 F-117 stealth attack plane Stealth technology is a sub-discipline of electronic countermeasures which covers a range of techniques used with aircraft, ships and missiles, in order to make them less visible (ideally invisible) to radar, infrared and other detection methods. Image File history File links Download high resolution version (442x650, 33 KB)An F-117A Nighthawk in flight, This image is a work of a U.S. Air Force Airman or employee, taken or made during the course of the persons official duties. ...
Image File history File links Download high resolution version (442x650, 33 KB)An F-117A Nighthawk in flight, This image is a work of a U.S. Air Force Airman or employee, taken or made during the course of the persons official duties. ...
The United States Air Forces F-117A Nighthawk is the worlds first operational aircraft designed to exploit low-observable stealth technology. ...
Inspecting an AN/ALQ-184 Electronic Attack Pod Electronic countermeasures (ECM) are a subsection of electronic warfare which includes any sort of electrical or electronic device designed to fool radar, sonar, or other detection systems like IR (infrared) and Laser. ...
B-2 Spirit stealth bomber of the U.S Air Force. ...
This article does not cite any references or sources. ...
A missile (British English: miss-isle; U.S. English: missl) is, in general, a projectile—that is, something thrown or otherwise propelled. ...
This article needs cleanup. ...
For other uses, see Radar (disambiguation). ...
For other uses, see Infrared (disambiguation). ...
The concept of stealth is not new: being able to operate without the knowledge of the enemy has always been a goal of military technology and techniques. However, as the potency of detection and interception technologies (radar, IRST, surface-to-air missiles etc.) has increased, so too has the extent to which the design and operation of military vehicles have been affected in response. A 'stealth' vehicle will generally have been designed from the outset to have reduced or controlled signature. It is possible to have varying degrees of stealth. The exact level and nature of stealth embodied in a particular design is determined by the prediction of likely threat capabilities and the balance of other considerations, including the raw unit cost of the system. For other uses, see Radar (disambiguation). ...
An infra-red search and track (IRST) system (sometimes known as infra-red sighting and tracking) is a method for detecting and tracking objects which give off infrared radiation such as jet aircraft and helicopters. ...
Akash Missile Firing French Air Force Crotale battery Bendix Rim-8 Talos surface to air missile of the US Navy A surface-to-air missile (SAM) is a missile designed to be launched from the ground to destroy aircraft. ...
A mission system employing stealth may well become detected at some point within a given mission, such as when the target is destroyed, however correct use of stealth systems should seek to minimize the possibility of detection. Attacking with surprise gives the attacker more time to perform its mission and exit before the defending force can counter-attack. If a surface-to-air missile battery defending a target observes a bomb falling and surmises that there must be a stealth aircraft in the vicinity, for example, it is still unable to respond if it cannot get a lock on the aircraft in order to feed guidance information to its missiles. Akash Missile Firing French Air Force Crotale battery Bendix Rim-8 Talos surface to air missile of the US Navy A surface-to-air missile (SAM) is a missile designed to be launched from the ground to destroy aircraft. ...
Stealth principles
Stealth technology (often referred to as "LO", for "low observability") is not a single technology but is a combination of technologies that attempt to greatly reduce the distances at which a vehicle can be detected; in particular radar cross section reductions, but also acoustic, thermal and other aspects specifically: Typical RCS diagram (B-26 Invader) Radar cross section (RCS) describes the extent to which an object reflects an incident electromagnetic wave. ...
This article is with regards ships and submarines, for the article with regard audio files see Acoustic fingerprint Acoustic signature is used to describe a combination of acoustic emissions of ships and submarines. ...
Infra-red homing refers to a guidance system which uses the infra-red light emissions of a target to track it. ...
Radar cross-section (RCS) reductions Almost since the invention of radar, various techniques have been tried to minimize detection. Rapid development of radar during WWII led to equally rapid development of numerous counter radar measures during the period; a notable example of this was the use of chaff. For other uses, see Radar (disambiguation). ...
List of World War II electronic warfare equipment and code words Airborne Cigar (A.B.C.) - Jamming transmitter carried by 101 Sqn Lancasters using 8th crew member to monitor and then jam German nightfighter frequencies Berlin - German night fighter radar, introduced April 1945, centrimetic radar (9cm) Boozer - Fighter radar early...
Modern US Navy RR-129 and RR-124 chaff countermeasures and containers Chaff, originally called Window by the British, and Düppel by the WWII era German Luftwaffe, is a radar countermeasure in which aircraft or other targets spread a cloud of small, thin pieces of aluminium, metallised glass fibre...
The term 'Stealth' in reference to reduced radar signature aircraft became popular during the late eighties when the F-117 stealth fighter became widely known. The first large scale (and public) use of the F-117 was during the Gulf War in 1991. However, F-117A stealth fighters were used for the first time in combat during Operation Just Cause, the United States invasion of Panama in 1989. Since then it has become less effective due to developments in the algorithms used to process the data received by radars, such as Bayesian particle filter methods. Increased awareness of stealth vehicles and the technologies behind them is prompting the development of techniques for detecting stealth vehicles, such as passive radar arrays and low-frequency radars. Many countries nevertheless continue to develop low-RCS vehicles because low RCS still offers advantages in detection range reduction as well as increasing the effectiveness of decoys against radar-seeking threats. This article is about the stealth fighter. ...
For other uses, see Iraq war (disambiguation). ...
Year 1991 (MCMXCI) was a common year starting on Tuesday (link will display the 1991 Gregorian calendar). ...
Combatants United States Panama Commanders General Carl W. Stiner Manuel Noriega Strength 27,684+ 3,000+ Casualties 23 Dead, 324 Wounded 450 Military, 200-4,000 Civilian U.S. Army 7th Infantry Division (light) soldiers prepare to take La Comandancia in the El Chorrillo neighborhood of Panama City, December 1989. ...
Combatants Panama United States Commanders Manuel Noriega Maxwell R. Thurman Strength 16,000+ 27,684+ Casualties 100-1,000 killed 24 Killed 325 Wounded 300-3,000 civilians killed Rangers from Charlie Company, 3rd Battalion, 75th Ranger Regiment prepare to take La Comandancia in the El Chorrillo neighborhood of Panama...
Flowcharts are often used to represent algorithms. ...
For other uses, see Data (disambiguation). ...
Bayesian refers to probability and statistics -- either methods associated with the Reverend Thomas Bayes (ca. ...
This article is about the statistical method. ...
Passive radar systems (also referred to a passive coherent location and passive covert radar) encompass a class of radar systems that detect and track objects by processing reflections from non-cooperative sources of illumination in the environment, such as commercial broadcast and communications signals. ...
Low Frequency Radar is the use of radars which use frequencies lower than 1 GHz, as opposed to the usual Radar bands which can range from the X band at 8-12 GHZ to the Ka band which tops out at 40 GHz. ...
Vehicle shape
 Certain shapes offer better stealth The possibility of designing aircraft in such a manner as to reduce their radar cross-section was recognized in the late 1930s, when the first radar tracking systems were employed, and it has been known since at least the 1960s that aircraft shape makes a very significant difference in how well an aircraft can be detected by a radar. The Avro Vulcan, a British bomber of the 1960s, had a remarkably small appearance on radar despite its large size, and occasionally disappeared from radar screens entirely. We now know that it had a fortuitously stealthy shape apart from the vertical element of the tail. On the other hand, the Tupolev 95 Russian long range bomber (NATO reporting name 'Bear') appeared especially well on radar. It is now known that propellers and jet turbine blades produce a bright radar image; the Bear had four pairs of large (5.6 meter diameter) contra-rotating propellers. Image File history File links Metadata Size of this preview: 800 × 600 pixelsFull resolution (2560 × 1920 pixel, file size: 1. ...
Image File history File links Metadata Size of this preview: 800 × 600 pixelsFull resolution (2560 × 1920 pixel, file size: 1. ...
The Avro Vulcan was a British delta wing subsonic bomber, operated by the Royal Air Force from 1953 until 1984. ...
For other uses, see Bomber (disambiguation). ...
The Tupolev Tu-95 (Туполев Ту–95) (NATO reporting name Bear) is the most successful and longest-serving Tupolev strategic bomber and missile carrier built by the Soviet Union during the Cold War. ...
NATO reporting names are unclassified code names for Soviet and Chinese military equipment. ...
For other uses, see Propeller (disambiguation). ...
Contra-rotating propellers on a Rolls-Royce Griffon-powered P-51 unlimited racer. ...
Another important factor is the internal construction. Behind the skin of some aircraft are structures known as re-entrant triangles. Radar waves penetrating the skin of the aircraft get trapped in these structures, bouncing off the internal faces and losing energy. This approach was first used on SR-71. The Lockheed SR-71, unofficially known as the Blackbird, is a long-range, advanced, strategic reconnaissance aircraft developed from the Lockheed A-12 and YF-12A aircraft by Lockheeds Skunk works, which was also responsible for the U-2 and many other advanced aircraft. ...
