APY-1 radar and mission system.
The first flight of the completed E-767 occurred on 9 August 1996 at Everett, Washington. To date only the Japan Air Self Defense Force (JASDF) has ordered the E-767, initially purchasing two in 1992, increasing the order to four in 1994. The first production E-767 is now entering an extensive testing and certification program with the aim of delivering the first two E-767s to the JASDF in 1998. Other military variants of the 767 are now under consideration, including tanker and strategic transport aircraft to replace the aging fleet of KC-135s and B707s in world wide military service.

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X-50A

It's intended to float like a butterfly, sting like a bee.

And now the Carnard Rotor/Wing, or CRW, demonstrator - the revolutionary concept that combines the capabilities of a helicopter with those of a fixed-wing jet aircraft - joins a rich heritage of experimental champions that have fostered tremendous advances in aerospace.

The CRW, being developed by Boeing and the Defense Advanced Research Projects Agency, or DARPA, has been assigned an official designation of X-50A.

The aircraft combines the vertical takeoff/landing capabilities of a rotorcraft with the high-subsonic cruise speed and agility of a fixed-wing airplane. As its name implies, its versatility is achieved by having a specially designed rotor for vertical takeoffs and landings that can be stopped in flight to serve as a fixed wing for jet cruise. Under an agreement with DARPA, Boeing Phantom Works has built and will flight-test two pilotless demonstrators to assess and validate the advanced rotorcraft concept.

X-50Follow-on CRW versions could evolve into larger, piloted vehicles capable of conducting specialized missions, including reconnaissance, armed escort, urban operations, tactical air support, communications/data relay and resupply. With such flexibility, operations could originate from small-deck ships or forward bases.

"We're proud to add the X-50A designation to the CRW and our long history of experimental vehicle development at Boeing," said George Muellner, president of Boeing Phantom Works, which originally conceived the CRW and produced two prototype demonstrators. "The X-50A is another example of the kind of innovative, affordable solution that we provide to meet the future needs of our customers."

Steve Bass, X-50 program manager, said the concept is moving closer to reality and that rigorous testing is already under way.

"At our Phantom Works facility in Mesa, Ariz., Ship No. 1 is currently undergoing testing in the hover pit, and Ship No. 2 is nearly completed," said Bass. "This momentum places us on track for a first flight of the X-50A later this year."

Also known as "Dragonfly," the unmanned X-50A CRW has a length of 17.7 feet and is 6.5 feet high. The rotor blades have a diameter of 12 feet. Powered by a conventional turbofan engine, the X- 50A will utilize diverter valves to direct thrust to the rotor blade tips (for helicopter mode), or aft to the jet nozzle (for fixed wing mode). Dual bleed thrust will be used during transition.

By directing thrust through the rotor tips, the CRW concept eliminates the need for a heavy and complex mechanical drive train, transmission and anti-torque system. The CRW will be much lighter and simpler than traditional rotorcraft and will therefore be much cheaper to operate and support.

BY ERIK SIMONSEN

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Boeing MV-22 Osprey

The Bell Boeing V-22 Osprey is the first aircraft designed from the ground up to meet the needs of the Defense Department's four U.S. armed services. The tiltrotor aircraft takes off and lands like a helicopter. Once airborne, its engine nacelles can be rotated to convert the aircraft to a turboprop airplane capable of high-speed, high-altitude flight.

increased speed because it's twice as fast as a helicopter.
much longer range resulting in greater mission versatility than a helicopter.
multi-mission capability: amphibious assault, combat support, long-range special ops infiltration and exfiltration, transport, search and rescue, medevac, and, in the future, tanker capability.

increased speed because it's twice as fast as a helicopter.
much longer range resulting in greater mission versatility than a helicopter.
multi-mission capability: amphibious assault, combat support, long-range special ops infiltration and exfiltration, transport, search and rescue, medevac, and, in the future, tanker capability.

can transport 24 combat troops, 20,000 pounds of internal or up to 15,000 pounds of external cargo using its medium lift and vertical takeoff and landing capabilities
meets U.S. Navy requirements for combat search and rescue, fleet logistics support, and special warfare support
matches the U.S. Special Operations Command's requirement for a high-speed, long-range, vertical lift aircraft
can be stored aboard an aircraft carrier or assault ship because the rotors can fold and the wings rotate
has air-to-air refueling capability, the cornerstone of the ability to self-deploy

Boeing is responsible for the fuselage and all subsystems, digital avionics, and fly-by-wire flight-control systems. Boeing partner Bell Helicopter Textron, Inc., is responsible for the wing, transmissions, empennage, rotor systems and engine installation.

