DOCSLIB.ORG

Supersonic STOVL Ejector Aircraft from a Propulsion Point of View

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Supersonic STOVL Ejector Aircraft from a Propulsion Point of View N84-24581 NASA Technical Memorandum 83641 9 Supersonic STOVL Ejector Aircraft from a Propulsion Point of View R. Luidens, R. Plencner, W. Haller, and A. blassman Lewis Research Center Cleveland, Ohio Prepared for the Twentieth Joint Propulsion Coiiference cosponsored by the AIAA, SAE, and ASME i Cincinnati, Ohio, June 11-13, 1984 I 1 1 SUPERSONIC STOVL EJECTOR AIRCRAFT FROH A PROPULSION POINT OF VIEW R hidens,* R. Plencner,** W. Hailer.** and A Glassman+ National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio Abstract 1 Higher propulsion system thrust for greater lift-off acceleration. The paper first describes a baseline super- sonic STOVL ejector aircraft, including its 2 Cooler footprint, for safer, more propulsion and typical operating modes, and convenient handllng, and lower observability identiftes Important propulsion parameters Then a number of propulsion system changes are 3. Alternattve basic propulsion cycles evaluated in terms of improving the lift-off performance; namely, aft deflection of the ejec- The approach of this paper is to use the tor jet and heating of the ejector primary air aircraft of reference 5 as a baseline. and then either by burning or using the hot englne core to consider some candidate propulsion system flow The possibility for cooling the footprint growth options The vehicle described in refe- is illustrated for the cases of mixing or lnter- rence 5 was selected on the basis of detailed changlng the fan and core flows, and uslng a alrcraft design and performance analyses The core flow ejector Flnally, the appllcation of present paper analyses the propulsion system a new englne concept ls presented, the turblne options from a fundamental point of view and bypass engine plus a turbocompressor to supply does not Involve detailed design or the evalua- the ejector primary air, and thrust during take- tion of such factors as weights, aircraft- off and combat propulsion integration, and costs Any selec- tlon from the candidate growth options will depend on further detailed studies Introduction It is generally accepted that short takeoff Baseline Ejector Aircraft and vertical landlng (STDVL) aircraft have an important place in the mllltary The Brltlsh The baseline ejector aircraft and propulsion built Harrler, a subsonic aircraft. is used by system Is descrlbed first Brltaln, Spain, Indla, and the U S Marines The Russlans also have a subsonic VTOL aircraft, Elector Types the Forger, for use on small aircraft carrlers Even having plcked an ejector type aircraft, The next generation of STOVL aircraft Is there are five types of ejectors listed on the expected to have at least supersonlc dash capa- left side of ftgure 3 that could be considered bllity There are many candldate configurations They fall into two categories- those wlth modest for a follow-on aircraft, but four of the leadlng prlmary pressure ratios and subsonic secondary 1 contenders are shown in figures 1 and 2 They flow, and those wtth a hlgh prlmary pressure are- (1) the Remote Augmented Llft System (RALS) ratio Those with the modest prlmary pressure (which is taken to Include the turblne bypass ratlo are: (1) those wlth steady flow and flxed englne with turbocompressor unit),2' (2) the prlmary nozzles, (2) those with low speed Tandem or Hybrid Fan,4 (3) the Ejector, and (4) rotatlng prlmary nozzles, and (3) those with the Deflected Thrust System, such as, an pulsed flow primarles Those with the hlgh advanced Harrier wlth fan air burning primary pressure ratio are: (4) those having supersonlc secondary flow, and (5) two stage The present paper deals with the Ejector ejectors Diffuser blowlng for greater dlffu- c~nflguratlon,~and in particular its propul- slon ratlo or rate and acoustic enhancement of sion system. The configuration to be discussed, mixing might be used with any of these The shown in figure 2, has a delta wing with foldable present study deals with only the first type ejectors through the wing adjacent to the fuselage Based on detailed analyses and experiments for thts type of ejector, the geometric charac- In considering the propulsion system for an teristics shown on the rlght of figure 3 were advanced STOVL alrcraft. there are several selected as glving good ejector performance or a important characteristlcs to be considered which high augmentatlon ratio: (a) a 1 8.1 ejector form the outline for the paper exit to throat area ratio, and (b) a dlffuser -- wall half angle of 8 degrees This yields a *Deputy Chief, Advanced Programs and Planning secondary to primary mass flow ratio, ms/mp. of Office, Associate Fellow AIAA about 10 for equal primary and secondary flow **Aerospace Engineer densities, and an augmentatlon ratio, cp of eJ ' 'Head, Subsonic Mlssions Analysts Sectlon. about 1 7. 