The most efficient way to reflect radar waves back to the transmitting radar is with orthogonal metal plates, forming a corner reflector consisting of either a dihedral (two plates) or a trihedral (three orthogonal plates). This configuration occurs in the tail of a conventional aircraft, where the vertical and horizontal components of the tail are set at right angles. Stealth aircraft such as the F-117 use a different arrangement, tilting the tail surfaces to reduce corner reflections formed between them. The most radical approach is to eliminate the tail completely, as in the B-2 Spirit. Buoy in San Diego Harbor. ...
The United States Air Forces F-117A Nighthawk is the worlds first operational aircraft designed to exploit low-observable stealth technology. ...
The Northrop Grumman B-2 Spirit is a multi-role stealth heavy bomber, capable of deploying both conventional and nuclear weapons. ...
In addition to altering the tail, stealth design must bury the engines within the wing or fuselage, or in some cases where stealth is applied to an existing aircraft, install baffles in the air intakes, so that the turbine blades are not visible to radar. A stealthy shape must be devoid of complex bumps or protrusions of any kind; meaning that weapons, fuel tanks, and other stores must not be carried externally. Any stealthy vehicle becomes un-stealthy when a door or hatch is opened. For other uses, see Wing (disambiguation). ...
The fuselage can be short, and seemingly unaerodynamic, as in this Christen Eagle 2 The fuselage (from the French fuselé spindle-shaped) is an aircrafts main body section that holds crew and passengers or cargo. ...
Planform alignment is also often used in stealth designs. Planform alignment involves using a small number of surface orientations in the shape of the structure. For example, on the F-22A Raptor, the leading edges of the wing and the tail surfaces are set at the same angle. Careful inspection shows that many small structures, such as the air intake bypass doors and the air refueling aperture, also use the same angles. The effect of planform alignment is to return a radar signal in a very specific direction away from the radar emitter rather than returning a diffuse signal detectable at many angles. A planform or plan view is a vertical orthographic projection of an object on a horizontal plane, like a map. ...
F-22 Raptors over California The F-22 Raptor is a highly maneuverable stealthy fighter aircraft built by Lockheed Martin Aeronautics and Boeing Integrated Defense Systems. ...
Stealth airframes sometimes display distinctive serrations on some exposed edges, such as the engine ports. The YF-23 has such serrations on the exhaust ports. This is another example in the use of re-entrant triangles and planform alignment, this time on the external airframe. Airframe means the mechanical structure of an aircraft[1] and as generally used does not include the engines. ...
The Northrop/McDonnell Douglas YF-23 Black Widow II — unofficially named by Northrop after its P-61 Black Widow — was a prototype fighter aircraft designed for the United States Air Force. ...
Shaping requirements have strong negative influence on the aircraft's aerodynamic properties. The F-117 has poor aerodynamics, is inherently unstable, and cannot be flown without computer assistance. Some modern anti-stealth radars target the trail of turbulent air behind it instead, much like civilian wind shear detecting radars do. The United States Air Forces F-117A Nighthawk is the worlds first operational aircraft designed to exploit low-observable stealth technology. ...
For the Marvel Comics character, see Windshear (comics). ...
 HMS Helsingborg Stealth Ship Ships have also adopted similar techniques. The Visby corvette was the first stealth ship to enter service, though the earlier Arleigh Burke class destroyer incorporated some signature-reduction features [1]. Other examples are the French La Fayette class frigate, the USS San Antonio amphibious transport dock, and most modern warship designs. Image File history File linksMetadata Size of this preview: 800 × 600 pixel Image in higher resolution (2048 × 1536 pixel, file size: 1. ...
Image File history File linksMetadata Size of this preview: 800 × 600 pixel Image in higher resolution (2048 × 1536 pixel, file size: 1. ...
Visby is the latest class of corvettes to be adopted by the Swedish Navy, and the corvette design is heavily emphazised on low visibility or stealth. ...
The Arleigh Burke class of guided missile destroyers, one of the destroyer classes of the United States Navy, is built around the Aegis combat system and the SPY-1D multi-function phased array radar. ...
The La Fayette class units are light multi-mission frigates built by DCN and operated by France (Marine Nationale), Saudi Arabia, Singapore (Republic of Singapore Navy) and Republic of China (Taiwan) (Republic of China Navy). ...
USS San Antonio (LPD-17), the lead ship of her class of amphibious transport dock, is the first ship of the United States Navy to be named for the city in Texas. ...
Propulsion subsystem shaping Now in research, fluidic nozzles for thrust vectoring with aircraft jet engines, and ships, will have lower RCS, due to being less complex, mechanically simpler, with no moving parts or surfaces, and less massive (up to 50% less). They will likely be used in many unmanned aircraft, and 6th generation fighter aircraft. Fluidic nozzles divert thrust via fluid effects[2][3][4]. Tests show that air forced into a jet engine exhaust stream can deflect thrust up to 15 degrees. Fluidics is science and technology of the application of a fluid or compressible medium to transmit energy and signals. ...
Harrier AV-8A - worlds first operational fighter jet with thrust vectoring A thrust-vectoring jet engine nozzle Thrust vectoring is the ability of an aircraft or other vehicle to direct the thrust from its main engine(s) in a direction other than parallel to the vehicles longitudinal axis. ...
Flying machine redirects here. ...
A Pratt and Whitney turbofan engine for the F-15 Eagle is tested at Robins Air Force Base, Georgia, USA. The tunnel behind the engine muffles noise and allows exhaust to escape. ...
For other uses, see Ship (disambiguation). ...
An A-10 Thunderbolt II, F-86 Sabre, P-38 Lightning and P-51 Mustang fly in formation during an air show at Langley Air Force Base, Virginia. ...
================================================================ Stealth and Propulsion Thrust-Vectoring [40 references]
Introduction
Propulsion Thrust Vectoring or Thrust Vectoring Flight Control [TVFC] is the most effective and safest way [1, 3, 26] to fly and gain super-agility and flight safety. Its proper design, testing and use [1-40] can lead to most effective designs of stealth, tailless, manned or [civil] un-manned air vehicles [UAV] or un-manned combat air vehicles [UCAV][1,3]
Effective TVFC is accomplished by rapid deflections of jet-engines exhaust jets in the yaw, pitch and roll coordinates of the air vehicle [3, 33]. Such complete yaw-pitch-roll TVFC allows the design of tailless, stealth, manned and unmanned air vehicles.
Revolutionary new technologies and revisited aero-design rules for flight testing of dynamically-scaled TVFC-models[11] of advanced Stealth, Tailless, Post-Stall, air vehicles, were developed and first-ever flight tested by professor Benjamin Gal-Or[1, 2, 3, 5, 11, 12-40]. Such flying models are equipped with on-board computer that records conventional and/or pure TVFC flight commands as well as the resulting motions and accelerations/g-loads of the flying model [3,33]. These results are later used in various computer simulations of dynamically-similar, full-scale, air-vehicle agility and safety levels[34-40].
The stealthy-tailless TVFC-designs are based on Gal-Or’s patent applications, patents [26], published papers, reports [5, 11] and his book “Vectored Propulsion, Supermaneuverability and Robot Aircraft”, Springer, 1990 [3].
CONTENTS · Introduction · Thrust Vectoring Flight Control [TVFC] · ADVANCED FIGHTER AIRCRAFT · STEALTH-TAILESS AIRCRAFT · AIR COMBAT · FLIGHT SAFETY · COMPLETE THRUST VECTORING FLIGHT CONTROL · Thrust Reversal and TVFC · Aero-Design Concepts Revisited · Thrust Vectoring in Land and Marine Uses · References
ADVANCED FIGHTER AIRCRAFT. Some advanced Russian and U.S. air vehicles are already based on such technologies. Their early design and testing are based on TVFC flight emulations, theories, simulations and inventions of stealth-tailless, unmanned and manned air vehicles technologies [1-40] . More details are provided below.
STEALTH-TAILESS AIRCRAFT. Modern stealth-tailless air vehicle designs [e.g., that of the X-45 UCAV] are partially based on advanced TVFC concepts that integrate thrust-vectored jet engine[s] with unorthodox, wing-type, tailless airframes. More details are provided below.
AIR COMBAT: Within Visual Range [WVR] engagements TVFC-based designs may become the key issue to win. [Cf., e.g., the X-45 UCAV and the F-22 Raptor Fighter as well as the 64 to 1 average kill-ratio advantage demonstrated by the X-31 designed by Wolfgang Herbst[3] vs the Conventional F-18, etc.] However, for Beyond Visual Range [BVR] engagements, the terminal super-agility becomes largely a non-issue, while the stealthy design remains a key factor to win. More details are provided below.
FLIGHT SAFETY. To enhance flight safety in both civil and military transport jets, one needs jet engines equipped with emergency-deployed thrust-vectoring/thrust-reversing means[5, 26]. These means have not yet been manufactured and used, except in Gal-Or’s flying scaled models and computer simulations[5, 26, 36-40] .
