Another possible Northrop design, whose mission would be as a low-observable recon platform. Derived from the THAP (Tactical High Altitude Penetrator) studies. Current thinking suggests it has the ability to collect and transmit digital photo information back to F-117s. Able to operate at high and low altitudes, with a range in the region of 5,000 km. Possibly carries 1 Paveway II LGB in an internal bay.

Has been reported flying with KC-135 tankers, F-117s and T-38s. Said to use GE F-404 engines, and is quieter than the F-117. Reported to be operational with F-117s during the Gulf War, operating as "Team Stealth" - a term used on flight patches on F-117 pilots. Observer reports indicate that the TR-3 may have a more triangular planform with rounded tips, but there are also reports of a craft with more sawteeth across the trailing edge. This has been called "Artichoke", and may indicate follow-up work on F-117, possibly a larger, more capable aircraft.

Both versions - sawtooth and rounded - are represented here. Indications are that significant further information about this aircraft will appear over the next month or two.

sebelumnya topik ini dah pernah di munculin ma bro @jojo, ini wa tampilin lagi buat nambahin info ato pictna aja





Deskripsi:
Nama “Aurora” pertama kali muncul pada sebuah dokumen anggaran tahun 1985 yang menyebutkan proyek ini akan menerima $80 juta pada tahun fiscal 1986 dan $2,2 miliar tahun fiscal 1987. Setelah nama tersebut muncul tepat setelah TR-1, banyak orang menyimpulkan bahwa program tersebut merupakan program pesawat berkecepatan tinggi untuk menggantikan SR-71. Pada awal 1979, AU AS mulai mempelajari sebuag “pesawat yang berkecepatan 4Mach dan mampu beroperasi pada ketinggian 200.000 kaki yang dapat mengikuti pesawat pengintaian strategis Lockheed SR-71 pada tahun 1990an”.

AU, NASA dan beberapa kontraktor pesawat terbang mulai mendesain pesawat yang mampu terbang dengan kecepatan 5 Mach pada sekitar awal dan pertengahan 1980an, kemungkinan akan mensuplai informasi untuk pengembangan konsep pesawat ini. Kesulitan utama pada proyek ini adalah pengembangan mesin pesawat yang mampu memberikan kekuatan yang dapat menghasilkan kecepatan 5 Mach dan pengembangan struktur pesawat yang mampu bertahan pada suhu tinggi akibat kecepatan yang sangat tinggi.
Jika informasi di atas tidak ada, maka Auora akan seperti pesawat berkecepatan 3 Mach XB-70 Valkyrie atau National Aerospace Plane (NASP) X-30 milik NASA yang dibatalkan programnya. Kedua pesawat itu mempunyai bentuk segitiga dengan sayap delta. Keduanya melawan panas akibat kecepatan tinggi itu dengan mensirkulasi bahan bakar sepanjang permukaaan. Sementara XB-70 dilengkapi dengan mesin jet konvensional, X-30 memakai mesin ramjet atau scramjet canggih yang menggunakan bahan bakar cryogenic untuk dapat beroperasi pada kecepatan sampai 5 Mach.

Dengan perkembangan teknologi avionic ini dan adanya dana dari AS, banyak orang menganggap bahwa AU AS telah dapat mengembangkan, membuat dan menguji pesawat besar berkecepatan tinggi ini pada awal 1990an. Segera setelahnya, laporan mengenai ledakan “sonic” keras dan penampakan pesawat aneh di atas Inggris dan Kalifornia Selatan mulai muncul permukaan. Beberapa orang menganggap beberapa laporan ini adalah bukti keberhasilak AU AS membuat pesawat berkecepatan sangat tinggi ini yang menggunakan suatu mesin “exotic”. Pemerintah AS sampai sekarang masih menyangkal keberadaan pesawat yang bernama Aurora atau sejenisnya ini untuk menggantikan pesawat SR-71. Setelah bukti-bukti yang mendukung keberadaan Aurora hanya merupakan dugaan kosong, hanya ada sedikit alasan untuk membantah pernyataan pemerintah AS.