Technical Specs

Powerplant
Two Rolls Royce AE1107C turboshaft engines
Max and intermediate, shp (kW) -- 6,150 (4,586)
Rotor System
Blades per hub -- 3
Construction -- graphite/fiberglass
Tip speed, fps (mps) -- 661.90 (201.75)
Diameter, ft (m) -- 38.08 (11.6)
Blade folding - automatic, powered

Transmissions
Takeoff VTOL, Normal Power 4570 rhp
Takeoff VTOL, Interim Power 5183 rhp

Performance @ 47,000 lbs
Max speed, SL, kts (km/h) -- 250 (463)
Max rate of climb, SL, fpm (m/m)
 3,200 (975)
Service ceiling, ft (m) -- 25,000 (7,620)
Service ceiling, one engine inop, ft (m) -- 10,300 (3,139)

HOGE, ft (m) -- 5,400 (1,646)

Range
Unrefueled mission radius with 24 troops, nm (km) -- 390 (722)
Self-deployment, nm (km) -- > 2,100 (3,892) with refueling

Crew
Cockpit -- crew seats -- 2/3
Cabin -- crew chief and troop seats/litters -- 1 + 24/12

Dimensions -- Internal
Length, max, ft (m) -- 20.8 (6.34)
Width, max, ft (m) -- 5.7 (1.74)
Height, max, ft (m) -- 5.5 (1.67)

Weights
Takeoff, vertical, max, lbs -- 52,600 (23,859)
Takeoff, short running, max, lbs (kg)
 57,000 (25,855)
Takeoff, self-deploy mission, lbs (kg)
 60,500 (27,443)
Cargo hook, single, lbs (kg) -- 10,000 (4,536)
Cargo hook, dual, lbs (kg) -- 15,000 (6,147 )

Dimensions -- External
Length, fuselage, ft (m) -- 57.33 (17.48)
Width, rotors turning, ft (m) -- 84.6 (25.78)
Length, stowed, ft (m) -- 63.1 (19.23)
Width, stowed, ft (m) -- 18.5 (5.64)
Height, nacelles fully vertical, ft (m) -- 22.1 (6.74)
Height, vertical stabilizer, ft (m) -- 17.65 (5.38)

Fuel Capacity
MV-22 gals (liters) -- 1,721 (6,513)
CV-22 gals (liters) -- 2,037 (7,710)
Aux, self-deployment, gals (liters) -- up to 3 tanks, each 430 (1,628) 

source: Boeing

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Boeing B-17 Flying Fortress

The Boeing B-17 Flying Fortress is a four-engine heavy bomber aircraft developed in the 1930s for the United States Army Air Corps (USAAC). Competing against Douglas and Martin for a contract to build 200 bombers, the Boeing entry outperformed both competitors and more than met the Air Corps' expectations. Although Boeing lost the contract because the prototype crashed, the Air Corps was so impressed with Boeing's design that they ordered 13 more B-17s for further evaluation. From its introduction in 1938, the B-17 Flying Fortress evolved through numerous design advances.

The B-17 was primarily employed by the United States Army Air Forces (USAAF) in the daylight precision strategic bombing campaign of World War II against German industrial and military targets. The United States Eighth Air Force based at many airfields in southern England, such as Thorpe Abbotts airfield and the Fifteenth Air Force based in Italy - with many units stationed at the existing bases surrounding Foggia - complemented the RAF Bomber Command's nighttime area bombing in Operation Pointblank to help secure air superiority over the cities, factories and battlefields of Western Europe in preparation for Operation Overlord. The B-17 also participated to a lesser extent in the War in the Pacific where it conducted raids against Japanese shipping and airfields.

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Lockheed SR-71 Blackbird

The Lockheed SR-71 "Blackbird" was an advanced, long-range, Mach 3+ strategic reconnaissance aircraft. It was developed as a black project from the Lockheed A-12 reconnaissance aircraft in the 1960s by Lockheed and Skunk Works. Clarence "Kelly" Johnson was responsible for many of the design's innovative concepts. During reconnaissance missions the SR-71 operated at high speeds and altitudes to allow it to outrace threats. If a surface-to-air missile launch was detected, the standard evasive action was simply to accelerate and outfly the missile.