The road to reach such goals has been historically rough and professionally loaded with endless misconceptions [1, 40]. More details are provided below. About $3M USD were provided for this research from 1989 to 2000 as “Personal Research Contracts”. The funding was provided by the U.S. Air Force, Pratt and Whitney, Teledyne CAE, General Electric, Lockheed-Martin, General Dynamics and the U.S. Dept. of Transportation-FAA. On August 25, 1986, a co-signed Proprietary Agreement with Boeing allowed it to get proprietary stealthy-tailless-TVFC designs, which it had delivered to the U.S. government as its own so as to gain entry to the F-22 [ATF] $64 billion program, which had been first awarded only to Lockheed and its partners.
COMPLETE THRUST VECTORING FLIGHT CONTROL
The 100-years old, Conventional, Aerodynamic-Only, Flight Control [CAOFC] technology is spin-stall sensitive and limited by maximum-lift Angle of Attack [AoA] . In COMPLETE TVFC CAOFC is entirely replaced by rapidly-deflecting engine-exhaust jet(s). I.e., "pure" vectored-aircraft can deliver top performance, especially in the 'impossible-to-fly' post-stall [PST] domain, without recourse to ailerons, flaps, elevators and rudders, and even the vertical tail-stabilizer may become redundant. The result is a significant reduction in radar, optical, and thermal signatures, and also in aerodynamic drag, airframe weight and fuel consumption. These new systems are also much safer in both the military and civil domains [26, 32, 33].
In 1968 the first yaw-thrust-vectoring-induced emulations have been conducted by using motor boats in agility competitions with sail boats [1] . Compressed-air tests of TVFC nozzles & inlets followed until 1982. Full-fledged hot jet-engine TVFC-nozzles and cold inlet lab-tests for TVFC-Stealthy-UCAV started in 1982. 8 such scaled-down prototypes were tested in wind-tunnels in 1985, including cable-arrested cold-jet-flying tests of models [3] .
The first-ever flight test of a TVFC-Stealthy-Tailless-UCAV model “gal 3” [3] succeeded in May 1987 [1-3] .
Proposals in the mid 80’s to design the aft-section of the Lavie fighter[1, 40] for later uses with TVFC jet engines were rejected – an act that was one of the reasons to cancel that program.
First Patent Application for yaw-pitch-roll TVFC-based stealth-tailless UCAV or CRUISE Missile were filed on April 2, 1986 [1,5, 26].
In 1986 the president of Boeing's Military Branch in Kansas had invited Gal-Or 'to execute proprietary data agreements'. Such Proprietary Agreement involving Boeing and the U.S. Government were then signed in Wichita, Kansas on August 25, 1986 and 22 classified drawings of some of the 19 TVFC-UCAVs[1, 3, 40] were delivered to Boeing and the U.S. Government for testing and evaluations. Production of the F-22 has been formally announced since 2006 and flight tests of the various X-45 UCAVs are still in process.
Complete TVFC-Stealth designs, which proceed much beyond the Harrier-AV-8 the pitch-only thrust vectoring for Short Take-Off and Landing [STOL] F-15 [3], and the F-22, have been rejected in the U.S. but were adopted in Russia. In 1996, the non-stealthy TVFC Russian SU-30MKI has demonstrated unprecedented performance. Its designers disclosed to Gal-Or, in 1996, in Warsaw, Poland, and in 1999, in Moscow, during international conferences [28, 30], that they have followed and used his TVFC principles, fundamentals and mathematical methods, most of which are available in references 2-30.
Minimum-time in TVFC-induced super-agility studies have led in the late 80’s to the development of Standard Agility Comparison Maneuvers [SACOM] of TVFC air vehicles [20] .
Similar opposition has been directed against Gal-Or's concepts of complete TVFC-Stealth-tailless designs and against maximizing flight safety levels of Tailless TVFC-based civil and military transport jets [14, 20-22, 24, 26, 28-30, 32, 35-5, 40] .
The debate on replacing the 100-years-old, Aerodynamic-Only Flight Control as dangerous, spin-stall sensitive and useless in close engagements has not yet subsided. Major opposition disappeared after 1994, when the X-31 vs a CAOFC fighters has demonstrated an average of 64:1 kill-ratio advantage in WVR.
Changing minds is not easy, especially with 'CAOFC-experts', traditional pilots and some DOT, FAA, NASA and traditional aircraft designers.
In the late 80's, during a series of classified lectures in the U.S., Gal-Or demanded to stop flight testing with the 1976, sluggish, expensive and useless, pitch-only, thrust vectoring/reversing [TV/TR] PWA nozzle, aimed mainly to decrease runway distance for take-off and landing, but not to increase air-combat agility.
By flying his cold-jet prototypes with funding provided by the U.S. Air Force, Gal-Or proved the need to reject the canards and thrust reversing means from the F-15 STOL Demonstrator and PWA-Pitch-Only-Vectoring jet engine-nozzle[1, 4, 5, 26, 32, 5] . As a result, the F-15 STOL Demonstration Program was cancelled, saving billions of USD to the U.S. Government and much idling time. That famous cancellation has, however, demonstrated the need to teach the new way to fly with complete TVFC-based air vehicles and the unprecedented combat-super-agility and flight safety levels that can be reached by these emerging new technologies.
The cancelled F-15 STOL Demonstrator Program was then replaced by MDD’s X-6 program, the COMPLETE TVFC F-15 ACTIVE Program [see picture below], and the TVFC F-16 VISTA Program. Similar changes were tested via the F-18. The Pitch-Only, stealth, TVFC F-22 program was then inaugurated. Yet, the debate for and against TVFC-induced super-agility and TVFC-based-stealth design and flight safety, has not yet subsided, even in the year 2007.
(left) The 1987-Flight-Tested, TVS, Complete TVFC, UCAV 'Gal-3' (middle) TVFC F-15, X-31 and the TVS-X-36 in front of the stealthy SR-71 (Right) The 2003-Flight-Tested TVS X-45A UCAV
Thrust Reversal and TVFC
From the first-ever, 1987-flight-tested, Tailless-Vectored-Stealthy prototypes, to the 1994-95 flight-tested TVFC-based Boeing 727, TVFC-based fighter and UCAV technologies have been converted to TVFC-based civil transport jets [26]. The newly proposed designs not only maximize flight safety but may minimize take-off/landing distances, airframe weight and fuel consumption. During emergency, the TVFC designs become operative to save a doomed transport jet whose Conventional-Only Flight Control has failed, or when it encounters a spin-stall situation, say, in avoiding a mountain or to safely emerge from dangerous wind-shear situations [5, 26, 35-40].
New TVFC-induced aero-design rules now introduce the jet engine as a prime flight effector, with TVFC-jet-deflection rates at least as rapid as those of elevators, ailerons and rudders. The new rules are briefly described next.
Aero-Design Concepts Revisited Forthcoming UCAVs, stealth, TVFC fighters, helmet-sight-aiming systems, all-aspect Air-to-Air missiles and the new generation of Electronic Warfare systems, dictate reassessment of the optimal balance between agility and survival effectiveness. The main issues are: 1. How to maximize low-observability and airframe agility -- mainly beyond the stall "limit" -- and how to best integrate the resulting design with helmet-sight-aiming systems, all-aspect Air-to-Air missiles and the new generation of Electronic Warfare systems. 2. How to compare the highest extractable effectiveness of such Totally Integrated Systems [TIS], with that of Current Systems [CS], which do not focus on airframe Nose-Pointing-To-Target [NPTT] combat agility [1-40] and extra safety [16, 26, 35,36] .
Higher-level innovations to maximize flight safety in civil and military transport jets, say, by integrating Thrust Reversal with Thrust-Vectoring [26], are also currently generating debates [5, 14, 21, 22, 24, 28-30, 32, 35-36].
Maximized TVFC-Induced TIS-NPTT capabilities, must be measured in terms of seven Standard Agility and Safety Comparison Maneuvers [SASCOM][16], designed to allow comparisons of TVFC with CAOFC-based CS. Subscale flight tests using SASCOM-comparisons are aimed to provide flight-testing results in terms of kill ratios for multiple kills during close-range encounters.
The First TVFC Aero Design Rule
Whenever 'mixed' flight control is used, the jet-rotation rates should not lag behind the maximum rotation rates extractable from advanced conventional elevators, rudders and ailerons. This rule first forces the selection of the most-effective TVFC-nozzles, inlets, structures and flight modes for proposed new, or upgraded fighter aircraft and UCAV.
To quantify and gauge this rule -- for 'pure' or 'mixed' flight control -- one must examine the time derivatives and solutions of the new mathematical phenomenology. This is done in the references listed below, and must first be used via SASCOMs [16, 5] .
The Second Aero-Design Rule
Use of super-agility in close-range air combat depends on the availability of rapid, COMPLETE TVFC means that help to point the nose/weapon at the enemy first, taking into account all-systems delay times, while also using helmet-sight aiming systems for first and multiple kills [16]. This means maximizing the capability to exploit inherent computer/system/missile-release delay-times, i.e., from pilot's decision-time to shoot, till secure-locking/missile's-release-time, for simultaneous rapid nose-pointing-to-target, so as to MINIMIZE missile's flight PATH/TIME to target [16] .
