DOCSLIB.ORG

U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft Jeffrey Nelson US Air Force Fellow July 15, 2015 Congressional Research Service 7-5700 www.crs.gov R44108 c11173008 . U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft Summary The fleet of manned aircraft accomplishing the Department of Defense’s (DOD’s) Command and Control (C2) and Intelligence, Surveillance, and Reconnaissance (ISR) missions for the joint military community (E-8, E-3, RC-135, WC-135, OC-135, and E-6) is primarily based on Boeing 707 aircraft procured from the 1960s to the early 1990s. As the age of these legacy C2ISR aircraft increases, understanding the Air Force and Navy modernization and recapitalization plans is likely important for Congress. This report examines the Air Force’s and Navy’s current sustainment, modernization, and recapitalization efforts for these Boeing 707-based aircraft, and issues Congress may take into account when considering appropriating funds for continued sustainment and modernization of these aircraft versus funding for recapitalization of these missions to new aircraft. This report addresses potential congressional oversight and appropriations concerns for the sustainment, modernization, and recapitalization of the DOD’s Boeing 707-based legacy C2ISR aircraft fleet. It does not address options for recapitalization currently being offered by industry to other countries. Congress has the authority to approve, reject, or modify Air Force and Navy funding requests for C2ISR aircraft sustainment, modernization, and recapitalization, as well as oversight of the nation’s C2ISR requirements and capabilities. Congress’s decisions on appropriations for the C2ISR force could impact the nation’s C2ISR capabilities and have additional consequences for the U.S. aerospace industry. The starting point for Congress’s debate on legacy C2ISR sustainment, modernization, and recapitalization is the existing Boeing 707-based C2ISR fleet consisting of 89 operational aircraft, which includes • 16 E-8C Joint Surveillance Targeting Attack Radar System (JSTARS) aircraft providing airborne battle management, command and control, intelligence, surveillance, and reconnaissance; • 31 E-3 Sentry Airborne Warning and Control (AWACS) aircraft with integrated command and control battle management (C2BM), surveillance, target detection, and tracking; • 17 RC-135V/W RIVET JOINT aircraft supporting theater and national level forces with near real time on-scene intelligence collection, analysis, and dissemination capabilities; • 2 RC-135U COMBAT SENT aircraft that locate and identify foreign military land, naval, and airborne radar signals to determine detailed operating characteristics and capabilities of those systems; • 3 RC-135S COBRA BALL aircraft that collect optical and electronic data on ballistic missile targets; • 2 WC-135 Constant Phoenix atmospheric collection aircraft that collect particulate and gaseous effluents and debris from accessible regions of the atmosphere supporting the Limited Nuclear Test Ban Treaty of 1963; • 2 OC-135B Open Skies aircraft that perform unarmed observation flights over participating parties of the Open Skies Treaty, and Congressional Research Service c11173008 . U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft • 16 E-6B Mercury communications relay and strategic airborne command post aircraft. Potential congressional oversight and appropriations concerns for the sustainment, modernization, and/or recapitalization of the DOD’s Boeing 707-based legacy C2ISR aircraft fleet include • a potential shortfall in C2ISR capabilities if there is a funding gap for sustainment and upgrades that would keep the weapon systems viable until they are recapitalized; • ascertaining DOD, Air Force, and Navy priorities for sustainment, modernization, and recapitalization; • determining if modernization efforts allow for delayed recapitalization efforts; • consideration of shifting some of the legacy C2ISR missions to remotely piloted aircraft; • the potential implications of reduced legacy C2ISR aircraft sustainment and modernization, and subsequent diminishing numbers of airframes on any future rounds of base realignment and closure efforts; and • the ability of the nation’s industrial base to sustain the legacy C2ISR aircraft force. Congressional Research Service c11173008 . U.S. Command and Control and Intelligence, Surveillance, and Reconnaissance Aircraft Contents Introduction ...................................................................................................................................... 1 Background ...................................................................................................................................... 2 Dash 80/Boeing 707 .................................................................................................................. 2 Current Boeing 707-Based DOD C2ISR Force ......................................................................... 2 E-8C Joint Surveillance Targeting Attack Radar System (Joint STARS or JSTARS) ............... 4 Current E-8C Sustainment and Modernization Efforts ............................................................. 6 Prime Mission Equipment (PME) Diminishing Manufacturing Sources (DMS)................ 6 Kill Chain Enhancement Modifications .............................................................................. 7 Aircraft Spares and Repair Parts ......................................................................................... 