The SR-71 served with the U.S. Air Force from 1964 to 1998. Of the 32 aircraft built, 12 were lost in accidents, though none to enemy action.The SR-71 has been given several nicknames, including Blackbird and Habu, the latter in reference to an Okinawan species of pit viper. Since 1976, it has held the world record for the fastest air-breathing manned aircraft, a record previously held by the YF-12.

General characteristics:

•  Crew: 2 (Pilot and Reconnaissance Systems Officer)
•  Payload: 3,500 lb (1,600 kg) of sensors
• Length: 107 ft 5 in (32.74 m)
•  Wingspan: 55 ft 7 in (16.94 m)
• Height: 18 ft 6 in (5.64 m)
• Wing area: 1,800 ft2 (170 m2)
• Empty weight: 67,500 lb (30,600 kg)
• Loaded weight: 152,000 lb (69,000 kg)
• Max. takeoff weight: 172,000 lb (78,000 kg)Powerplant: 2 × Pratt & Whitney J58-1 continuous-bleed afterburning turbojets, 34,000 lbf (151 kN) each
• Wheel track: 16 ft 8 in (5.08 m)
• Wheelbase: 37 ft 10 in (11.53 m)
• Aspect ratio: 1.7

Performance

•     Maximum speed: Mach 3.3 (2,200+ mph, 3,530+ km/h, 1,900+ knots) at 80,000 ft (24,000 m)
•     Range: 2,900 nmi (5,400 km)
•     Ferry range: 3,200 nmi (5,925 km)
•     Service ceiling: 85,000 ft (25,900 m)
•     Rate of climb: 11,810 ft/min (60 m/s)
•     Wing loading: 84 lb/ft (410 kg/m²)
•     Thrust/weight: 0.44

 

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Russian su-47

The Sukhoi Su-47 Berkut (NATO reporting name Firkin), also designated S-32 and S-37 (not to be confused with the twin-engined delta canard design offered by Sukhoi in the early 1990s under the designation Su-37) during initial development, was an experimental supersonic jet fighter developed by Sukhoi Aviation Corporation. A distinguishing feature of the aircraft was its forward-swept wing that gave the aircraft excellent agility and maneuverability. While serial production of the type never materialized, the sole aircraft produced served as a technology demonstrator prototype for a number of advanced technologies later used in the 4.5 generation fighter SU-35BM and current fifth-generation jet fighter prototype Sukhoi PAK FA.

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F 14 Tomcat

The Grumman F-14 Tomcat is a supersonic, twin-engine, two-seat, variable-sweep wing fighter aircraft. The Tomcat was developed for the United States Navy's Naval Fighter Experimental (VFX) program following the collapse of the F-111B project. The F-14 was the first of the American teen-series fighters which were designed incorporating the experience of air combat against MiG fighters during the Vietnam War.

The F-14 first flew in December 1970 and made its first deployment in 1974 with the U.S. Navy aboard USS Enterprise (CVN-65), replacing the McDonnell Douglas F-4 Phantom II. The F-14 served as the U.S. Navy's primary maritime air superiority fighter, fleet defense interceptor and tactical reconnaissance platform. In the 1990s, it added the Low Altitude Navigation and Targeting Infrared for Night (LANTIRN) pod system and began performing precision ground-attack missions.

The Tomcat was retired from the U.S. Navy's active fleet on 22 September 2006, having been supplanted by the Boeing F/A-18E/F Super Hornet.[2] As of 2012, the F-14 was only in service with the Islamic Republic of Iran Air Force, having been exported to Iran in 1976, when the U.S. had amicable diplomatic relations with Iran's government.

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F-22 Raptor

In 1981 the U.S. Air Force developed a requirement for an Advanced Tactical Fighter (ATF) as a new air superiority fighter to replace the F-15 Eagle and F-16 Fighting Falcon. This was influenced by the emerging worldwide threats, including development and proliferation of Soviet Su-27 "Flanker"- and MiG-29 "Fulcrum"-class fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon including composite materials, lightweight alloys, advanced flight-control systems, more powerful propulsion systems, and stealth technology. A request for proposals (RFP) was issued in July 1986 and two contractor teams, Lockheed/Boeing/General Dynamics and Northrop/McDonnell Douglas, were selected on 31 October 1986 to undertake a 50-month demonstration phase, culminating in the flight test of two prototypes, the YF-22 and the YF-23.

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