The Third Aero-Design Rule: Minimum Missile-Path/Time to Target
This minimum-time rule increases kill-ratio probabilities to destroy the target, prior to the target launching its own weapon, for otherwise the probabilities of mutual destruction increase dramatically. Consequently, aircraft super-agility must be well-integrated with missile's agility[16] .
The Fourth Aero-Design Rule: Effectiveness Yardsticks
Newly published yardsticks are now available to compare the performance of different TVFC-based flying prototypes. These are termed SACOMs, for Standard Agility Comparison Maneuvers. 7 SACOMs have been introduced to compare CAOFC with TVFC kill-ratio capabilities[16] . These SACOMS involve mathematical-computer simulations and a complete set of elaborate differential equations [35-40]. Using videotapes of dynamically-scaled, flight emulations combined with the results extracted from such flying-models onboard computers, air combat tactics are currently re-assessed in many Pilot School educational systems as an integral part of the standard curriculum.
Since 1996, there is also an attempt in Poland, with Gal-Or's consulting, to develop TVFC-based jet engine for TVFC trainer.
Thrust Vectoring in Land and Marine Uses
MILITARY and CIVIL TVFC-based safety technologies [26] have been proposed to save lives and reduce damage in racing cars, trucks, school-buses, cars, tractors and for jet-boats and speed boats [4] . The new designs include Anti-Roll-Over, Anti-Skidding and Anti-Spinning, TVFC-based technologies.
References
1. Gal-Or, B., Int'l. J. Turbo & Jet Engines, Vol. 20, No. 3, 2003. 2. AVIATION WEEK & SPACE TECHNOLOGY, May 18, p. 21, 1987; May 30, 1987 ; Aug. 28, 1995 ; May 11, 1998 3. Gal-Or, B., "Vectored Propulsion, Super-maneuverability and Robot Aircraft", Springer Verlag, N.Y. and Heidelberg, 1990 [still the sole book in this domain. currently available only as a used-book] . 4. Gal-Or, B., "Civilizing Military Thrust Vectoring Flight Control", AEROSPACE AMERICA, April, 1996. 5 Ibid., "CONFLICT-AREA SURVIVABILITY & MISSION BENEFITS BY RETRACTABLE THRUST-VECTORING KITS” [FOR C-17] . Confidential-Classified Report Submitted to MDD’s Chief Engineer-Designer and Erwin Ulbrich on June 16, 1995. It was filed on Aug. 18, 1995 as USPTO Application # 516870. MDD [beyond Aug. 1, 1997, "Boeing"] has filed the so-provided author's proprietary designs as USPTO Application 650583 on May 20, 1996. 6. Ibid., "Vectored Aircraft For the 90's", Int'l J. Turbo and Jet-Engines, 4, 1, 1987 7. Ibid., "The Fundamental Concepts of Vectored Propulsion", [AIAA] J. Propulsion and Power, 6, 747-757, 1990. 8. Ibid., "Maximizing Post-Stall, Thrust-Vectoring Agility and Control Power",
[AIAA] J. Aircraft, 29, 647-651, 1992 9. Ibid.,"Thrust Vectoring: Theory, Laboratory, and Flight Tests", [AIAA] J. Propulsion & Power, 9, 51 - 58, 1993. 10. Ibid., "Complete thrust vectoring flight control for future civil jets", Int'l. J. Turbo & Jet Engines, 10, 1, 1993, pp. 1-18 (with V. Sherbaum and M. Lichtsinder) 1993 11. Ibid., "Fundamentals and similarity transformations of vectored aircraft", AIAA J. of Aircraft, 31, 1, pp. 181-187, 1994 12. Ibid., "Western vs. Eastern fighter technologies beyond 2000", Int'l. J. Turbo & Jet Engines, 11, 1, pp. 113-118, 1994 13. Ibid., "Thrust vectoring for flight control and safety: A review", Int'l. J. Turbo & Jet Engines, 11, 2/3, pp. 119-139, 1994 14. Ibid., "Catastrophic Failure Prevention by Thrust Vectoring", [AIAA] J. Aircraft, 32, No. 3, June, 1995 15. Ibid., "Thrust Vectoring: A New Time Clock", Int´l J. Turbo & Jet Engines, 12, 1995 16. Ibid., "Thrust Vectoring, Engine-Airframe-Weapon-System Agility", Int´l J. Turbo & Jet Engines, 12, 237- 268, 1995; 17. Ibid. w M. Lichtsinder and V. Sherbaum, ‘‘Thrust Vectoring: Fundamentals for Civil and Military Use", Int’l J. Turbo & Jet Engines, 14, 1, 29-44, 1997. 18. Ibid., “Editorial: New Trends in Combined-Cycle Gas Turbines”, Int’l J. Turbo & Jet Engines , 14, 2, 1997 19. Ibid., Editorial, Int’l J. Turbo & Jet Engines, Vol. 14, No. 4, 1997. 20. Ibid. with A Lichtsinder and E Kreindler "Minimum-Time Standard Agility Comparison Maneuvers of Thrust-Vectored Aircraft", [AIAA] J of Guidance, Control and Dynamics, March-April 1998 21. Ibid. w V. Sherbaum, M. Lichtsinder, "Dynamics of Aircraft and Jet-Engine Prototypes for Military, Civil and RPV Thrust Vectoring Flight Control", Int'l J. Turbo and jet Engines, Vol. 15, 1998 22. Ibid., w Qian L, and E Kreindler, “Can Thrust Vectoring Save a Doomed Transport Jet?”, Int’l J. Turbo & Jet Engines, 15, 89-90, 1998 23. Ibid., "Review of the Debate and the Development of Thrust Vectoring Technology", Int'l. J. of Thermal and Fluid Sciences, Vol. 7, pp.1-6, 1998 24. Ibid., “A New Era of Jet Transport Safety By Advanced Legislation?”, Int’l J. Turbo & Jet Engines, 17, 319-333, 2000 25. Ibid., w E. Wilson, et al, “Optimizing Sub-Critical-Flow Thrust-Vectoring of Converging-Diverging Nozzles", AIAA J. of Propulsion and Power, 16, #2, 202-206, 2000 26. Ibid., with V. Sherbaum and M. Lichtsinder, “Thrust Vectoring Reversing Systems”, U.S. Patent 5,782,431, 1998 27. Ibid., w Shaul Lermann and Nahum Kemda "Performance Investigation of the [Roll-Yaw-Pitch Thrust Vectoring] SU-37 Russian Fighter Aircraft [as well as the SU-30MKI Fighter Aircraft Sold to India]", Confidential Report, 1996-1998. 28. Ibid, "Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety”, Opening Keynote Lecture; 1997 Proceedings of the 2nd Int’l Seminar on Aeronautics & Education, Warsaw, Poland, Nov. 25, 1996 29. Ibid., "Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety", Keynote Lecture; Proceedings of the 3rd Int’l Conf. ISIAF, Chinese Academy of Sciences, Beijing, China, Sept. 2, 1996 30. Ibid., "Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety", 5th Int´l Symp. Aero Sci., Moscow, Plenary Lecture, Proceeding, TsAGI, Vol. 1, Aug. 18, 1999 31. Ibid. (with V. Sherbaum) “Thrust Vectoring, Panel”, ASME Annual Int’l Conf. Gas Turbines, Stockholm, June 4, 1998. 32. Ibid., “Multiaxis Thrust Vectoring Flight Control Vs Catastrophic Failure Prevention”, Reports to U.S. Dept. of Transportation/FAA, Technical Center, ACD-210, FAA X88/0/6FA/921000/4104/T1706D, FAA Res. Grant-Award No: 94-G-24, CFDA, No. 20.108, Dec. 26, 1994 33. Ibid., “Tailless Vectored Fighters”, “Theory, Laboratory and Flight Tests”, United States Air Force, WPAFB, Ohio, USA, AFOSR FY 1456-8905052, 196 pages Report + videotape, July 15, 1991. Now available from Storm Media. 34. Ibid., "An Old-New European Debate on Thrust Vectoring", Polskiej Nauki, PRACE Instytutu Lotnictwa, Poland, 152, pp. 3-8, 1998 35. Ibid. "Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety", Plenary keynote lecture, Proceedings of the 4th Conf., Int’l ISIAF conf., Dresden [1999] 36. Ibid., w Qian, L., and E. Kreindler , “Thrust Vectoring Control Applied to Catastrophic Failure Prevention in Jet Transport", IEEE Conf. in Beijing, "Control and Sensor Fusion for Transportation Systems" (IFAC-8d-002), July 6, 1999 37. Ibid., “A New Era of Jet Transport Safety By Advanced Legislation?”, Int’l J. Turbo & Jet Engines, 17, 319-333, 2000 38. Ibid., w E. Wilson, “Optimizing Sub-Critical-Flow Thrust-Vectoring of Converging-Diverging Nozzles”, AIAA J. of Propulsion and Power, 16, 202-206, 2000 39. Ibid., “Advanced Aero-thermodynamics Associated with Clean Technologies for Upgrading Gas Turbines in Simple and Combined-Cycle Power Stations”, Int'l J. Turbo & Jet Engines, Vol. 18, No. 1, 2001 40. Ibid. “Jet-Engine Integration with Stealthy Tailless Airframes to Maximize Super-Agility and Flight Safety”, Int’l J. Turbo & Jet Engines. In press.