HISTORY:
First Flight: possibly late-1980s
Service Entry: existence unconfirmed

CREW: possibly two: pilot and systems officer

DIMENSIONS:
Length: 115 ft (35 m)
Wingspan: 65 ft (20 m)
Height: 19 ft (6 m)
Wing Area 3,200 ft2 (300 m2)
Canard Area: not applicable

WEIGHTS:
Empty: 65,000 lb (29,480 kg)
Typical Load: unknown
Max Takeoff: 157,000 lb (71,215 kg)
Fuel Capacity: internal: 88,000 lb (39,920 kg); external: not applicable
Max Payload: 4,000 lb (1,815 kg)

PROPULSION:
Powerplant: possibly turbofan engines for subsonic flight and
ramjets, scramjets, or pulse detonation engines for supersonic flight
Thrust: unknown

PERFORMANCE:
Max Level Speed: at altitude: possibly Mach 5 to Mach 8 (some suggest up to Mach 20); at sea level: unknown
Initial Climb Rate: unknown
Service Ceiling: 131,000 ft (40,000 m)
Range: 8,000 nm (15,000 km)
g-Limits: unknown

ARMAMENT:
Gun: none
Stations: none
Air-to-Air Missile: none (although some suggest a long-range AAM like the AIM-54 Phoenix might be carried)
Air-to-Surface Missile: none
Bomb: none
Other: cameras, IR sensors, other recon sensors

KNOWN VARIANTS:
Aurora: Possible high-speed advanced reconnaissance platform

KNOWN COMBAT RECORD: existence unconfirmed
KNOWN OPERATORS: United States (US Air Force)

From the late 1980's, the americans have been working on an advanced tactical transport aircraft. The requirement for this aircraft stems from the YMH-130H 'Credible Sport', a heavily modified C130 Hercules, that employed rocket assistance to give exceptional short-field performance, in one test taking off in under 10ft. The aircraft was developed in late 1980 in order to rescue the American hostages being held in the Iranian capital Tehran from 1979 to 1981, using a football stadium as an airfield. The hostages were released and the mission became unnecessary, but the requirement for a VSTOL transport aircraft remained.

Senior Citizen was developed by Northrop Grumman to meet this requirement, mainly due to it's work on the X-21 laminar flow research aircraft. The stealthy shape was developed during testing at Northrop's microwave testing facility in southern California and at the USAF's facility at Holloman AFB in New Mexico. The clipped diamond shape that was tested also appeared in the YF-23 ATF protoype.



Senior Citizen featues many advanced technologies:
Stealth - While Senior Citizen has a very low RCS, it is not in the same class as the B2 'Spirit' bomber. As it is required to operate at low levels, much attention has been paid to reducing engine noise, and infra-red emmissions. Also, Senior Citizen employs visual stealth. At night, it has a pattern of three lights to disguise it's characteristic shape, while in daylight 'Yehudi' type lights are used to make it difficult to spot beyond 1.5 miles.
STOL Peformance - The C41-SR employs the enhanced 'Coanda' effect with an energised upper wing surface - also thought to have been used on the YF-23 - to give exceptional STOL performance.
Circulation Control - By using an arrangement of valves and ducts in the leading and trailing edges of the wing, air is accelerated over the wing, increasing lift and decreasing drag. This technique is also employed on the B2 and the YF-23.

Specification
Designation: C41-SR
Contractor: Northop Grummans Black Widow Group
Payload: 14 troops plus 5,000lb cargo
Range: 2,700nm
Speed: 375mph

Since 1990, eyewitnesses have spotted this aircraft near Edwards AFB, CA by residents of Mojave, CA, and workers at Edwards AFB. A total of five separate sightings of this vehicle were reported to Aviation Week and Space Technology.
Eyewitness report a large, pale grey aircraft, with a fighter style cockpit, podded underwing engines, and canards, which may be retractable. The most notable features are:
1. Forward fuselage resembling the SR-71 with a blended chine.
2. Large delta wing with rectangular underwing engines.
3. Wingtip mounted verticle stabilizers.
4. Dark leading edges and dark, rectangular exhausts.
5. A prominent "hump" rising from the blended fuselage and centered over the large delta wing.
6. Some observers saw a prominent, low aspect ratio canard mounted close to the nose, while others saw no canard at all.
7. Some observers heard a rumbling sound at low speeds.
8. Light-colored top and bottom surfaces, with dark leading and trailing edges.

keren banget ! thanks for the info, nice posting bro...

