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Course Ae107 Case Studies in Engineering the SR-71 Blackbird

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Course Ae107 Case Studies in Engineering the SR-71 Blackbird Course Ae107 Case Studies in Engineering The SR-71 Blackbird Presented by Lockheed Advanced Development Company and The Graduate Aeronautical Laboratories California Institute of Technology Program Directors: Mr. DavidUrie - Lockheed Corporation Prof. Hans Hornung - GALCIT Teaching Assistant: Patrick Gennain Spring Term, AcademicYear 1990-1991 t Lecture Topics for Ae107b Case Studies in Engineering Spring 1991 "The Lockheed SR-71 Blackbird" Lecture Date Topic Speaker 1 1 April Introduction David Urie 2 3 April Program Management Ben Rich 3 8 & 10 April Design Dick DeGrey 4 15 & 17 April Structures & Material John Altizer 5 22 April Aerodynamics Jerry Meyer 6 24 April Flight Controls Bob Loschk:e 7 29 April & 1 May Thermodynamics & Pete Law Environmental Systems 8 6May Hydraulics & Fuel Systems Dick DeGrey 9 8May Propulsion Integration Tom Anderson (Inlets and Exits) 10 13 & 15 May Propulsion system Arnold Gunderson (J-58 Engine) (from Pratt & Whitney) 11 20 &22 May Fright Test Dick Abrams 12 31 May Student Presentations Lecture Topics for Ae107b Case Studies in Engineering Spring 1991 "The Lockheed SR-71 Blackbird" Lecture Date Topic Speaker 1 1 April Introduction David Urie 2 3 April ProgramManagement Ben Rich 3 8 & 10 April Design DickDeGrey 4 15 & 17 April Structures & Material John Altizer 5 22 April Aerodynamics Jerry Meyer 6 24 April Flight Controls Bob Loschke 7 29 April & 1 May Thermodynamics & Pete Law Environmental Systems 8 6May Hydraulics & Fuel Systems DickDeGrey 9 8May Propulsion Integration Tom Anderson (Inlets and Exits) 10 13 & 15 May Propulsion system Arnold Gunderson (J-58 Engine) (from Pratt & Whitney) 11 20 &22 May Flight Test Dick Abrams 12 31 May Student Presentations . LOCKHEED SR- 71 "BLACKBIRD" CALTECH CASE STUDY IN ENGINEERING LECTURE2 - LECTURE3 • DESIGN PRESENTED BY: RICHARD DEGREY SR-71 PROGRAM MANAGER (RETIRED) CONGRATULATIONS! FOR CHOOSING ENGINEERING AS YOUR PROFESSION • OUR COUNTRY NEEDS YOU! • OUR INDUSTRY NEEDS YOUI • FORTUNATELY THE WIZ OF ID AND THE LITTLE KING DO NOT REFLECT TODAY'S ATTITUDE ENGINEERING IS AN EVOLUTIONARY PROCESS THE "BLACKBIRD" DESIGN WAS AN EVOLUTION THAT TOOK PLACE IN A VERY SHORT PERIOD OF TIME BUT HAD SUCH ADVANCED TECHNOLOGY THAT IT HAS NOT . BEEN SURPASSED 25 YEARS LATER! 