8 JSTARS Modernization ....................................................................................................... 8 Test and Infrastructure ......................................................................................................... 8 Previous E-8C Recapitalization Efforts ................................................................................... 10 E-10 Program .................................................................................................................... 10 Current E-8C Recapitalization Efforts..................................................................................... 14 E-3 Sentry (AWACS) ............................................................................................................... 17 Current E-3 Sustainment and Modernization Efforts .............................................................. 18 Block 40/45 Upgrade (E-3G) ............................................................................................ 19 Next Generation Identification Friend or Foe (NGIFF) .................................................... 20 Training, Support, and Infrastructure (TSI) ...................................................................... 21 DMS Replacement of the Avionics for Global Operation and Navigation (DRAGON) .................................................................................................................... 21 Electronic Protection (EP) ................................................................................................. 21 Internet Protocol Enabled Capability (IPEC) .................................................................... 21 Combat Identification (CID) Diminishing Manufacturing Sources .................................. 22 Air Education and Training Command (AETC) Maintenance Training Devices (MTD) Upgrades – Field Training Detachments ........................................................... 22 Reliability, Maintainability, and Availability (RM&A) Modifications ............................. 22 Vertical Stabilizer and Rudder Modifications ................................................................... 22 Low Cost Modifications – Airframe ................................................................................. 22 Low Cost Modifications – Avionics & Mission Systems .................................................. 22 Aircraft Spares and Repair Parts ....................................................................................... 22 Command and Control, Intelligence, Surveillance, and Reconnaissance (C2ISR) ........... 23 Communications Network Upgrade .................................................................................. 23 Previous E-3 Recapitalization Efforts ..................................................................................... 26 E-10 Program .................................................................................................................... 26 Current E-3 Recapitalization Efforts ....................................................................................... 26 RC-135 Family of Aircraft ...................................................................................................... 26 RC-135V/W RIVET JOINT .............................................................................................. 27 RC-135U COMBAT SENT ............................................................................................... 28 RC-135S COBRA BALL .................................................................................................. 29 Current RC-135 Sustainment and Modernization Efforts ....................................................... 30 RIVET JOINT Baseline Modification ............................................................................... 30 COMBAT SENT Baseline Modification ........................................................................... 31 COBRA BALL
Load more

Recommended publications
  • LESSON 3 Significant Aircraft of World War II
    LESSON 3 Significant Aircraft of World War II ORREST LEE “WOODY” VOSLER of Lyndonville, Quick Write New York, was a radio operator and gunner during F World War ll. He was the second enlisted member of the Army Air Forces to receive the Medal of Honor. Staff Sergeant Vosler was assigned to a bomb group Time and time again we read about heroic acts based in England. On 20 December 1943, fl ying on his accomplished by military fourth combat mission over Bremen, Germany, Vosler’s servicemen and women B-17 was hit by anti-aircraft fi re, severely damaging it during wartime. After reading the story about and forcing it out of formation. Staff Sergeant Vosler, name Vosler was severely wounded in his legs and thighs three things he did to help his crew survive, which by a mortar shell exploding in the radio compartment. earned him the Medal With the tail end of the aircraft destroyed and the tail of Honor. gunner wounded in critical condition, Vosler stepped up and manned the guns. Without a man on the rear guns, the aircraft would have been defenseless against German fi ghters attacking from that direction. Learn About While providing cover fi re from the tail gun, Vosler was • the development of struck in the chest and face. Metal shrapnel was lodged bombers during the war into both of his eyes, impairing his vision. Able only to • the development of see indistinct shapes and blurs, Vosler never left his post fi ghters during the war and continued to fi re.