1 1 Even with a high subsonic throat Mach num- ejector thrust per unit fan plus ejector ducting ber, the thrust per volume of the ejector is low frontal area, and (3) the thrust per unit volume and the drag associated with its volume Is of the propulsion system. Each of these will be generally inconsistent with supersonic flight discussed This problem is overcome by assuming the ejector walls are foldable to eliminate the diffuser Thrust Per Ejector Throat Area volume A key performance parameter of the ejector then becomes the thrust per throat area Figure 5 shows a typical ejector layout in a For the case of the ejector in the wing, a large delta wing The purpose of this ejector is two value reduces the hole size that must be cut fold. (1) to augment the basic fan thrust (the through the wing fan flow is the ejector primary flow) to provide lift, and (2) to provide an airplane nose.-up Aircraft Operation pitching moment about the aircraft center of gravity (c.g ) for aircraft trim Because the purpose of the paper is to dls- cuss the propulsion system, it is important to The ejector throat area to wing area ratlo. review how it operates during a typical flight At/&, is related to other ajrcraft and This is illustrated in figure 4 engine characteristics by the relation STO Ground Run, sketch 1; For the short (At/Sw) = (&I%) (FtotlWG) take-off, e g , 400'. the core air is directed (FfnlFtot) 'PO rearward, and the fan air is burned in the fan (l/Fej/At) air aft duct and also directed rearward This, of course, is to achieve maximum axial accelera- The terms in this relation are defined below tion The aircraft is at near zero angle of and typical values are listed attack, and the ejector is deployed ready for operati on Term: Typical Value- STO Lift Off. sketch 2. At lift off the WG/& = aircraft wing 60 fuel to the fan air burner is shut off, but a loading. lbs/ft2 small quantity of fan air may be still exhausted rearward to keep the aft duct clear of residual Ftot/WG = aircraft thrust 08 fuel The main quantity of fan air Is directed loading forward, by a valve, to the ejectors The ejec- tor force must pitch the aircraft nose up to Ffn/Ftot = fan to total thrust 0 31 18O to ZOO angle of attack to generate wing split lift in addition to the ejector lift The core nozzle is deflected downward about 45O to 'po E Fej/Ffn = overall ejector 15 provide lift and thrust to overcome the aircraft augmentation ratio and ejector drags This is discussed in more detail later Fej/At = ejector thrust to throat 300 area ratio, lbs/ft2 Subsonic Crutse. sketch 3: For subsonic cruise, both the fan flow and core flow are At/& = ejector throat to wing 07 directed rearward The fan air is not after- area ratio burned and the engine is at part throttle The ejector is now folded in contrast to the case at This relation shows that a high ejector takeoff thrust per unit of ejector throat area, Fej/At, will reduce the area cut through the Supersonic Cruise and Combat, sketch 4: The wing structure At/%, A reduced ejector fan and core jets are directed rearward, and the throat area will also permit the moment arm to fan air is afterburned for supersonic cruise and the center of the ejector thrust, Xc , to combat increase, thus Increasing the ejector pifching moment capability Vertical Landing, sketch 5; The fan is ducted to the ejector whose jet is 90° to the Figure 6 shows the results of a simple anal aircraft longitudinal axis, and the core air is ysls of a steady flow ejector Figure 6a shows also deflected down 90° A higher deflection that higher thrusts per unit throat area are may be needed during approach to aid in aircraft achieved by high, subsonic, secondary flow deceleration. The ejector ram drag is helpful throat Mach numbers in this case Figure 6b relates the secondary flow throat Mach number to the ejector primary pressure Basic Ejector Propulsion Parameters ratio and temperature Increasing the primary pressure ratio, especially up to values of about We begin with a discussion of some basic 4 is important, but increasing primary flow tem- ejector propulsion system parameters relevant to perature is also important The increase in the baseline ejector aircraft and ejector air- secondary throat Mach number with primary gas craft In general before dlscussing some poten- temperature assumes the primary nozzle size tial growth system options Increases with temperature, and that the secondary flow geometry remains constant (A Three propulsion system parameters of impor- later discussion considers the case of no pri- tance to a supersonic ejector aircraft arec (1) mary or secondary geometry change) The dotted the ejector thrust per unit throat area, (2) the line, for example, shows a primary nozzle i 2 pressure ratio of 3, a primary gas temperature Figure 9b presents the corresponding ejector of about 80O0R yielding a secondary flow Mach thrust divlded by the fan shaft energy tnput.