Reaction Engines is presently engaged on an EU 50% funded project as part of Framework 6. This study is to examine the propulsion concepts and technologies required
“...to reduce long-distance flights, e.g. From Brussels to Sydney, to less than 2 to 4 hours. Achieving this goal intrinsically requires a new flight regime for commercial transport with Mach numbers ranging from 4 to 8.”




To fulfill this mission requires a hypersonic aircraft with near antipodal range (20,000 km). To achieve the range requirement liquid hydrogen fuel is mandatory since the specific calorific energy of hydrocarbon fuels is too low. Reaction Engines have conceived the Scimitar precooled engine concept which exploits the unique thermodynamic properties of liquid hydrogen. This engine is capable of sustained Mach 5 flight whilst achieving an effective exhaust velocity of order 40,900 m/s. In addition the engine has a second operating mode that features a high bypass airflow permitting efficient subsonic flight and moderate takeoff noise.

Ticket Price
Analysis of the Development, Production and Operating costs suggests that the average ticket price would be comparable to an existing Business class ticket. Therefore in principle the A2 vehicle could capture all of the current business and first class traffic due to the greatly reduced journey time of 4.6 hours compared to the current 22 hours. This estimate assumes hydrogen fuel derived from water electrolysis whereas the ticket price would roughly halve if the hydrogen is produced by steam reforming. Also the analysis assumes no hydrogen subsidy, however in reality it is likely that the first generation of hydrogen fuelled aircraft would be subsidised to promote the switch to a more environmentally friendly fuel.

Unlike Concorde the A2 vehicle has exceptional range (approx 20,000 km both subsonic and supersonic) and is therefore able to service a large number of routes whilst simultaneously avoiding supersonic overflight of populated areas. Its good subsonic performance enables it to service conventional subsonic overland routes thereby increasing its sales potential to airlines.

@de_shanz : thx om, kalo mo nambahin dipersilakan

An RAF scheme for an Mach 3, scramjet powered nuclear tipped anti-aircraft missile, specifically to target fleets of attacking Soviet bombers.

SLAM

Back in the mid 1950's, nuclear powered cruise missiles were being studied and in 1957, development was initiated as Project Pluto. The reactor for the missile was to be developed by the Lawrence Radiation Laboratory, with the ramjet being built by Marquadt. Ling-Temco-Vought was awarded the contract to develop the airframe for the missile itself, which was known as SLAM (Supersonic Low-Altitude Missile).

The mission profile called for SLAM to be launched from hardened silos, propelled by solid rocket boosters up to ramjet ignition speed. SLAM would then cruise at high altitude (35,000ft/10,700m) at Mach 4, where it's range was estimated to be more than 10,000km. This meant the missile could 'loiter' at a fail safe point until it was ordered to either continue to it's target or abort its mission. Over enemy territory it would descend to low level, using TERCOM (Terrain Contour Matching) to find its way to multiple targets.
It was envisaged that between 16 and 24 thermonuclear weapons would be carried, and ejected one by one as it flew over it's targets. The weapons would be launched on a lofted trajectory from hatches in the top of the missile to allow it a few seconds to escape the blast. The mission profile gave rise to a number of unique features. Flying at low level, the sonic boom of a 25m long aircraft flying at Mach 3 would flatten any unhardened structures, while the exhaust from the unshielded nuclear reactor would leave a trail of radioactive debris. It was estimated that the sound level on the ground could be as high as 150db. Once the weapons were exhausted, the missile itself could be used as a weapon - crashing a 'hot and dirty' reactor onto the ground would leave a very large area uninhabitable for many years.
Due to the stresses and temperatures involved in flying at high speeds at low levels, the airframe would have to be extremely robust, earning it the nickname 'Flying Crowbar' from Ted Merkle, the project director. Another engineer said it was a durable "as a bucket of rocks'. The design itself was wingless, with three stabilising fins at the rear and three small all-moving fins at the front. The intake for the ramjet was underneath the body of the missile.

The first flight was due in 1967, but by 1964 the project was in trouble. Intercontinental Ballistic Missiles (ICBMs) were in place which could strike the Soviet Union, and SLAM wasn't expected to be in service before 1970. Also, flight testing proved to be a problem, as it couldn't be tested over land due to the radioactive exhaust, and testing over the sea would mean crashing the missile, complete with several tons of nuclear reactor, into the ocean. Also, the whole venture was getting more and more expensive, and the project was finally cancelled in July 1964.