1 1 PHELIMINAHY DESIGN MAKEIT HECIUlflEIV1ENTSI DESUiN I\ND BUll.D WUIIK • WHYIS IT NEEDED? IS THEHEA THEDIG PICTURE WHEREHUMILITY SOLUTION-! REDUCEDTO BITS ··1s DORNAND INOVATION 11 WHAT DOESIT AND RECONSTITUTEDRULES ,HAVETODO? LOOK FOR A .. A ross1BLE SIL\IER I ,~, . L I Al(i'' C. /fv ( \ ,, 1~~-;;,-~:x ::: l£;:u:J),c ... A I 'w.%.,_,,,.,t1/ ,....... r:1nsJ i:liGH~r ---- . .. -~>-I .. ~-----·-------z ,__w_IN_D_1_·u_NN_E_·L,_T_ES_T_I N__G _____ _.? FUNCTIONALSYSTEM TEST ANO MOCKUPS PHOPULSIONSYSTEM DEVELOPMENT ..D ,o DESIGN AND BUILD BEN RICH l•hlASGIVEN YOU A VERY GOOD ACCOUNT OF Tt-lE "SKUNK WORKS" SYSTEM AND THE HISTORY AND BACK­ GROUND OF Tt-lE "BLACKBIRD". DESIGN G~NIUS, KELLY JOHNSON, AND THE ENGINEERS IN ADP PIONEERED IN ALMOST EVERY AREA TO CREATE THESE MACHINES. KELLY ONCE SAID, "I CAN TRULY SAY EVERYTHING ON Tl-IE AIRCRAFT, FROM RIVETS AND FLUIDS, INCLUDING MATERIALS AND POWER PLANTS 1-IAD TO BE INVENTED FROM SCRATCH". l'=:=========- =-·-=--:.... ·- -·· ·-·-· . ·-·- ····· ··====-=-~---·--··--·--=· =· ==·-·-···---·-···-~·==..c., EVOLUTION (RC VOLUTION) OF AIRFRAME DESIGN LOCKHEED FIRSTS: • VEGA - LATE 20'S - FIRST COMPOSITE STRUCTURE - MANY SPEED RECORDS • P:-38 - LATE 30'S - FIRST 400 MPH TWO-ENGINE FIGHTER • P-80 - MID 40'S - FIRST U.S. JET FIGHTER - WORLD'S SPEED RECORD • XF-90 - LATE 40'S - FIRST JET TO EXCEED MACH 1 • X-7 - MID 50'S - FIRST RAM JET - MACH 4 - BOMARC TEST VEHICLE • F- 104 - LATE 50'S - FIRST MACH 2 FIGHTER - WORLD SPEED RECORD • U-2 - LATE 50'S - FIRST HIGH ALTITUDE RECCE • I 'l - ',.:v; ~,' ,,_= "" ;:z .'. -... 4' - --·····-·- ······-··-. -········-··-·- .... -··- ·····"········'-- '\ DESIGN REQUIRE1vlENTS (BRIEF) II LONG RANGE - REQUIRED: LIGHTWEIGHT STRUCTURE - LOW TRIM DRAG • HIGH SPEED - REQUIRED: GOOD LIFT OVER DRAG RATIO - HI THRUST ID LOW CROSS- - REQUIRED: SHAPING AND SECTION EDGE TREATMENT CD HIGH ALTITUDE . - REQUIRED: PRESSURE SUIT - FUEL TANK PRESSURE HIGH TEMPEBATURE - REQUIRED: FUEL HEAT SINK - TITANIUM STRUCTURE • HIGH RELIABILITY - REQUIRED: REDUNDANT SYSTEMS - NUMEROUS TEST PROGRAMS V 0 ---- ----- ---··. ····-·------·-···-- ··-···- -····--·-··--··· ········--·· --·- --·-· •....... ···- -·-· ·-··--··-·· ·-·-•· - - ---- ·---··· ------·- .. ·----- . -- - ...... -·-·· ...... __.. •·- ... -···- ··-.. --·. ----·- ,. - . ·-· ·- ... ···- NFIGURATION SELECTED SIZE COMPARISON - SIMILAR TO B-58 - SMALLER THAN 8- 70 IN ORDER TO MEET THE REQUIRED PERFORMANCE