Load more

Recommended publications
  • A Brief Review on Electromagnetic Aircraft Launch System
    International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-6, Jun.-2017 http://iraj.in A BRIEF REVIEW ON ELECTROMAGNETIC AIRCRAFT LAUNCH SYSTEM 1AZEEM SINGH KAHLON, 2TAAVISHE GUPTA, 3POOJA DAHIYA, 4SUDHIR KUMAR CHATURVEDI Department of Aerospace Engineering, University of Petroleum and Energy Studies, Dehradun, India E-mail: [email protected] Abstract - This paper describes the basic design, advantages and disadvantages of an Electromagnetic Aircraft Launch System (EMALS) for aircraft carriers of the future along with a brief comparison with traditional launch mechanisms. The purpose of the paper is to analyze the feasibility of EMALS for the next generation indigenous aircraft carrier INS Vishal. I. INTRODUCTION maneuvering. Depending on the thrust produced by the engines and weight of aircraft the length of the India has a central and strategic location in the Indian runway varies widely for different aircraft. Normal Ocean. It shares the longest coastline of 7500 runways are designed so as to accommodate the kilometers amongst other nations sharing the Indian launch for such deviation in takeoff lengths, but the Ocean. India's 80% trade is via sea routes passing scenario is different when it comes to aircraft carriers. through the Indian Ocean and 85% of its oil and gas Launch of an aircraft from a mobile platform always are imported through sea routes. Indian Ocean also requires additional systems and methods to assist the serves as the locus of important international Sea launch because the runway has to be scaled down, Lines Of Communication (SLOCs) . Development of which is only about 300 feet as compared to 5,000- India’s political structure, industrial and commercial 6,000 feet required for normal aircraft to takeoff from growth has no meaning until its shores are protected.
    [Show full text]
  • Adventures in Low Disk Loading VTOL Design
    NASA/TP—2018–219981 Adventures in Low Disk Loading VTOL Design Mike Scully Ames Research Center Moffett Field, California Click here: Press F1 key (Windows) or Help key (Mac) for help September 2018 This page is required and contains approved text that cannot be changed. NASA STI Program ... in Profile Since its founding, NASA has been dedicated • CONFERENCE PUBLICATION. to the advancement of aeronautics and space Collected papers from scientific and science. The NASA scientific and technical technical conferences, symposia, seminars, information (STI) program plays a key part in or other meetings sponsored or co- helping NASA maintain this important role. sponsored by NASA. The NASA STI program operates under the • SPECIAL PUBLICATION. Scientific, auspices of the Agency Chief Information technical, or historical information from Officer. It collects, organizes, provides for NASA programs, projects, and missions, archiving, and disseminates NASA’s STI. The often concerned with subjects having NASA STI program provides access to the NTRS substantial public interest. Registered and its public interface, the NASA Technical Reports Server, thus providing one of • TECHNICAL TRANSLATION. the largest collections of aeronautical and space English-language translations of foreign science STI in the world. Results are published in scientific and technical material pertinent to both non-NASA channels and by NASA in the NASA’s mission. NASA STI Report Series, which includes the following report types: Specialized services also include organizing and publishing research results, distributing • TECHNICAL PUBLICATION. Reports of specialized research announcements and feeds, completed research or a major significant providing information desk and personal search phase of research that present the results of support, and enabling data exchange services.