=========================================================== Submitted with respect to the Free Encyclopedia Wikipedia by Dr. Benjamin Gal-Or, Editor-in-Chief of the International Journal of Turbo & Jet Engines and former professor of engineering and Philosophy at the Technion – Israel Institute of Technology, the Johns Hopkins and Pittsburgh Universities. · Currently residing in Jupiter, Palm Beach County, Florida USA; · Contact: galor612@hotmail.com · More details and references can be provided regarding any of the entries marked blue in the text above. · However, existing, previous entries may first be properly linked by the Editorial staff. · Subdivisions and proper distributions may be conducted by the Editorial staff. · Permission to be used in Wikipedia is hereby given. · Besides the published References, one may also google me as “Benjamin Gal-Or”, “Gal-Or, B.”, “Benjamin Galor” or “Unified Thermodynamics” Keep up the good work!!
Non-metallic airframe Dielectric composites are relatively transparent to radar, whereas electrically conductive materials such as metals and carbon fibers reflect electromagnetic energy incident on the material's surface. Composites used may contain ferrites to optimize the dielectric and magnetic properties of the material for its application. A dielectric is a physical model commonly used to describe how an electric field behaves inside a material. ...
This article is about metallic materials. ...
Carbon fiber composite is a strong, light and very expensive material. ...
Ferrite may refer to: Ferrite (magnet)s (e. ...
1.1.1.1
Stealth and Thrust-Vectoring [40 references]
Introduction
Thrust Vectoring or Thrust Vectoring Flight Control [TVFC] is the most effective and safest way [1, 3, 26] to fly and gain super-agility and flight safety. Its proper design, testing and use [1-40] can lead to most effective designs of stealth, tailless, manned or [civil] un-manned air vehicles [UAV] or un-manned combat air vehicles [UCAV][1,3]
Effective TVFC is accomplished by rapid deflections of jet-engines exhaust jets in the yaw, pitch and roll coordinates of the air vehicle [3, 33]. Such complete yaw-pitch-roll TVFC allows the design of tailless, stealth, manned and unmanned air vehicles.
Revolutionary new technologies and revisited aero-design rules for flight testing of dynamically-scaled TVFC-models[11] of advanced Stealth, Tailless, Post-Stall, air vehicles, were developed and first-ever flight tested by professor Benjamin Gal-Or[1, 2, 3, 5, 11, 12-40]. Such flying models are equipped with on-board computer that records conventional and/or pure TVFC flight commands as well as the resulting motions and accelerations/g-loads of the flying model [3,33]. These results are later used in various computer simulations of dynamically-similar, full-scale, air-vehicle agility and safety levels[34-40].
The stealthy-tailless TVFC-designs are based on Gal-Or’s patent applications, patents [26], published papers, reports [5, 11] and his book “Vectored Propulsion, Supermaneuverability and Robot Aircraft”, Springer, 1990 [3].
CONTENTS · Introduction · Thrust Vectoring Flight Control [TVFC] · ADVANCED FIGHTER AIRCRAFT · STEALTH-TAILESS AIRCRAFT · AIR COMBAT · FLIGHT SAFETY · COMPLETE THRUST VECTORING FLIGHT CONTROL · Thrust Reversal and TVFC · Aero-Design Concepts Revisited · Thrust Vectoring in Land and Marine Uses · References
ADVANCED FIGHTER AIRCRAFT. Some advanced Russian and U.S. air vehicles are already based on such technologies. Their early design and testing are based on TVFC flight emulations, theories, simulations and inventions of stealth-tailless, unmanned and manned air vehicles technologies [1-40] . More details are provided below.
STEALTH-TAILESS AIRCRAFT. Modern stealth-tailless air vehicle designs [e.g., that of the X-45 UCAV] are partially based on advanced TVFC concepts that integrate thrust-vectored jet engine[s] with unorthodox, wing-type, tailless airframes. More details are provided below.
AIR COMBAT: Within Visual Range [WVR] engagements TVFC-based designs may become the key issue to win. [Cf., e.g., the X-45 UCAV and the F-22 Raptor Fighter as well as the 64 to 1 average kill-ratio advantage demonstrated by the X-31 designed by Wolfgang Herbst[3] vs the Conventional F-18, etc.] However, for Beyond Visual Range [BVR] engagements, the terminal super-agility becomes largely a non-issue, while the stealthy design remains a key factor to win. More details are provided below.
FLIGHT SAFETY. To enhance flight safety in both civil and military transport jets, one needs jet engines equipped with emergency-deployed thrust-vectoring/thrust-reversing means[5, 26]. These means have not yet been manufactured and used, except in Gal-Or’s flying scaled models and computer simulations[5, 26, 36-40] .
The road to reach such goals has been historically rough and professionally loaded with endless misconceptions [1, 40]. More details are provided below. About $3M USD were provided for this research from 1989 to 2000 as “Personal Research Contracts”. The funding was provided by the U.S. Air Force, Pratt and Whitney, Teledyne CAE, General Electric, Lockheed-Martin, General Dynamics and the U.S. Dept. of Transportation-FAA. On August 25, 1986, a co-signed Proprietary Agreement with Boeing allowed it to get proprietary stealthy-tailless-TVFC designs, which it had delivered to the U.S. government as its own so as to gain entry to the F-22 [ATF] $64 billion program, which had been first awarded only to Lockheed and its partners.
COMPLETE THRUST VECTORING FLIGHT CONTROL
The 100-years old, Conventional, Aerodynamic-Only, Flight Control [CAOFC] technology is spin-stall sensitive and limited by maximum-lift Angle of Attack [AoA] . In COMPLETE TVFC CAOFC is entirely replaced by rapidly-deflecting engine-exhaust jet(s). I.e., "pure" vectored-aircraft can deliver top performance, especially in the 'impossible-to-fly' post-stall [PST] domain, without recourse to ailerons, flaps, elevators and rudders, and even the vertical tail-stabilizer may become redundant. The result is a significant reduction in radar, optical, and thermal signatures, and also in aerodynamic drag, airframe weight and fuel consumption. These new systems are also much safer in both the military and civil domains [26, 32, 33].
In 1968 the first yaw-thrust-vectoring-induced emulations have been conducted by using motor boats in agility competitions with sail boats [1] . Compressed-air tests of TVFC nozzles & inlets followed until 1982. Full-fledged hot jet-engine TVFC-nozzles and cold inlet lab-tests for TVFC-Stealthy-UCAV started in 1982. 8 such scaled-down prototypes were tested in wind-tunnels in 1985, including cable-arrested cold-jet-flying tests of models [3] .
The first-ever flight test of a TVFC-Stealthy-Tailless-UCAV model “gal 3” [3] succeeded in May 1987 [1-3] .
Proposals in the mid 80’s to design the aft-section of the Lavie fighter[1, 40] for later uses with TVFC jet engines were rejected – an act that was one of the reasons to cancel that program.
First Patent Application for yaw-pitch-roll TVFC-based stealth-tailless UCAV or CRUISE Missile were filed on April 2, 1986 [1,5, 26].
In 1986 the president of Boeing's Military Branch in Kansas had invited Gal-Or 'to execute proprietary data agreements'. Such Proprietary Agreement involving Boeing and the U.S. Government were then signed in Wichita, Kansas on August 25, 1986 and 22 classified drawings of some of the 19 TVFC-UCAVs[1, 3, 40] were delivered to Boeing and the U.S. Government for testing and evaluations. Production of the F-22 has been formally announced since 2006 and flight tests of the various X-45 UCAVs are still in process.
Complete TVFC-Stealth designs, which proceed much beyond the Harrier-AV-8 the pitch-only thrust vectoring for Short Take-Off and Landing [STOL] F-15 [3], and the F-22, have been rejected in the U.S. but were adopted in Russia. In 1996, the non-stealthy TVFC Russian SU-30MKI has demonstrated unprecedented performance. Its designers disclosed to Gal-Or, in 1996, in Warsaw, Poland, and in 1999, in Moscow, during international conferences [28, 30], that they have followed and used his TVFC principles, fundamentals and mathematical methods, most of which are available in references 2-30.
Minimum-time in TVFC-induced super-agility studies have led in the late 80’s to the development of Standard Agility Comparison Maneuvers [SACOM] of TVFC air vehicles [20] .
Similar opposition has been directed against Gal-Or's concepts of complete TVFC-Stealth-tailless designs and against maximizing flight safety levels of Tailless TVFC-based civil and military transport jets [14, 20-22, 24, 26, 28-30, 32, 35-5, 40] .
The debate on replacing the 100-years-old, Aerodynamic-Only Flight Control as dangerous, spin-stall sensitive and useless in close engagements has not yet subsided. Major opposition disappeared after 1994, when the X-31 vs a CAOFC fighters has demonstrated an average of 64:1 kill-ratio advantage in WVR.