IN SPEED, ALTITUDE, AND RANGE IT WAS DECIDED: • A THIN DELTA WING. CONFIGURATION WITH LOW WING LOADING WOULD BE REQUIRED TO REDUCE TRIM DRAG AND INCREASE THE DIRECTIONAL STABILITY. • CHINES WERE ADDED TO THE LONG FOREBODY OF THE AIRCRAFT. c. --THE ENGINES WERE LOCATED APPROXIMATELY HALF WAY OUT ON THE WING, AND °' THE TWIN RUDDERS WERE MOUNTED ON TOP OF THE ENGINE NACELLES. ···-· - -----·---------·--· ------·- ______-·••····-···--·--·-·· ,, ___________ _ ·---··--·· ·- ·•- L,QMPARISON TO EXl0 rlNG TECHNOLOGY • THIS NEW AIRCRAFT HAD TO BE CAPABLE OF: ... A SUSTAINED CRUISING SPEED OF 60% FASTER THAN THE MAXIMUM DASH SPEED OF OUR .FASTEST AIRPLANES, - A CRUISING ALTITUDE 70% HIGHER THAN OUR HIGHEST SUSTAINED OPERATING ALTITUDE, AND ... APPROXIMATELY 500% GREATER RANGE THAN THE OPERATING RANGE OF OUR BEST INTERCEPTORS AND FIGHTERS. · ... IN ADDITION, IT HAD TO OPERATE IN THE UNKNOWN AREAS OF HIGH STAGNATION TEMPERATURES AND UN­ KNOWN AERO- DYNAMIC AND THERMODYNAMIC REGIME. • IT WOULD BE THE FIRST AIRCRAFT TO UTILIZE A MIXED COMPRESSION AIR INDUCTION SYSTEM. IJJNCIL,ASSUU:D _s_~NIORCROWN PROGRAM GENERALARRANGEMENT' I I... -·- 55 7 ! \· __•- . N.ol?MJ~L~AT_~ GND Lit~~ __ · ...-37'i6" · -· UNC!!.ASSOfHED TSHE"BLACKBIRD" FAMILY • A-12 ·- LATE 50'S - FIRST TITANIUM • YF-12A - EARLY 60'S - FIRST MACH 3 INTERCEPTOR MANY SPEED, AL TIT UDE RECORDS ' • SR-71A - MID 60'8 - FIRST MACH 3+ RECCE - WORLD SPEED, ALTITUDE AND DISTANCE RECORD • SR- 71B - MID 60'8 - TRAINER • RECor~10s 1-IELDBY TI-IESE AIRCRAFl- ~ Loc;(!1E£JJ 1/]2 c::i ....-1 r--... c::: (./') w0 w ::)9 l ECOR -PEEDRUNS SR-71NEW YORK-LONPON--• ...: L WPON-LOSANt;ELES • '"""•I¼ ..' /:'":•; ':.': ,, < '< \ ;.•\...::,, . \,, l?~ I NEW YORK 10 LONDON TIMii ................................1:55:32 DISJANCIE................... 3470 MILES(3014 NM} AVERAGESPEED ...... 1817 MPH 11578 l<NOlSJ GENERAL ARRANGEMENT AND CI-IARACTERISTICS •YF-12A ALL CHARACTERISTICS SIMILAR TO SR-71 A EXCEPT: r1 CREW - (2) PILOT AND FIRE CON.TROL OFFICER r1 PURPOSE - CONUS INTERCEPTOR AND NASA RESEARCH VEHICLE . PAYLOAD - HUGHES ASG 18 RADAR AND THREE GAR 9 AIR-TO-AIR MISSILES NOTE: CHINE STOPS AT START OF RADOME. ALSO, 2 SMALL VENTRAL FINS UNDER NACELLE AND ONE LARGE FIN U FUSELAGE REQUIRED TO RESTORE LATERAL STABILITY D ROUND CROSS- SECTION RADOME. ..... ~-:.:< 3 ' .. ' • • • _,.f_.,,,.::,.~· ·.'. ~~ . ~ ~,,.~~ . .. _ ......:a::.-- .. .,. _.-- _,,.,,,,,.,:£·"' r ~........ ~ . --:;::;-.,.,.:;:-...~~ ~.,. ~ ~-?