    [Show full text]
  • Flow Visualization Studies of VTOL Aircraft Models During Hover in Ground Effect
    NASA Technical Memorandum 108860 Flow Visualization Studies of VTOL Aircraft Models During Hover In Ground Effect Nikos J. Mourtos, Stephane Couillaud, and Dale Carter, San Jose State University, San Jose, California Craig Hange, Doug Wardwell, and Richard J. Margason, Ames Research Center, Moffett Field, California Janua_ 1995 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 Flow Visualization Studies of VTOL Aircraft Models During Hover In Ground Effect NIKOS J. MOURTOS,* STEPHANE COUILLAUD,* DALE CARTER,* CRAIG HANGE, DOUG WARDWELL, AND RICHARD J. MARGASON Ames Research Center Summary fountain fluid flows along the fuselage lower surface toward the jets where it is entrained by the jet and forms a A flow visualization study of several configurations of a vortex pair as sketched in figure 1(a). The jet efflux and jet-powered vertical takeoff and landing (VTOL) model the fountain flow entrain ambient temperature air which during hover in ground effect was conducted. A surface produces a nonuniform temperature profile. This oil flow technique was used to observe the flow patterns recirculation is called near-field HGI and can cause a on the lower surfaces of the model. Wing height with rapid increase in the inlet temperature which in turn respect to fuselage and nozzle pressure ratio are seen to decreases the thrust. In addition, uneven temperature have a strong effect on the wing trailing edge flow angles. distribution can result in inlet flow distortion and cause This test was part of a program to improve the methods compressor stall. In addition, the fountain-induced vortex for predicting the hot gas ingestion (HGI) for jet-powered pair can cause a lift loss and a pitching-moment vertical/short takeoff and landing (V/STOL) aircraft.
    [Show full text]
  • Lockheed Martin F-35 Lightning II Incorporates Many Significant Technological Enhancements Derived from Predecessor Development Programs
    AIAA AVIATION Forum 10.2514/6.2018-3368 June 25-29, 2018, Atlanta, Georgia 2018 Aviation Technology, Integration, and Operations Conference F-35 Air Vehicle Technology Overview Chris Wiegand,1 Bruce A. Bullick,2 Jeffrey A. Catt,3 Jeffrey W. Hamstra,4 Greg P. Walker,5 and Steve Wurth6 Lockheed Martin Aeronautics Company, Fort Worth, TX, 76109, United States of America The Lockheed Martin F-35 Lightning II incorporates many significant technological enhancements derived from predecessor development programs. The X-35 concept demonstrator program incorporated some that were deemed critical to establish the technical credibility and readiness to enter the System Development and Demonstration (SDD) program. Key among them were the elements of the F-35B short takeoff and vertical landing propulsion system using the revolutionary shaft-driven LiftFan® system. However, due to X- 35 schedule constraints and technical risks, the incorporation of some technologies was deferred to the SDD program. This paper provides insight into several of the key air vehicle and propulsion systems technologies selected for incorporation into the F-35. It describes the transition from several highly successful technology development projects to their incorporation into the production aircraft. I. Introduction HE F-35 Lightning II is a true 5th Generation trivariant, multiservice air system. It provides outstanding fighter T class aerodynamic performance, supersonic speed, all-aspect stealth with weapons, and highly integrated and networked avionics. The F-35 aircraft
    [Show full text]
  • Modeling and Analysis of Disc Rotor Wing
    © 2020 JETIR March 2020, Volume 7, Issue 3 www.jetir.org (ISSN-2349-5162) MODELING AND ANALYSIS OF DISC ROTOR WING 1 2 3 G. MANJULA , L. BALASUBRAMANYAM , S. JITHENDRA NAIK 1PG scholor, 2Asso.Professor, 3Asso.Professor Mechanical Engineering Department 1P.V.K.K Engineering College, Anantapur, AP, INDIA. Abstract-Disc rotor configuration may be a conceptual design. the aim of the Project is to guage the merits of the DiscRotor concept that combine the features of a retractable rotor system for vertical take-off and landing (VTOL) with an integral, circular wing for high-speed flight. The primary objective of this project is to style such a configuration using the planning software Unigraphics and afterward analyzing the designed structure for its structural strength in analysis software ANSYS. This project deals with the all the required aerodynamic requirements of the rotor configuration. In today’s world most the vtol/stol largely depends upon the thrust vectoring that needs huge amounts of fuel and separate devices like nozzles etc., whose production is extremely much tedious and dear. this is often an effort to use a rotor as within the case of helicopters for vtol/stol thus reducing the foremost of the value though weight would be considered as a hindrance to the project. Keywords: Disc rotor wing, vertical take-off and landing (VTOL), UNIGRAPHICS, ANSYS software, Force, Coefficients, Wall and Wing. I. INTRODUCTION A circular wing, or disc, is that the primary lifting surface of the Disc Rotor aircraft during high-speed flight (approx. 400knots). During the high-speed flight, the disc are going to be fixed (i.e.