Changing minds is not easy, especially with 'CAOFC-experts', traditional pilots and some DOT, FAA, NASA and traditional aircraft designers.
In the late 80's, during a series of classified lectures in the U.S., Gal-Or demanded to stop flight testing with the 1976, sluggish, expensive and useless, pitch-only, thrust vectoring/reversing [TV/TR] PWA nozzle, aimed mainly to decrease runway distance for take-off and landing, but not to increase air-combat agility.
By flying his cold-jet prototypes with funding provided by the U.S. Air Force, Gal-Or proved the need to reject the canards and thrust reversing means from the F-15 STOL Demonstrator and PWA-Pitch-Only-Vectoring jet engine-nozzle[1, 4, 5, 26, 32, 5] . As a result, the F-15 STOL Demonstration Program was cancelled, saving billions of USD to the U.S. Government and much idling time. That famous cancellation has, however, demonstrated the need to teach the new way to fly with complete TVFC-based air vehicles and the unprecedented combat-super-agility and flight safety levels that can be reached by these emerging new technologies.
The cancelled F-15 STOL Demonstrator Program was then replaced by MDD’s X-6 program, the COMPLETE TVFC F-15 ACTIVE Program [see picture below], and the TVFC F-16 VISTA Program. Similar changes were tested via the F-18. The Pitch-Only, stealth, TVFC F-22 program was then inaugurated. Yet, the debate for and against TVFC-induced super-agility and TVFC-based-stealth design and flight safety, has not yet subsided, even in the year 2007.
(left) The 1987-Flight-Tested, TVS, Complete TVFC, UCAV 'Gal-3' (middle) TVFC F-15, X-31 and the TVS-X-36 in front of the stealthy SR-71 (Right) The 2003-Flight-Tested TVS X-45A UCAV
Thrust Reversal and TVFC
From the first-ever, 1987-flight-tested, Tailless-Vectored-Stealthy prototypes, to the 1994-95 flight-tested TVFC-based Boeing 727, TVFC-based fighter and UCAV technologies have been converted to TVFC-based civil transport jets [26]. The newly proposed designs not only maximize flight safety but may minimize take-off/landing distances, airframe weight and fuel consumption. During emergency, the TVFC designs become operative to save a doomed transport jet whose Conventional-Only Flight Control has failed, or when it encounters a spin-stall situation, say, in avoiding a mountain or to safely emerge from dangerous wind-shear situations [5, 26, 35-40].
New TVFC-induced aero-design rules now introduce the jet engine as a prime flight effector, with TVFC-jet-deflection rates at least as rapid as those of elevators, ailerons and rudders. The new rules are briefly described next.
Aero-Design Concepts Revisited Forthcoming UCAVs, stealth, TVFC fighters, helmet-sight-aiming systems, all-aspect Air-to-Air missiles and the new generation of Electronic Warfare systems, dictate reassessment of the optimal balance between agility and survival effectiveness. The main issues are: 1. How to maximize low-observability and airframe agility -- mainly beyond the stall "limit" -- and how to best integrate the resulting design with helmet-sight-aiming systems, all-aspect Air-to-Air missiles and the new generation of Electronic Warfare systems. 2. How to compare the highest extractable effectiveness of such Totally Integrated Systems [TIS], with that of Current Systems [CS], which do not focus on airframe Nose-Pointing-To-Target [NPTT] combat agility [1-40] and extra safety [16, 26, 35,36] .
Higher-level innovations to maximize flight safety in civil and military transport jets, say, by integrating Thrust Reversal with Thrust-Vectoring [26], are also currently generating debates [5, 14, 21, 22, 24, 28-30, 32, 35-36].
Maximized TVFC-Induced TIS-NPTT capabilities, must be measured in terms of seven Standard Agility and Safety Comparison Maneuvers [SASCOM][16], designed to allow comparisons of TVFC with CAOFC-based CS. Subscale flight tests using SASCOM-comparisons are aimed to provide flight-testing results in terms of kill ratios for multiple kills during close-range encounters.
The First TVFC Aero Design Rule
Whenever 'mixed' flight control is used, the jet-rotation rates should not lag behind the maximum rotation rates extractable from advanced conventional elevators, rudders and ailerons. This rule first forces the selection of the most-effective TVFC-nozzles, inlets, structures and flight modes for proposed new, or upgraded fighter aircraft and UCAV.
To quantify and gauge this rule -- for 'pure' or 'mixed' flight control -- one must examine the time derivatives and solutions of the new mathematical phenomenology. This is done in the references listed below, and must first be used via SASCOMs [16, 5] .
The Second Aero-Design Rule
Use of super-agility in close-range air combat depends on the availability of rapid, COMPLETE TVFC means that help to point the nose/weapon at the enemy first, taking into account all-systems delay times, while also using helmet-sight aiming systems for first and multiple kills [16]. This means maximizing the capability to exploit inherent computer/system/missile-release delay-times, i.e., from pilot's decision-time to shoot, till secure-locking/missile's-release-time, for simultaneous rapid nose-pointing-to-target, so as to MINIMIZE missile's flight PATH/TIME to target [16] .
The Third Aero-Design Rule: Minimum Missile-Path/Time to Target
This minimum-time rule increases kill-ratio probabilities to destroy the target, prior to the target launching its own weapon, for otherwise the probabilities of mutual destruction increase dramatically. Consequently, aircraft super-agility must be well-integrated with missile's agility[16] .
The Fourth Aero-Design Rule: Effectiveness Yardsticks
Newly published yardsticks are now available to compare the performance of different TVFC-based flying prototypes. These are termed SACOMs, for Standard Agility Comparison Maneuvers. 7 SACOMs have been introduced to compare CAOFC with TVFC kill-ratio capabilities[16] . These SACOMS involve mathematical-computer simulations and a complete set of elaborate differential equations [35-40]. Using videotapes of dynamically-scaled, flight emulations combined with the results extracted from such flying-models onboard computers, air combat tactics are currently re-assessed in many Pilot School educational systems as an integral part of the standard curriculum.
Since 1996, there is also an attempt in Poland, with Gal-Or's consulting, to develop TVFC-based jet engine for TVFC trainer.
Thrust Vectoring in Land and Marine Uses
MILITARY and CIVIL TVFC-based safety technologies [26] have been proposed to save lives and reduce damage in racing cars, trucks, school-buses, cars, tractors and for jet-boats and speed boats [4] . The new designs include Anti-Roll-Over, Anti-Skidding and Anti-Spinning, TVFC-based technologies.