    [Show full text]
  • Peacetime Espionage, International Law and the Existence of Customary Exceptions I˜Naki Navarrete† & Russell Buchan‡
    \\jciprod01\productn\C\CIN\51-4\CIN403.txt unknown Seq: 1 8-APR-19 15:07 Out of the Legal Wilderness: Peacetime Espionage, International Law and the Existence of Customary Exceptions I˜naki Navarrete† & Russell Buchan‡ This Article demonstrates that peacetime espionage does not benefit from permissive customary international law exceptions. The mainstream view contends that, though peacetime espionage may contravene interna- tional law, developments in customary international law (CIL) nevertheless undercut State responsibility for such conduct. The gist of this view is that acts of espionage benefit from permissive CIL exceptions because its prac- tice is widespread and accepted within the international society. However, the mainstream literature has rarely— if ever— meaningfully engaged with the practice of espionage in an effort to tease out the objective and subjec- tive elements supportive of customary espionage exceptions. This Article closes this gap and debunks the mainstream view. We show that, although widespread, most acts of espionage are committed in secret and, as such, they cannot qualify as State practice for the purpose of CIL formation. We further demonstrate that States have failed to issue expressions of the sub- jective element in support of customary espionage exceptions. We con- clude by suggesting that, while States are entitled to develop customary espionage exceptions in the future, for now they have yet to come out of the legal wilderness. Introduction ..................................................... 898 R I. International Law and Peacetime Espionage............... 901 R A. Principle of Territorial Sovereignty ..................... 905 R B. Law of the Sea ........................................ 909 R C. Diplomatic and Consular Law ......................... 910 R II. Customary Exceptions and Peacetime Espionage .........
    [Show full text]
  • Boeing 737-300, 9H-ABT
    Boeing 737-300, 9H-ABT AAIB Bulletin No: 5/98 Ref: EW/C97/8/3Category: 1.1 Aircraft Type and Registration: Boeing 737-300, 9H-ABT No & Type of Engines: 2 CFM56 turbofan engines Year of Manufacture: 1993 Date & Time (UTC): 1 August 1997 at 0943 hrs Location: On approach to Manchester Airport Type of Flight: Public Transport Persons on Board: Crew - 7 - Passengers - 93 Injuries: Crew - None - Passengers - None Nature of Damage: Nil Commander's Licence: Airline Transport Pilot's Licence Commander's Age: 49 years Commander's Flying Experience: 11,765 hours (of which 7,500 hours were on type) Last 90 days - 255 hours Last 28 days - 96 hours Information Source: AAIB Field Investigation History of flight The crew were operating a scheduled flight, as AMC 202, from Maltato Manchester. For the first part of the flight, the first officerwas the handling pilot. However, the forecast weather at Manchesterindicated that Low Visibility Procedures (LVP) would be requiredand, in accordance with company procedures, this would requirethe commander in the left seat to be the handling pilot. Therefore,towards the end of the cruise, the commander took over the handlingduties and the first officer assumed the normal non-handling dutiesincluding the radio monitoring and response. Prior to flight,the commander had confirmed the serviceability of the aircraftand noted that there were no 'Carried Forward Defects' in theTechnical Log; additionally, he had also confirmed that both thefirst officer and himself were qualified to carry out the expectedLVP approach. Throughout the flight, the aircraft was fully serviceable. Before descent, the crew obtained the airport weather informationand the commander briefed for the expected approach to Runway24 at Manchester.
    [Show full text]
  • The Amazing Aviation Story of VFP
    Light Photographic Squadron (VFP) 62 CAG Commander English (left) congratulating VFP– 62 detachment pilots (left to right) Lieutenant Commander Ward Berkey, Lieutenant Junior Grade Rick Maioriello and Lieutenant Eugene Bezore on return to stateside aboard USS Essex (CVA–9), November 1958. Richard Maioriello collection rnest Hemingway once wrote of fighter pilots and their planes: “You love a lot of things if you live around them. But there isn’t any woman and there isn’t any horse, nor any before nor any after, that is as lovely as a great airplane. EAnd men who love them are faithful to them even though they leave them for DEDICATION: others. Man has one virginity to lose in fighters, and if it is a lovely airplane he loses ONE AVIATOR’S SURPRISE DISCOVERY AND it to, there is where his heart will be forever.” Examples of this love and devotion Hemingway recognized are all around us at the National Naval Aviation Museum HIS EFFORTS TO SAVE AN OLD WARBIRD and other fine aviation museums throughout the world. And behind each restored by Mr. Ken Jack aircraft, there is a love story. Such a story for Colonel Richard “Rick” full-steam towards Beirut 700-miles away. The Maioriello, USAF (Ret.), began when, as a Sixth Fleet super carrier USS Saratoga (CVA–60) 20-year-old Navy ensign in December 1956, he was anchored at Cannes, France, and similarly reported to Light Photographic Squadron (VFP) departed to join Essex. 62. Rick laughs today recollecting when, after Events heated up quickly as a result of flight training, his training officer told him of his President Eisenhower authorizing Operation new assignment to the photo recon squadron, Blue Bat on 5 July 1958 to bolster Lebanese and was surprised when Rick responded that he President Chamoun against the internal would rather be a fighter pilot.
