From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #439 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: bulk Skunk Works Digest Friday, 29 September 1995 Volume 05 : Number 439 In this issue: _Science_News_ newsmagazine Re: Metal Alloy v. Ceramic composites Re: _Science_News_ newsmagazine Air Fan International Re: Air Fan International See the end of the digest for information on subscribing to the skunk-works or skunk-works-digest mailing lists and on how to retrieve back issues. ---------------------------------------------------------------------- From: "Ohmer, Thomas J." Date: Thu, 28 Sep 95 09:10:00 edt Subject: _Science_News_ newsmagazine Way cool photo on the cover of the September 23, 1995 issue. The caption on page 195 (actually the first page inside the cover) is: Cover: A NASA F-16XL (below) gets ready to probe the shock waves generated by an SR-71A as part of a sonic boom research program conducted at the Dryden Flight Research Center in Edwards, Calif. Information from the program will guide efforts to develop a commercial high-speed transport quieter than current supersonic airliners. (Photo: NASA) I looked *real* close, but can't tell if that's Mary in the Falcon or not. :-) I thought it was amusing that they felt the need to distinguish the two aircraft with the "(below)", like *anybody* who reads that rag would not know which was which. The associated two-page article is totally non-Skunky. -- Tom Ohmer, Computer Specialist, DSDC-AA 1 614 692 8059 D.L.A. Systems Design Center, P.O. Box 1605, Columbus, OH 43216-5002 tohmer@dsac.dla.mil ...osu-cis!dsac!tohmer "Sorry, we're closed." -- Sam Malone ------------------------------ From: Charles_E._Smith.wbst200@xerox.com Date: Thu, 28 Sep 1995 07:19:11 PDT Subject: Re: Metal Alloy v. Ceramic composites The days of metal is hardly over - in fact, there has been a renewed vigor in their developememt. The question of composites is a grey area, since the days of FRP composites as "leading edge" materials has passed. The most promising high temp applications are the "modern concrete" ( a little aero-joke) materials. (Concrete is still far and away the most common composite engineering material!) The term "modern concrete" or "super concrete" refers to a metal fiber in a ceramic matrix. Although rebar is carried in a hydrated matrix the analogy still pretty close. The big - big- biggest problem with composites is that there are still some shapes which don`t lend themselves to composite structures. Metals are isotropic when properly treated, so whatever shape you can machine, cast, chemically mill, jet, laser, or any other of the myriad of processes you can think of is generally valid. Ceramics is still a cast-only field. this makes some shapes tooo expensive to manufacture. A problem encountered with ceramic turbines is heat transfer. Since the thermal conductivity is so low, only convection and radiation are available as transport mechanisms. This leads to extremely hot turbine blades that can cause changes in the Ksp of the reaction, leading to incomplete combustion (total cycle - not CC) and some high levels of the nastier by-products of combustion. This phenomina has lead to the technique of running coolant through the turbine blades. Not very practical .....but what a unique engineering challenge! I would LOVE to work that problem! (fluid, heat transfer, dynamics, delta P due to theta dot... WOW!) I`ve read one report but can`t remember where it is that talked of cataylic surfaces in the turbine blades. Thats a neat idea, I think. Compressor blades, on the other hand, seem to be perfect for composites. The lower mass reduces the polar moment of inertia, which lessens precessive effects and decreases spool up times. With the big push on for higher and higher ratio compressor stages in high bypass engines ( thus higher SPFC) and the fact that unlike turbine blades,that are rarely more than about 3 inches long, the long , large blades of high bypass engines tend to lend themselves to composites. Withthe first compressor stage (usually the fan) the rise in static temperature isn`t usually large enough to cause problems. In fact- turboprops and fans seem to be converging today! Oh I almost forgot. Most of the high temp ceramics are terrific insulators. Not good because of ESD problems present in todays hi-tech systems. The turbine can become a steady state Van Degraff of imense proportions! ESD is not to be taken lightly on high speed aircraft. Notice the "wicks" found on most airplanes these days. Chuck "Aerospace Engineer to the Stars" ------------------------------ From: sschaper@pobox.com (Steve Schaper) Date: Thu, 28 Sep 1995 11:38:18 -0500 Subject: Re: _Science_News_ newsmagazine I consider it unlikely that it would work, but, wouldn't it be neat if. . . Enough fuel could be carried with the plug nozzle test bed on the blackbird to break the X-15 altitude record? ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Thu, 28 Sep 1995 13:49:45 -0400 (EDT) Subject: Air Fan International The premier issue of Air Fan International, Oct. 1995, the American version of the French Air Fan magazine, has a lead article about the Northrop B-2 Sprint. Besides some interesting photos and a 3-view drawing, it has a short historical review of Jack Northrop and his Flying Wings, and covers some of SAC's other strategic bombers from B-52 through B-1B. The development program and operational use of the B-2 from the the begining in 1978 till early 1995 is covered. Even though there are some typos (AV-5's serial is '82-1070' not '82-1090' and AV-6's serial is '82-1071' not '80-1091'), it is a very nice article, in which I also found the following interesting tidbits: Lockheed ADP/Rockwell's ATB design (which lost) was code named 'Senior Ice' while Northrop/Boeing/LTV's design (which won) was code named 'Senior Peg'. The original 'Senior Peg' design didn't have the characteristic WW-shaped trailing edges, a higher wing sweep, a further back located cockpit and further forward located engine inlets. The redesign -- for better low-level flight stability and strength -- cost an additional $1 billion and took about a year. The article -- which by the way is from Rene J. Francillon, who also wrote the Putnam book about Lockheed -- also mentions: "Notably, the second XB-70 reached Mach 3.08 at 75,500 ft (23,000 m) on May 19, 1966." It ends by asking how useful 20 more B-2As would be and if they would give "the most bang for the buck" or not (which I believe they probably wouldn't). - -- Andreas - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - --- --- ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Thu, 28 Sep 1995 20:55:23 -0400 (EDT) Subject: Re: Air Fan International Oooops, as several people noticed, I wrote: >... article about the Northrop B-2 Sprint. ^^^^^^ That is of course "Spirit"! And: >Lockheed ADP/Rockwell's ATB design (which lost) was code named 'Senior Ice' >while Northrop/Boeing/LTV's design (which won) was code named 'Senior Peg'. >The original 'Senior Peg' design didn't have the characteristic WW-shaped Here I mixed up 'Senior Ice' (Northrop B-2) and 'Senior Peg' (Lockheed). Sorry! Anyway, here is a list of the existing and planned B-2s, as far as I know: Manufacturer: Northrop-Grumman/Boeing/LTV Designation : B-2 Popular Name: Spirit AF Code Name: 'Senior Ice' Project Name: ATB (Advanced Technology Bomber) Other Names : 'Stealth Bomber' Vehicle FY-serial Type, Version, Names, Remarks =============================================================================== AV-1 82-1066 B-2A-NO FSD, (B-2A-10-NO, B-2A-20-NO, B-2A-30-NO); nicknamed "Fatal Beauty"; rolled out at Airforce Plant 42, Palmdale, CA, 10/22/1988; first taxi tests 07/10/1989 at Palmdale; first flight 07/17/1989 from Palmdale to Edwards AFB, CA, by Northrop B-2 division chief test pilot Bruce J. Hinds and copilot Col. Richard S. Coach, lasting 1:52 hour; operational as test aircraft with 6520th TS / 6510th TW, AFMC, Edwards AFB; unit was redesignated 420th FLTS / 412th TW on 10/02/1992; used for flight envelope expansion, night flights, night refuelings, and RCS-testing; placed in flyable storage at Palmdale in 03/1993, with 81 sorties flown in 352.6 flight hours; to be modified to B-2A-30-NO standard and used as operational aircraft; AV-2 82-1067 B-2A-NO FSD; nicknamed "Murphy's Law" - because anything that can go wrong does; first flight 10/19/1990 from Palmdale to Edwards AFB; operational with 6520th TS / 6510th TW; to 420th FLTS / 412th TW on 10/02/1992; heavily instrumented and used for flutter, loads, landing gear and weapons bay door tests; flew 98 sorties in 496.4 flight hours until 12/1993; the aircraft will be used as development aircraft with some stealth features omitted, and will not be used operationally; AV-3 82-1068 B-2A-NO FSD, (B-2A-10-NO, B-2A-20-NO, B-2A-30-NO); nicknamed "Afternoon Delight" - because she doesn't like to fly before lunch; first flight 06/18/1991 from Palmdale to Edwards AFB; operational with 6520th TS / 6510th TW; to 420th FLTS / 412th TW on 10/02/1992; first aircraft with complete avionics; used for radar, navigation, offensive and defensive systems testing; 02/1993 tested Northrop ZSR-63 defensive avionics suit; 11/1993 tested Hughes AN/APQ-181 LPI (Low-Probability-of-Intercept) radar; to be modified to B-2A-30-NO standard and used as operational aircraft; AV-4 82-1069 B-2A-NO FSD, (B-2A-10-NO, B-2A-20-NO, B-2A-30-NO); nicknamed "Christine" - because it seems possessd; operational with 6520th TS / 6510th TW; to 420th FLTS / 412th TW on 10/02/1992; used as weapons trials aircraft; released on 09/03/1992 first inert 2,000lb Mk.84 bomb from 20,000ft near Edwards AFB; also intended for use as avionics, armament, climatic, and low-observable testing; to be modified to B-2A-30-NO standard and used as operational aircraft; AV-5 82-1070 B-2A-NO FSD, (B-2A-10-NO, B-2A-20-NO, B-2A-30-NO); nicknamed "Toad"; first flight 10/05/1992; operational with 420th FLTS / 412th TW; used for low-observable comparsion with AV-1; to McKinley Climatic Laboratory, Eglin AFB, FL, for 6 month of bad weather trials; to be modified to B-2A-30-NO standard and used as operational aircraft; AV-6 82-1071 B-2A-NO FSD, (B-2A-10-NO, B-2A-20-NO, B-2A-30-NO); nicknamed "Arnold the Pig" - because it is a real hangar pig; spent 6 months on ground for Tech Order validation; first flight 02/02/1993 from Palmdale to Edwards AFB, lasting about 2 hours; operational with 420th FLTS / 412th TW; used for Tech Order validation, weapons, and avionics tests; to be modified to B-2A-30-NO standard and used as operational aircraft; AV-7 88-0328 B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); named "Spirit of Texas"; leased back to Northrop for electromagnetic compatibility and emission security trials; completed 08/1993; 3rd operational aircraft with 393rd BS / 509th BW/OG / 8th AF / ACC, Whiteman AFB, MO; delivered 09/24/1994; marked: 'AF/88/0330/WM'; AV-8 88-0329 B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); named "Spirit of Missouri", operational with 420th TS / 412th TW; 1st operational aircraft with 393rd BS / 509th BW/OG; delivered 12/17/1993; marked: 'AF/88/0329/WM'; AV-9 88-0330 B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); named "Spirit of California"; operational with 420th TES / 412th TW; 2nd operational aircraft with 393rd BS / 509th BW/OG; delivered 08/17/1994; marked: 'AF/88/0330/WM'; AV-10 ? 8.-0331 B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); nicknamed "Spirit of South Carolina" (?); ?th operational aircraft with 393rd BS / 509th BW/OG; delivered early 1995; but before that maybe temporary to OCALC, Tinker AFB, OK; AV-11 ? 89-0332 B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); named "Spirit of Washington"; 4th operational aircraft with 393rd BS / 509th BW/OG; delivered 10/29/1994; marked: 'AF/89/0332/WM'; displayed 10/29/94 at Boeing Field, Seattle, WA; AV-12 ? 9.-.... B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); named "Spirit of Kansas" (?), ?th operational aircraft with 393rd BS / 509th BW/OG; delivered early 1995; but before that maybe temporary to OCALC; AV-13 9.-.... B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); was to be delivered in 1995; to 393rd BS / 509th BW/OG; maybe temporary to OCALC; AV-14 9.-.... B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); was to be delivered in 1995; to 393rd BS / 509th BW/OG; maybe temporary to OCALC; AV-15 9.-.... B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); was to be delivered in 1995; to 750th BS / 509th BW/OG, Whiteman AFB, MO; maybe temporary to OCALC; AV-16 92-.... B-2A-10-NO, (B-2A-20-NO, B-2A-30-NO); was to be delivered in the first three quarters of 1995; 750th BS / 509th BW/OG; maybe temporary to OCALC; AV-17 93-.... B-2A-20-NO, (B-2A-30-NO); to be delivered in 1996 ?; to 750th BS / 509th BW/OG; AV-18 93-.... B-2A-20-NO, (B-2A-30-NO); to be delivered in 1996 ?; to 750th BS / 509th BW/OG; AV-19 93-.... B-2A-20-NO, (B-2A-30-NO); to be delivered in 1996 ?; to 750th BS / 509th BW/OG; AV-20 93-.... B-2A-30-NO; to be delivered in late 1997; to 750th BS / 509th BW/OG; AV-21 93-.... B-2A-30-NO; to be delivered in late 1997; to 750th BS / 509th BW/OG; (AV-22 - AV-76) (55 B-2 canceled); (AV-77 - AV-133) (57 B-2 canceled); (AV-134 - AV-165) (32 B-2 canceled); =============================================================================== Summary: ======== 6 B-2A-NO FSD ( 5 to be modified to B-2A-30-NO standard); 10 B-2A-10-NO (10 to be modified to B-2A-30-NO standard); 3 B-2A-20-NO ( 3 to be modified to B-2A-30-NO standard); 2 B-2A-30-NO; 134 B-2 canceled; =============================================================================== 8 B-2A-30-NO operational with 393rd BS / 509th BW/OG; 8 B-2A-30-NO operational with 750th BS / 509th BW/OG; 4 B-2A-30-NO at OCALC (in depot maintanance or as attrition replacements); 1 B-2A-NO FSD for testing with 420th FLTS / 412th TW; =============================================================================== ACC - Air Combat Command AFB - Air Force Base AFMC - Air Force Materiel Command ATB - Advanced Technology Bomber AV - Air Vehicle BS - Bomb Squadron BW - Bomb Wing CA - California FLTS - Flight Test Squadron FSD - Full-Scale Development FY - Fiscal Year LPI - Low-Propability of Intercept LTV - Ling-Temco-Vought MO - Missouri OCALC - Oklahoma City Air Logistics Center OG - Operations Group OK - Oklahoma TS - Test Squadron TW - Test Wing WA - Washington - -- Andreas - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - --- --- ------------------------------ End of Skunk Works Digest V5 #439 ********************************* To subscribe to skunk-works-digest, send the command: subscribe skunk-works-digest in the body of a message to "majordomo@mail.orst.edu". 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