    [Show full text]
  • FINAL Kennedy Space Center Florida Scrub-Jay Compensation Plan
    FINAL Kennedy Space Center Florida Scrub-Jay Compensation Plan February 13, 2014 Prepared for: Environmental Management Branch TA-A4C National Aeronautics and Space Administration John F. Kennedy Space Center, Florida 32899 Prepared by: Medical and Environmental Support Contract (MESC) CLIN10 Environmental Projects IHA Environmental Services Branch IHA-022 Kennedy Space Center, Florida 32899 *THIS PAGE INTENTIONALLY LEFT BLANK* ii Kennedy Space Center Florida Scrub-Jay Compensation Plan February 13, 2014 Prepared for: Environmental Management Branch TA-A4C National Aeronautics and Space Administration John F. Kennedy Space Center, Florida 32899 Prepared by: Medical and Environmental Support Contract (MESC) CLIN10 Environmental Projects IHA Environmental Services Branch IHA-022 Kennedy Space Center, Florida 32899 iii ACRONYMS Ac Acre BO Biological Opinion ADP Area Development Plan CCAFS Cape Canaveral Air Force Station CCF Converter Compressor Facility CCP Comprehensive Conservation Plan EO Executive Order CofF Construction of Facilities EA Environmental Assessment EES Emergency Egress Systems ESA Endangered Species Act FAC Florida Administrative Code FDEP Florida Department of Environmental Protection ft feet ft2 square feet FWC Florida Fish and Wildlife Conservation Commission in inches IRL Indian River Lagoon GHe Gaseous Helium ha hectares HIF Horizontal Integration Facility IHA InoMedic Health Applications, Inc. kg kilogram km kilometer KSC Kennedy Space Center lbs pounds LC Launch Complex LH2 Liquid Hydrogen LOX Liquid Oxygen mmeter
    [Show full text]
  • Aircraft Design Class 2008
    AircraftAircraft DesignDesign ClassClass Sam B. Wilson III Chief Visionary Officer AVID LLC www.avidaerospace.com 9 September 2008 TTO Tactical Technology Office 9 Sept.’08 / pg # 2 DesignDesign MethodsMethods What Size? What Shape? 9 Sept.’08 / pg # 3 Design “As Drawn” Computer evaluation of Conceptual Designs “As Drawn” Assumes fixed external mold- lines JSFJSF X-35BX-35B Weight as independent variable - “loop 9 Sept.’08 / pg # 4 closure” IntegrationIntegration Challenge:Challenge: To design a supersonic fighter/attack aircraft that offers the operational flexibility of Short Takeoff and Vertical Landing (STOVL) Need to make the same design compromises as a conventional fighter, plus one: use the available thrust in a manner that allows a controlled vertical landing This single added constraint requires a more systematic approach to the design of an aircraft. 9 Sept.’08 / pg # 5 V/STOLV/STOL AircraftAircraft DesignDesign ProcessProcess Step 1 Define wing & horizontal stabilizer geometry Located engine “vertical thrust” center with respect to aerodynamic center 9 Sept.’08 / pg # 6 Ref NASA CR-177437 V/STOLV/STOL AircraftAircraft DesignDesign ProcessProcess Step 2 Add minimum length inlet/diffuser Add cockpit and forebody 9 Sept.’08 / pg # 7 Ref NASA CR-177437 V/STOLV/STOL AircraftAircraft DesignDesign ProcessProcess Step 3 Add vertical tails Assign location dependent masses landinglanding geargear flightflight controlscontrols radarradar 9 Sept.’08 / pg # 8 Ref NASA CR-177437 V/STOLV/STOL AircraftAircraft DesignDesign ProcessProcess
    [Show full text]
  • Small-Scale Experiments in STOVL Ground Effects
    NASA Technical Memorandum 102813 Small-Scale Experiments in STOVL Ground Effects Victor R. Corsiglia and Douglas A. Wardwell, Ames Research Center, Moffett Field, California Richard E. Kuhn, STO-VL Technology, San Diego, California April 1991 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 SMALL-SCALE EXPERIMENTS IN STOVL GROUND EFFECTS Victor R. Corsiglia and Douglas A. Wardwell NASA Ames Research Center Moffett Field, California, 94035 USA Richard E. Kuhn STO-VL Technology San Diego, California, 92128 USA Abstract Pi local static pressure A series of tests has been completed inwhich Pjet total pressure at jet exit suckdown and fountain forces and pressures were measured on circular plates and twin-tandem-jet AM jet induced pitching moment generic STOVL (short takeoff and vertical landing) configurations. The tests were conducted using a Ap local pressure difference; _P = small-scale hover rig, for jet pressure ratios up to 6 Pi- Pamb and jet temperatures up to 700 °F. The measured suckdown force on a circular plate with a central jet S model planform area was greater than that found with a commonly used empidcal prediction method. The present data T thrust, T = 7.0 A( Pamb)[(NPR 0.286) -1], showed better agreement with other sets of data. NPR < 1.893 The tests of the generic STOVL configurations were conducted to provide tome and pressure data with T = A(Pamb)[(1.2679)NPR -1 ], a parametric variation of parameters so that an NPR > 1.893 empirical prediction method could be developed. The effects of jet pressure ratio and temperature T jet temperature were found to be small.
    [Show full text]
  • WYVER Heavy Lift VTOL Aircraft
    WYVER Heavy Lift VTOL Aircraft Rensselaer Polytechnic Institute 1st June, 2005 1 ACKNOWLEDGEMENTS We would like to thank Professor Nikhil Koratkar for his help, guidance, and recommendations, both with the technical and aesthetic aspects of this proposal. 22ND ANNUAL AHS INTERNATIONAL STUDENT DESIGN COMPETITION UNDERGRADUATE CATEGORY Robin Chin Raisul Haque Rafael Irizarry Heather Maffei Trevor Tersmette 2 TABLE OF CONTENTS Executive Summary.................................................................................................................................. 4 1. Introduction........................................................................................................................................... 9 2. Design Philosophy.............................................................................................................................. 10 2.1 Mission Requirements .................................................................................................................. 11 2.2 Aircraft Configuration Trade Study.............................................................................................. 11 2.2.1 Tandem Design Evaluation.................................................................................................... 12 2.2.2 Tilt-Rotor Design Evaluation ................................................................................................ 15 2.2.3 Tri-Rotor Design Evaluation ................................................................................................
    [Show full text]
  • NASA SUPERSONIC STOVL PROPULSION TECHNOLOGY PROGRAM Peter G
    NASA Technical Memorandum 100227 NASA Supersonic STOVL Propulsion ~ Technology Program (HASA-TR-100227) NASA SUPERSONIC STOVL PBOPIJLSIOl TECBHOLOGY PROGRAW (RASA) 20 P N88- 14093 CSCL 2iS Unclas G3/07 0116607 Peter €3. Batterton and Bernard J. Blaha Lewis &search Center i%velunti, Ohio Prepared for the htemational Poweted Lift Codenace sponsored by the Society of Automotm l3Dgheem Santa Clara, California, December 7-10,19$7 NASA SUPERSONIC STOVL PROPULSION TECHNOLOGY PROGRAM Peter G. Batterton and Bernard J. Blaha National Aeronautics and Space Administration Lewis Research Center I. Cleveland, Ohio 44135 ABSTRACT technology is the key to allowing it to happen (1,2)*. Supersonic capable STOVL fighter/at ack air- It has always been a goal of NASA Aeronau- craft can provide capabilities for close support tics Research to address and resolve high risk, and air superiority which will be highly desira- long lead technologies. An attempt to design a ble in the future. Previous papers in this current advanced, supersonic cruise capable STOVL session described the historical aspects, trade- fighter aircraft would lead to the conclusion offs, and requirements for powered lift propul- that the required propulsion technologies are not sion systems, and it is shown that propulsion available. Further, demonstration of these tech- technology is more key to the success of this nologies will be required before the DoD and type of aircraft than for any previous fighter/ industry will attempt even a prototype. There- attack aircraft. This paper discusses the NASA fore, the overall goal of the program and pro- Lewis Research Center program activities which jects described in this paper is to have the pro- address required propulsion technology develop- pulsion technology in place to permit the low ment.