    [Show full text]
  • MASAD-83-22 Air Force and Navy Trainer Aircraft Acquisition Programs
    /-Gr - Y 4 , +Asl+H., c BY THECOMPTROLLER GENERAL ’ eport To The Congress8 z THEUNITED STATES r Force And Navy Trainer rcraft Acquisition Programs G41 examined the status of one Navy and tvAir Force Programs to acquire 1,184 tri ler aircraft costing an estimated $10.8 bi In over the next decade. GAO found th *The Department of Defense needs to firm up its plans to acquire T-45 aircraft for training Navy pilots. In doing so, the Navy should be directed to consider extending use of its present aircraft. -The Air Force’s T-46A has experienced some cost growth. Its accelerated en- ginadevelopment and concurrent test- ing and production are areas of poten- tial concern. -The Air Force planned to begin develop- ment of the Tanker-Transport-Bomber Training System in fiscal year 1983, but tha Congress did not authorize’ appropriations for the program in that! y@ar. The Air Force has applied for\\ fiscal year 1984 approval. \ 121798 GAO/MA#AD-82-22 &LY &I983 Request for copies of GAO reports should be sent to: U.S. General Accounting Off ice Document Handling and Information Services Facility P.O. Box 6015 Gaithersburg, Md. 20760 Telephone (202) 2756241 The first five copies of individual reports are free of charge. Additional copies of bound audit reports are $3.25 each. Additional copies of unbound report (i.e., letter reports) and most other publications are $1.00 each. There will be a 26% discount on all orders for 100 or more copies mailed to a single address. Salk orders must be prepaid on a cash, check, or money order basis.
    [Show full text]
  • ICCT Aircraft Efficiency Design Public Draft
    TRENDS IN AIRCRAFT EFFICIENCY AND DESIGN PARAMETERS Mazyar Zeinali, Ph.D. Daniel Rutherford, Ph.D. International Council on Clean Transportation (ICCT) ABSTRACT Developing an aircraft CO2 candidate metric and subsequent compliance assessment requires an understanding of practices and trends in aircraft design. Historically, fuel burn has been an important consideration for airlines, and manufacturers have responded by developing technologies to improve the efficiency of new aircraft designs. However, market forces also demand improvements in aircraft performance beyond reduced fuel burn. As a consequence, some portion of efficiency gained through improved technology has been devoted to increasing other aircraft design parameters such as range, maximum payload, and speed rather than to reducing emissions on a constant mission. In this paper, we discuss some initial ICCT work on sales‐weighted historical trends in new aircraft design attributes and their influence on aircraft efficiency, using design range as a first area of inquiry. We show that aircraft design parameters that influence fuel efficiency have changed over time, both in aggregate and for specific replacement designs, and therefore need to be taken into account when developing a CO2 certification requirement and stringency scenarios for further consideration. We also present evidence that commercial aircraft are not typically operated near their maximum performance points (i.e. design range and max payload), and therefore setting a CO2 certification requirement and standard at those points may overestimate improvements in future designs. 1. INTRODUCTION Developing an aircraft CO2 candidate metric and stringency scenarios will require knowledge and understanding of a complex system. Proper design choices will not only result in a policy that underscores environmental performance accurately, but also one that minimizes costs, undesirable impacts on competitiveness, and potential standard gaming.
    [Show full text]
  • The Pacific Abhors a Vacuum
    January 2014/$5 The Pacifi c Abhors a Vacuum New Tanker Air Force JROTC Aircrew Management January 2014, Vol. 97, No. 1 FEATURES 4 Editorial: Speaking Softly and Carrying a Big Stick By Adam J. Hebert Bombers allow the US to defend its allies without going to war. 20 The Pacifi c Abhors a Vacuum By Marc V. Schanz At AFA’s Pacifi c Air & Space Sympo- sium, top USAF offi cials touted the in- creasing need for engagement across the Asia-Pacifi c region. 26 The Tanker Nears Takeoff By John A. Tirpak After more than a decade of fi ts and stops, USAF’s next tanker is almost here. 32 Finding Luc Gruenther By Peter Grier An F-16 crash was neither the begin- ning nor the end of this story. 42 How Many Aircrew? By Rebecca Grant Rated aircrew management is a constant struggle, with ever-shifting 20 variables. 48 Building the Pilot Force Photography by Jim Haseltine Randolph’s 12th Flying Training Wing keeps the Air Force stocked with ca- pable new pilots. 57 AFJROTC in a Holding Pattern By Peter Grier In recent years, the Air Force-inspired high school citizenship program saw more students, instructors, and units than ever. But plans for growth are fall- ing victim to shrinking budgets. 60 Warbirds By Frederick A. Johnsen Restoring vintage aircraft to like-new condition takes time, money, exper- tise—and lots of TLC. 67 The Feeder Force By John T. Correll Graduates of the Civilian Pilot Training program had a head start toward fl ying About the cover: A B-52H fl ies a training for the AAF in World War II.