References
1. Gal-Or, B., Int'l. J. Turbo & Jet Engines, Vol. 20, No. 3, 2003. 2. AVIATION WEEK & SPACE TECHNOLOGY, May 18, p. 21, 1987; May 30, 1987 ; Aug. 28, 1995 ; May 11, 1998 3. Gal-Or, B., "Vectored Propulsion, Super-maneuverability and Robot Aircraft", Springer Verlag, N.Y. and Heidelberg, 1990 [still the sole book in this domain. currently available only as a used-book] . 4. Gal-Or, B., "Civilizing Military Thrust Vectoring Flight Control", AEROSPACE AMERICA, April, 1996. 5 Ibid., "CONFLICT-AREA SURVIVABILITY & MISSION BENEFITS BY RETRACTABLE THRUST-VECTORING KITS” [FOR C-17] . Confidential-Classified Report Submitted to MDD’s Chief Engineer-Designer and Erwin Ulbrich on June 16, 1995. It was filed on Aug. 18, 1995 as USPTO Application # 516870. MDD [beyond Aug. 1, 1997, "Boeing"] has filed the so-provided author's proprietary designs as USPTO Application 650583 on May 20, 1996. 6. Ibid., "Vectored Aircraft For the 90's", Int'l J. Turbo and Jet-Engines, 4, 1, 1987 7. Ibid., "The Fundamental Concepts of Vectored Propulsion", [AIAA] J. Propulsion and Power, 6, 747-757, 1990. 8. Ibid., "Maximizing Post-Stall, Thrust-Vectoring Agility and Control Power",
[AIAA] J. Aircraft, 29, 647-651, 1992 9. Ibid.,"Thrust Vectoring: Theory, Laboratory, and Flight Tests", [AIAA] J. Propulsion & Power, 9, 51 - 58, 1993. 10. Ibid., "Complete thrust vectoring flight control for future civil jets", Int'l. J. Turbo & Jet Engines, 10, 1, 1993, pp. 1-18 (with V. Sherbaum and M. Lichtsinder) 1993 11. Ibid., "Fundamentals and similarity transformations of vectored aircraft", AIAA J. of Aircraft, 31, 1, pp. 181-187, 1994 12. Ibid., "Western vs. Eastern fighter technologies beyond 2000", Int'l. J. Turbo & Jet Engines, 11, 1, pp. 113-118, 1994 13. Ibid., "Thrust vectoring for flight control and safety: A review", Int'l. J. Turbo & Jet Engines, 11, 2/3, pp. 119-139, 1994 14. Ibid., "Catastrophic Failure Prevention by Thrust Vectoring", [AIAA] J. Aircraft, 32, No. 3, June, 1995 15. Ibid., "Thrust Vectoring: A New Time Clock", Int´l J. Turbo & Jet Engines, 12, 1995 16. Ibid., "Thrust Vectoring, Engine-Airframe-Weapon-System Agility", Int´l J. Turbo & Jet Engines, 12, 237- 268, 1995; 17. Ibid. w M. Lichtsinder and V. Sherbaum, ‘‘Thrust Vectoring: Fundamentals for Civil and Military Use", Int’l J. Turbo & Jet Engines, 14, 1, 29-44, 1997. 18. Ibid., “Editorial: New Trends in Combined-Cycle Gas Turbines”, Int’l J. Turbo & Jet Engines , 14, 2, 1997 19. Ibid., Editorial, Int’l J. Turbo & Jet Engines, Vol. 14, No. 4, 1997. 20. Ibid. with A Lichtsinder and E Kreindler "Minimum-Time Standard Agility Comparison Maneuvers of Thrust-Vectored Aircraft", [AIAA] J of Guidance, Control and Dynamics, March-April 1998 21. Ibid. w V. Sherbaum, M. Lichtsinder, "Dynamics of Aircraft and Jet-Engine Prototypes for Military, Civil and RPV Thrust Vectoring Flight Control", Int'l J. Turbo and jet Engines, Vol. 15, 1998 22. Ibid., w Qian L, and E Kreindler, “Can Thrust Vectoring Save a Doomed Transport Jet?”, Int’l J. Turbo & Jet Engines, 15, 89-90, 1998 23. Ibid., "Review of the Debate and the Development of Thrust Vectoring Technology", Int'l. J. of Thermal and Fluid Sciences, Vol. 7, pp.1-6, 1998 24. Ibid., “A New Era of Jet Transport Safety By Advanced Legislation?”, Int’l J. Turbo & Jet Engines, 17, 319-333, 2000 25. Ibid., w E. Wilson, et al, “Optimizing Sub-Critical-Flow Thrust-Vectoring of Converging-Diverging Nozzles", AIAA J. of Propulsion and Power, 16, #2, 202-206, 2000 26. Ibid., with V. Sherbaum and M. Lichtsinder, “Thrust Vectoring Reversing Systems”, U.S. Patent 5,782,431, 1998 27. Ibid., w Shaul Lermann and Nahum Kemda "Performance Investigation of the [Roll-Yaw-Pitch Thrust Vectoring] SU-37 Russian Fighter Aircraft [as well as the SU-30MKI Fighter Aircraft Sold to India]", Confidential Report, 1996-1998. 28. Ibid, "Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety”, Opening Keynote Lecture; 1997 Proceedings of the 2nd Int’l Seminar on Aeronautics & Education, Warsaw, Poland, Nov. 25, 1996 29. Ibid., "Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety", Keynote Lecture; Proceedings of the 3rd Int’l Conf. ISIAF, Chinese Academy of Sciences, Beijing, China, Sept. 2, 1996 30. Ibid., "Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety", 5th Int´l Symp. Aero Sci., Moscow, Plenary Lecture, Proceeding, TsAGI, Vol. 1, Aug. 18, 1999 31. Ibid. (with V. Sherbaum) “Thrust Vectoring, Panel”, ASME Annual Int’l Conf. Gas Turbines, Stockholm, June 4, 1998. 32. Ibid., “Multiaxis Thrust Vectoring Flight Control Vs Catastrophic Failure Prevention”, Reports to U.S. Dept. of Transportation/FAA, Technical Center, ACD-210, FAA X88/0/6FA/921000/4104/T1706D, FAA Res. Grant-Award No: 94-G-24, CFDA, No. 20.108, Dec. 26, 1994 33. Ibid., “Tailless Vectored Fighters”, “Theory, Laboratory and Flight Tests”, United States Air Force, WPAFB, Ohio, USA, AFOSR FY 1456-8905052, 196 pages Report + videotape, July 15, 1991. Now available from Storm Media. 34. Ibid., "An Old-New European Debate on Thrust Vectoring", Polskiej Nauki, PRACE Instytutu Lotnictwa, Poland, 152, pp. 3-8, 1998 35. Ibid. "Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety", Plenary keynote lecture, Proceedings of the 4th Conf., Int’l ISIAF conf., Dresden [1999] 36. Ibid., w Qian, L., and E. Kreindler , “Thrust Vectoring Control Applied to Catastrophic Failure Prevention in Jet Transport", IEEE Conf. in Beijing, "Control and Sensor Fusion for Transportation Systems" (IFAC-8d-002), July 6, 1999 37. Ibid., “A New Era of Jet Transport Safety By Advanced Legislation?”, Int’l J. Turbo & Jet Engines, 17, 319-333, 2000 38. Ibid., w E. Wilson, “Optimizing Sub-Critical-Flow Thrust-Vectoring of Converging-Diverging Nozzles”, AIAA J. of Propulsion and Power, 16, 202-206, 2000 39. Ibid., “Advanced Aero-thermodynamics Associated with Clean Technologies for Upgrading Gas Turbines in Simple and Combined-Cycle Power Stations”, Int'l J. Turbo & Jet Engines, Vol. 18, No. 1, 2001 40. Ibid. “Jet-Engine Integration with Stealthy Tailless Airframes to Maximize Super-Agility and Flight Safety”, Int’l J. Turbo & Jet Engines. In press.
=========================================================== Submitted with respect to the Free Encyclopedia Wikipedia by Dr. Benjamin Gal-Or, Editor-in-Chief of the International Journal of Turbo & Jet Engines and former professor of engineering and Philosophy at the Technion – Israel Institute of Technology, the Johns Hopkins and Pittsburgh Universities. · Currently residing in Jupiter, Palm Beach County, Florida USA; · Contact: galor612@hotmail.com · More details and references can be provided regarding any of the entries marked blue in the text above. · However, existing, previous entries may first be properly linked by the Editorial staff. · Subdivisions and proper distributions may be conducted by the Editorial staff. · Permission to be used in Wikipedia is hereby given. · Besides the published References, one may also google me as “Benjamin Gal-Or”, “Gal-Or, B.”, “Benjamin Galor” or “Unified Thermodynamics” Keep up the good work!!
Radar absorbing material Radar absorbent material (RAM), often as paints, are used especially on the edges of metal surfaces. One such coating, also called iron ball paint, contains tiny spheres coated with carbonyl iron ferrite. Radar waves induce alternating magnetic field in this material, which leads to conversion of their energy into heat. Early versions of F-117A planes were covered with neoprene-like tiles with ferrite grains embedded in the polymer matrix, current models have RAM paint applied directly. The paint must be applied by robots because of problems of solvent toxicity and tight tolerances on layer thickness. Radar absorbent material, or RAM, is a class of materials used in stealth technology to disguise a vehicle or structure from radar detection. ...
For other uses, see Iron (disambiguation). ...
Ferrite may refer to: Ferrite (magnet)s (e. ...
Neoprene is the DuPont Chemical trade name for a family of synthetic rubbers based on polychloroprene. ...
Similarly, coating the cockpit canopy with a thin film transparent conductor (vapor-deposited gold or indium tin oxide) helps to reduce the aircraft's radar profile because radar waves would normally enter the cockpit, bounce off something random (the inside of the cockpit has a complex shape), and possibly return to the radar, but the conductive coating creates a controlled shape that deflects the incoming radar waves away from the radar. The coating is thin enough that it has no adverse effect on the pilot's vision. Cockpit of a light aircraft, showing instrumentation dials and dual control yokes. ...
Physical vapor deposition (PVD) is a technique used to deposit thin films of various materials onto various surfaces (e. ...
GOLD refers to one of the following: GOLD (IEEE) is an IEEE program designed to garner more student members at the university level (Graduates of the Last Decade). ...
Indium tin oxide (ITO) is a mixture of indium(III) oxide (In2O3) and tin(IV) oxide (SnO2), typically 90% In2O3, 10% SnO2 by weight. ...
Radar stealth countermeasures and limitations
Low frequency radar Shaping does not offer stealth advantages against low-frequency radar. If the radar wavelength is roughly twice the size of the target, a half-wave resonance effect can still generate a significant return. However, low-frequency radar is limited by lack of available frequencies which are heavily used by other systems, lack of accuracy given the long wavelength, and by the radar's size, making it difficult to transport. A long-wave radar may detect a target and roughly locate it, but not identify it, and the location information lacks sufficient weapon targeting accuracy. Noise poses another problem, but that can be efficiently addressed using modern computer technology; Chinese "Nantsin" radar and many older Soviet-made long-range radars were modified this way. It has been said that "there's nothing invisible in the radar frequency range below 2 GHz". [5]
Multiple transmitters Much of the stealth comes from reflecting the transmissions in a different direction other than a direct return. Therefore detection can be better achieved if the sources are spaced from the receivers and multiple, and proposals exist to even use reflections from sources such as civilian radio transmitters.