    [Show full text]
  • The Raf Harrier Story
    THE RAF HARRIER STORY ROYAL AIR FORCE HISTORICAL SOCIETY 2 The opinions expressed in this publication are those of the contributors concerned and are not necessarily those held by the Royal Air Force Historical Society. Copyright 2006: Royal Air Force Historical Society First published in the UK in 2006 by the Royal Air Force Historical Society All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. ISBN 0-9530345-2-6 Printed by Advance Book Printing Unit 9 Northmoor Park Church Road Northmoor OX29 5UH 3 ROYAL AIR FORCE HISTORICAL SOCIETY President Marshal of the Royal Air Force Sir Michael Beetham GCB CBE DFC AFC Vice-President Air Marshal Sir Frederick Sowrey KCB CBE AFC Committee Chairman Air Vice-Marshal N B Baldwin CB CBE FRAeS Vice-Chairman Group Captain J D Heron OBE Secretary Group Captain K J Dearman Membership Secretary Dr Jack Dunham PhD CPsychol AMRAeS Treasurer J Boyes TD CA Members Air Commodore H A Probert MBE MA *J S Cox Esq BA MA *Dr M A Fopp MA FMA FIMgt *Group Captain N Parton BSc (Hons) MA MDA MPhil CEng FRAeS RAF *Wing Commander D Robertson RAF Wing Commander C Cummings Editor & Publications Wing Commander C G Jefford MBE BA Manager *Ex Officio 4 CONTENTS EARLY HISTORICAL PERSPECTIVES AND EMERGING 8 STAFF TARGETS by Air Chf Mshl Sir Patrick Hine JET LIFT by Prof John F Coplin 14 EVOLUTION OF THE PEGASUS VECTORED
    [Show full text]
  • THE ART of FLIGHT INSPIRING AEROSPACE THROUGH the PAINTBRUSH TRANSITIONING Leased Engines Or Aircraft? Keep Your Asset Prepared, Protected, and Ready to Fly
    June 2020 RUSSIA’S GREEN GOALS GREEN RUSSIA’S PRESERVING AVIATION HISTORY TRACKING PILOT INTERVENTIONS THE ART OF FLIGHT INSPIRING AEROSPACE THROUGH THE PAINTBRUSH www.aerosociety.com AEROSPACE June 2020 Volume 47 Number 6 Royal Aeronautical Society TRANSITIONING leased engines or aircraft? Keep your asset prepared, protected, and ready to fly. Willis Asset Management provides global engine and aircraft transition management solutions to meet your unique needs. Our award-winning, independent consultancy is focused on providing remote solutions to help mitigate against the risks of planned – and unplanned – asset transitions. OUR REMOTE CAPABILITIES INCLUDE: • Technical records management • Aircraft & engine lease return support • Periodic records inspections • Back-to-birth trace reviews on LLPs • Records systems maintenance • CAMO & shadow CAMO services • Part 145 maintenance services Willis Engine Repair Center (UK & US locations) Ask about our aircraft disassembly and aircraft maintenance & storage solutions at Teesside International Airport in the UK! [email protected] | +44 (0) 1656.754.777 | www.willisasset.com Volume 47 Number 6 June 2020 EDITORIAL Contents Aviation heritage hanging Regulars 4 Radome 12 Transmission by a thread The latest aviation and Your letters, emails, tweets aeronautical intelligence, and social media feedback. analysis and comment. At around this time of year, the summer air show season would be swinging 58 The Last Word into gear – with weekends of aerobatics, flypasts and the like. But today, 11 Pushing the Envelope Keith Hayward considers yet another part of aviation is currently grounded due to the worldwide Rob Coppinger analyses the the effects of the Covid-19 challenges of designing a air transport shutdown on Coronavirus pandemic, with air shows cancelled and museums shuttered.
    [Show full text]