    [Show full text]
  • The Cost of Replacing Today's Air Force Fleet
    CONGRESS OF THE UNITED STATES CONGRESSIONAL BUDGET OFFICE The Cost of Replacing Today’s Air Force Fleet DECEMBER 2018 Notes The years referred to in this report are federal fiscal years, which run from October 1 to September 30 and are designated by the calendar year in which they end. All costs are expressed in 2018 dollars. For the years before 2018, costs are adjusted for inflation using the gross domestic product price index from the Bureau of Economic Analysis. Costs for years after 2018 are adjusted for inflation using the Congressional Budget Office’s projection of that index. On the cover: An F-15C Eagle during takeoff. U.S. Air Force photo by Staff Sergeant Joe W. McFadden. www.cbo.gov/publication/54657 Contents Summary 1 Today’s Air Force Aircraft and Their Replacement Costs 1 BOX 1. MAJOR AIRCRAFT IN THE AIR FORCE’S FLEET AND THEIR PRIMARY FUNCTIONS 2 How CBO Made Its Projections 5 Projected Costs of New Fighter Aircraft 6 F-35A 7 Light Attack Aircraft 7 Penetrating Counter Air Aircraft 8 Managing Procurement Costs in Peak Years 9 Appendix: Composition of the Current Air Force Fleet and CBO’s Estimate of Replacement Costs 11 List of Tables and Figures 18 About This Document 19 The Cost of Replacing Today’s Air Force Fleet Summary different missions (seeBox 1 and the appendix). They The U.S. Air Force has about 5,600 aircraft, which range range widely in age from the 75 new aircraft that entered in age from just-delivered to 60 years old.
    [Show full text]
  • Boeing's Commercial Jetliners Make an Ideal Platform for a Variety Of
    s Boeing commercial jetliners crisscross the globe every Aircraft sees huge potential in modifying the Next-Generation 737 Development. “We must continue to show compelling value day, military and government aircraft based on those platform for a host of other military missions. Boeing also is com- to our customers.” The development of the new 737-based A planes are transporting state leaders, patrolling the skies peting to have its 767-based NewGen Tanker replace hundreds P-8A for the U.S. Navy offers an ideal model for how that can and assisting warfighters. of aging KC-135 tankers operated by the U.S. Air Force. be accomplished, he added. For more than a half-century, Boeing and its heritage companies Meanwhile, the U.S. president and congressional leaders fly The Poseidon team is using an in-line production process— have designed and built more than 1,000 specialized aircraft based on specially outfitted 747s, 757s and 737s. the industry’s first for derivative aircraft—based on the Boeing on commercial airplanes. With growing international demand for Modifying commercial aircraft for military and government uses Next-Generation 737 production system to build P-8 aircraft. military derivatives, and the recent success of the P-8A Poseidon, is not novel. Boeing heritage company Douglas Aircraft produced “It is the most affordable and efficient way to build military deriva- these programs are garnering significant attention. the first airplane used regularly by a president in 1944, when tive airplanes, and no one else in the world has this capability,” “We have a historic window, both domestically and internation- Franklin D.