Acoustics Acoustic stealth plays a primary role in submarine stealth as well as for ground vehicles. Submarines have extensive usage of rubber mountings to isolate and avoid mechanical noises that could reveal locations to underwater passive sonar arrays. For other uses, see Submarine (disambiguation). ...
Early stealth observation aircraft used slow-turning propellers to avoid being heard by enemy troops below. Stealth aircraft that stay subsonic can avoid being tracked by sonic boom. The presence of supersonic and jet-powered stealth aircraft such as the SR-71 Blackbird indicates that acoustic signature is not always a major driver in aircraft design, although the Blackbird relied more on its extremely high speed and altitude. English Electric Canberra PR.9 photo reconnaissance aircraft CP-140 Aurora long-range patrol aircraft of the Canadian Air Force. ...
Subsonic has two possible meanings: A speed lower than the speed of sound is called subsonic. ...
A sonic boom produced by an airplane moving at twice the speed of caramel cheese. ...
SR-71 redirects here. ...
This article is with regards ships and submarines, for the article with regard audio files see Acoustic fingerprint Acoustic signature is used to describe a combination of acoustic emissions of ships and submarines. ...
Visibility Most stealth aircraft use matte paint and dark colors, and operate only at night. Lately, interest on daylight Stealth (especially by the USAF) has emphasized the use of gray paint in disruptive schemes, and it is assumed that Yehudi lights could be used in the future to mask shadows in the airframe (in daylight, against the clear background of the sky, dark tones are easier to detect than light ones) or as a sort of active camouflage. The B-2 has wing tanks for a contrail-inhibiting chemical, alleged by some to be chlorofluorosulphonic acid[6], and mission planning also considers altitudes where the probability of their formation is minimized. This page is a candidate to be moved to Wiktionary. ...
Yehudi lights are lamps placed on the underside of an aircraft to raise luminance, to disgiuse the aircraft against the background sky. ...
Airframe means the mechanical structure of an aircraft[1] and as generally used does not include the engines. ...
Illustrating the concept, i. ...
Contrails are condensation trails (sometimes vapour trails): artificial cirrus clouds made by the exhaust of aircraft engines or wingtip vortices which precipitate a stream of tiny ice crystals in moist, frigid upper air. ...
Infrared An exhaust plume contributes a significant infrared (IR) signature. One means of reducing the IR signature is to have a non-circular tail pipe (a slit shape) in order to minimize the exhaust cross-sectional volume and maximize the mixing of the hot exhaust with cool ambient air. Often, cool air is deliberately injected into the exhaust flow to boost this process. Sometimes, the jet exhaust is vented above the wing surface in order to shield it from observers below, as in the B2 Spirit, and the unstealthy A10 Thunderbolt II. To achieve infrared stealth, the exhaust gas is cooled to the temperatures where the brightest wavelengths it radiates on are absorbed by atmospheric carbon dioxide and water vapor, dramatically reducing the infrared visibility of the exhaust plume. [7] Another way to reduce the exhaust temperature is to circulate coolant fluids such as fuel inside the exhaust pipe, where the fuel tanks serve as heat sinks cooled by the flow of air along the wings. For other uses, see Infrared (disambiguation). ...
The Northrop Grumman B-2 Spirit is a multi-role stealth heavy bomber, capable of deploying both conventional and nuclear weapons. ...
The A-10 Thunderbolt II is a single-seat, twin-engine jet aircraft developed by Fairchild-Republic for the United States Air Force to provide close air support (CAS) of ground forces by attacking tanks, armored vehicles, and other ground targets, also providing a limited air interdiction role. ...
Wiens displacement law is a law of physics that states that there is an inverse relationship between the wavelength of the peak of the emission of a black body and its temperature. ...
Reducing radio frequency (RF) emissions In addition to reducing infrared and acoustic emissions, a stealth vehicle must avoid radiating any other detectable energy, such as from onboard radars, communications systems, or RF leakage from electronics enclosures. The F-117 uses passive infra-red and "low light level TV" sensor systems to aim its weapons and the F-22 Raptor has an advanced LPI radar which can illuminate enemy aircraft without triggering a radar warning receiver response. The United States Air Forces F-117A Nighthawk is the worlds first operational aircraft designed to exploit low-observable stealth technology. ...
F-22 redirects here. ...
A low probabililty of intercept radar has the characteristic that it is unlikely to be detected by passive radar detection equipment (such as a radar warning receiver - RWR) while it is searching for or tracking a target. ...
Typically fitted to military aircraft, radar warning receivers (RWR) detect the radio emissions of radar systems, whether ground-based or on-board other aircraft. ...
Measuring stealth The size of a target's image on radar is measured by the Radar Cross Section or RCS, often represented by the symbol σ and expressed in square meters. This does not equal geometric area. A perfectly conducting sphere of projected cross sectional area 1m2 (ie a diameter of 1.13m) will have an RCS of 1m2. Note that for radar wavelengths much less than the diameter of the sphere, RCS is independent of frequency. Conversely, a flat plate of area 1m2 will have an RCS of almost 14,000m2 at 10GHz if the radar is perpendicular to the flat surface. If you rotate it, the amount of energy reflected directly back to the transmitter is reduced, as some is reflected to the side, so the RCS is reduced. Modern stealth aircraft are said to have an RCS comparable with small birds or large insects, though this varies widely depending on aircraft and radar. Typical RCS diagram (B-26 Invader) Radar cross section (RCS) describes the extent to which an object reflects an incident electromagnetic wave. ...
If the RCS was directly related to the target's cross-sectional area, the only way to reduce it would be to make the physical profile smaller. Rather, by reflecting much of the radiation away or absorbing it altogether, the target achieves a smaller radar cross section.
Stealth tactics Stealthy strike aircraft such as the F-117, designed by Lockheed Martin's famous SkunkWorks, are usually used against heavily defended enemy sites such as Command and Control centers or surface-to-air missile (SAM) batteries. Enemy radar will cover the airspace around these sites with overlapping coverage, making undetected entry by conventional aircraft nearly impossible. Stealthy aircraft can also be detected, but only at short ranges around the radars, so that for a stealthy aircraft there are substantial gaps in the radar coverage. Thus a stealthy aircraft flying an appropriate route can remain undetected by radar. Many ground-based radars exploit Doppler filter to improve sensitivity to objects having a radial velocity component with respect to the radar. Mission planners use their knowledge of the enemy radar locations and the RCS pattern of the aircraft to design a flight path that minimizes radial speed while presenting the lowest-RCS aspects of the aircraft to the threat radar. In order to be able to fly these "safe" routes, it is necessary to understand the enemy's radar coverage (see Electronic Intelligence). Mobile radars such as AWACS can complicate matters. The United States Air Forces F-117A Nighthawk is the worlds first operational aircraft designed to exploit low-observable stealth technology. ...
Skunk works is a term used in aerospace engineering and other engineering and technical applications for secret (black) projects. ...
In the military: The exercise of authority and direction by a properly designated commander over assigned and attached forces in the accomplishment of the mission. ...
Doppler Effect Doppler radar uses the Doppler effect to measure the radial velocity of targets in the antennas directional beam. ...
ELINT stands for ELectronic INTelligence, and refers to intelligence-gathering by use of electronic sensors. ...
US Air Force E-3 Sentry AWACS aircraft is prepared for flight in November 1997 Cockpit of RAF E-3 Sentry undergoing upgrades Airborne Warning and Control System (AWACS) is a radar-based electronic system designed to carry out airborne surveillance, and C3 (command, control and communications) functions for both...
See also B-2 Spirit stealth bomber of the U.S Air Force. ...
This article does not cite any references or sources. ...
This article does not cite any references or sources. ...
The La Fayette class units are light multi-mission frigates built by DCN and operated by France (Marine Nationale), Saudi Arabia, Singapore (Republic of Singapore Navy) and Republic of China (Taiwan) (Republic of China Navy). ...
The Formidable class multi-role stealth frigates are the latest platforms to enter into service with the Republic of Singapore Navy, and are multi-mission derivatives of the French Navy’s La Fayette class frigate. ...
Sea Shadow (IX-529) is an experimental stealth ship built by Lockheed for the United States Navy. ...
Visby is the latest class of corvettes to be adopted by the Swedish Navy, and the corvette design is heavily emphazised on low visibility or stealth. ...
INS Satpura being launched. ...
The F124 Sachsen class is Germanys latest class of frigates. ...
Corvette Braunschweig (F 260) Corvette Magdeburg (F 261) The upcoming K130 Braunschweig class (sometimes Korvette 130) will be Germanys newest class of ocean-going corvettes. ...
For other uses, see Radar (disambiguation). ...
Plasma stealth is a proposed process that uses ionized gas to reduce the radar cross section (RCS) of an aircraft. ...
References - Sequential Monte Carlo Methods in Practice, by A Doucet, N de Freitas and N Gordon. Published by Springer.
- Countering stealth
- How "stealth" is achieved on F-117A
External links
|
Feeds |
Contact