-· "t . .... ii '? v· ~ (.. -:-:- ::-..,. •• "i. '" .. c....-"!-• ,,_ - . .... , .......... co ;· 11!11> .. -'· ~ .•,'.-a·.,. ./j . ....· . -.t-.{_ .. ,., ::,,.,.. ,·,, .. ... 7 ~ ' 1 :), "-' -.~....~ . Tr­,..)-1 ;:::~LJ.....! C./') ,__.C/) ...­- 0:::::: c::::: -< c.:::: ~ ~ GENERAL ARR~,1\JGEMENT AND CHARACTERISTICS • SR-71: s·PEED - MACH 3+, 2100+ MPH; 3299+ F.P.S. CREW - (2) PILOT AND RECCE SYSTEMS OFFICER PURPOSE - STRATEGIC RECONNAISSANCE ALTITUDE - ABOVE 80,000 FT. PAYLOAD - ADVANCED SENSORS, RADAR, CAMERAS, ELECTRONIC EQUIPMENT COVERAGE CAN SURVEY OVER 100,000 SQUARE MILES OF EARTH'S SURFACE IN ONE HOUR RANGE 3000 MILES - GLOBAL WITH REFUELING ENGINES - TWO J-58 TURBO RAM JETS WITH A.8. 32, 000+ LB. THRUST EACH WING AREA - 1800 SQ. FT. WEIGHT - 135,000 LB. (APPROXIMATELY) ==---======-··-=·-=·-=•·· ==- FUSELAGE CHINE THE FORWARD PORTION OF THE FUSELAGE IS A BLENDED BODY. THE WING PORTION IS COMMONLY REFERRED TO AS THE CHINE. • IT IS SUCH AN EFFECTIVE LIFTING SURFACE THAT AT CRUISE SPEED, THE AERODYNAMIC LIFT CUTS THE FORWARD FUSELAGE BENDING MOMENT IN HALF AND REDUCES TRIM DRAG' SIGNIFICANTLY. • ALSO REDUCES RADAR CROSS SECTION ., INCREASE OF LIFT DUE TO CHINE (VF- 12A HAS NO CHINE ON RADOME) • PLAIN- VIEW OF MODEL IN WATER FLOW TANI< NOTE FORMATION OF VORTEX OVER UPPER SURFACE STRULTURE • OVER 93% OF THE AIRCRAFT STUCTURE AND SKIN SURFACE ARE TITANIUM. • THE EJECTOR FLAPS ARE MADE OF HASTELLOY X. • THE EJECTOR RING IS MADE OF RENE 41. • ALL AIR CONDITIONING LINES ARE ALUMINUM • ALL HYDRAULIC LINES ARE STAINLESS STEEL. • THE WING HAS PRE-FORMED LONGITUDINAL CORRUGATIONS TO ENSURE THE WING EXPANSION IN THE STREAMWISE DIRECTION. THE OUTBOARD PORTION OF THE WING'S LEADING EDGE HAS CONICAL CAMBER TO MOVE THE LOAD INBOARD AND AFT. THE AIRCRAFT IS ESSENTIALLY A FLYING FUEL TANI< CARRYING OVER 40 TONS OF FUEL. FUEL IS CARRIED PRINCIPALLY IN FIVE FUSELAGE TANKS AND THE WING TANKS. THE WING TANKS ARE USED IN CLIMB; THAT IS, FIRST, DUE TO THE HIGH RATIO OF SURFACE TO VOLUME FOR THERMODYNAMIC REASONS. FUEL SEQUENCING IS AUTOMATIC AND PROVIDES C.G. CONTROL - INCIDENTALLY, THE FUSELAGE INCREASES IN LENGTH BY ABOUT 10 INCHES IN CRUISE. ======- ········•·•••··..-··-·--·--··-·--·······-··- STRUCTURE IN STUDYING THE 8-70 HONEYCOMB APPROACH, IT WAS EVIDENT THAT THE "SKUNK WORKS" WAS NOT SMART ENOUGH TO MAKE USE OF STEEL HONEYCOMB WITH ITS VERY INVOLVED AND PRECISE TOOLING AND DIFFICULTIES IN
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