    [Show full text]
  • Aircraft Collection
    A, AIR & SPA ID SE CE MU REP SEU INT M AIRCRAFT COLLECTION From the Avenger torpedo bomber, a stalwart from Intrepid’s World War II service, to the A-12, the spy plane from the Cold War, this collection reflects some of the GREATEST ACHIEVEMENTS IN MILITARY AVIATION. Photo: Liam Marshall TABLE OF CONTENTS Bombers / Attack Fighters Multirole Helicopters Reconnaissance / Surveillance Trainers OV-101 Enterprise Concorde Aircraft Restoration Hangar Photo: Liam Marshall BOMBERS/ATTACK The basic mission of the aircraft carrier is to project the U.S. Navy’s military strength far beyond our shores. These warships are primarily deployed to deter aggression and protect American strategic interests. Should deterrence fail, the carrier’s bombers and attack aircraft engage in vital operations to support other forces. The collection includes the 1940-designed Grumman TBM Avenger of World War II. Also on display is the Douglas A-1 Skyraider, a true workhorse of the 1950s and ‘60s, as well as the Douglas A-4 Skyhawk and Grumman A-6 Intruder, stalwarts of the Vietnam War. Photo: Collection of the Intrepid Sea, Air & Space Museum GRUMMAN / EASTERNGRUMMAN AIRCRAFT AVENGER TBM-3E GRUMMAN/EASTERN AIRCRAFT TBM-3E AVENGER TORPEDO BOMBER First flown in 1941 and introduced operationally in June 1942, the Avenger became the U.S. Navy’s standard torpedo bomber throughout World War II, with more than 9,836 constructed. Originally built as the TBF by Grumman Aircraft Engineering Corporation, they were affectionately nicknamed “Turkeys” for their somewhat ungainly appearance. Bomber Torpedo In 1943 Grumman was tasked to build the F6F Hellcat fighter for the Navy.
    [Show full text]
  • Jungle Operations International Course – Guidelines to Candidates
    Jungle Operations International Course – Guidelines to Candidates ANNEX E – STUDENTS’S PREPARATION FOR THE DOCTRINAL INTERACTION GENERAL GUIDELINES FOR THE STUDENTS’S PREPARATION – CIOS 2018 The Doctrinal Interaction will take place on 03 (three) distinct days, and each day a specific block of issues will be dealt with in the jungle environment. During the selection process, still in the country of origin, the future student should receive, through the Military Attaché of his country, the subjects that will be addressed in the Doctrinal Interaction. Each subject contains requests with questions that must be answered and presented by the student in the Doctrinal Interaction. The requests, requisites, maps, letters and information required to resolve the requests are contained in the body of this document. Each student must answer all the questions of the requests in a single document in the ".doc" format and also in a single file in the ".ppt" format. These files must be recorded in a flash drive or CD – Rom and brought to CIGS with the student. A military from the Doctrinal and Research Division will collect the files on the first day of the Mobilization Week at CIGS. During the Doctrinal Interaction each student should present the answers to the questions as follows: - On the 1st day the student will have 30 min to present the requests 1, 2, 3 and 4. - On the 2nd day the student will have 30 min to present 5, 6, 7 and 8. - On the 3rd day the student will have 30 minutes to present the requests 9 and 10.
    [Show full text]
  • A Study of Vehicle Structural Layouts in Post-WWII Aircraft
    A Study of Vehicle Structural Layouts in Post-WWII Aircraft Mark D. Sensmeier* Embry-Riddle Aeronautical University, Prescott, Arizona, 86301 Jamshid A. Samareh† NASA Langley Research Center, Hampton, Virginia, 23681 In this paper, results of a study of structural layouts of post-WWII aircraft are presented. This study was undertaken to provide the background information necessary to determine typical layouts, design practices, and industry trends in aircraft structural design. Design decisions are often predicated not on performance-related criteria, but rather on such factors as manufacturability, maintenance access, and of course cost. For this reason, a thorough understanding of current “best practices” in the industry is required as an input for the design optimization process. To determine these best practices and industry trends, a large number of aircraft structural “cutaway” illustrations were analyzed for five different aircraft categories (commercial transport jets, business jets, combat jet aircraft, single- engine propeller aircraft, and twin-engine propeller aircraft). Several aspects of wing design and fuselage design characteristics are presented here for the commercial transport and combat aircraft categories. A great deal of commonality was observed for transport structure designs over a range of eras and manufacturers. A much higher degree of variability in structural designs was observed for the combat aircraft, though some discernable trends were observed as well. Nomenclature Frames = Circumferential fuselage structures which help maintain fuselage shape and prevent skin buckling Longerons = Lengthwise fuselage structures which carry bending loads Ribs = Chordwise wing structures which maintain wing shape, carry shear, and prevent skin buckling Spars = Spanwise wing structures which provide primary wing resistance to aerodynamic bending loads I.
    [Show full text]