Suntan

A Lockheed design from the 1950's, this huge but very light aircraft was intended as a replacement for the U-2. The Lockheed designation was CL-400, codename Suntan. Intended to fly at Mach 2.5, it was to be powered by 2 Pratt & Whitney hydrogen burning Air-Turbo-Ramjet (ATR) engines. A completely new facility was built in the Florida Everglades to build and test the engines. Cancelled in 1958 due to technical difficulties when 4 prototypes had been completed. After cancellation of this USAF project, it was replaced by a CIA project codenamed "Gusto". Lockheed was selected to build it in September 1959, when it was renamed "Oxcart", which became the A-12 or SR-71 Blackbird.

It is believed that data and experience gained during the development of the engines and handling of cryogenic fuels may have been incorporated into the Aurora project.

As to the secrecy of Black projects - not a word of Suntan's existence leaked out for over twenty years...
CL-400 General arrangement

* TOGW..................69,955 lbs
* Zero F.W...............48,515 lbs
* Fuel load................21,440 lbs
* Payload.................1,500 lbs
* Crew....................2
* Wing area..............2,4000 Sq. ft
* Aspect ratio............2.5
* 304-2 engines.........2

AX-17/FB-119

The rumoured F-111 replacement. Strongly based on F-23 technology, it incorporates much of that aircraft's technology, i.e. low observability, engine exhausts and intakes, supercruise capability etc., as well as swing wing. At maximum sweep, the aircraft achieves it stealthiest configuration.

This aircraft has also been put forward as being responsible for Chris Gibson's North Sea sighting.
This aircraft is highly speculative, and in all likelyhood may not exist, due to the overlap of its mission with other programmes. However, there have been several sightings which match this overall description, so I guess the jury is still out on this one.

BLACK TRIANGLE

Observations
Usually seen at night, witnesses report sightings of huge, dark triangular shapes, moving across the sky, blotting out the stars. Sometimes they are entirely dark, sometimes they show lights. During the early 1990's there was a wave of over 4,000 sightings across the north of England, Belgium, Holland and Germany, with fighters being sent to intercept the craft. Sightings have also been reported from the USA, where winesses describe similar events.

What could they be?
As one might expect, every sort of theory has been tried to explain the phenomena, but no-one knows. The UFO brigade have typically jumped on board, but most of their theories are the 'content free noise' variety. More credible is the theory that these are earth-based aircraft of some description. There have been many sightings of dark, triangular aircraft over the years, which may or may nor be attributable to projects such as 'Aurora', TR3, Astra and others. It's possible that the new sightings are of a 'stealth blimp' - a lighter than air craft of huge proportions. Certainly, such a vehicle would be attarctive to the military. It would have large cargo carrying capacity, could loiter for long periods at altitude for reconnaiscance, and may employ exotic technologies for propulsion and camouflage. Many sightings have described a form of 'visual stealth' where it appeared that the craft was displaying an image of the sky above it in order to mask it's shape and size.

It could also be related to the mythical 'Senior Citizen' programme to develop a high speed, stealthy, VTOL transport aircraft. As usual, the people who know are saying nothing, leaving an empty space inhabited by all kinds of theories, which serve to create confusion, misinformation and effectively conceal their true identity.

Ayo semangat bro... lanjutkan terus...
Siip infonya

@jojo : makasih om
jadi semangat nih, sementara muter2 dulu cari bahan tambahan....

Daku tambahin ya bro





The Reusable Launch Vehicle (RLV) Technology Program is a partnership between NASA and industry to design a new generation of launch vehicles expected to dramatically lower the costs of putting payloads in space. Today's launch systems are complex and costly to operate. The RLV program stresses a simple, fully reusable vehicle that will operate much like an airliner. NASA hopes to cut payload costs from $10,000 a pound, as it is today, to about $1,000 a pound. To accomplish this goal, NASA sought proposals from US aerospace industries for the RLV Technology Program.

On August 5, 1994, President Clinton issued the National Space Transportation Policy and designated NASA as the Lead Agency for advanced technology development and demonstration of the next generation of RLVs. Three concepts and preliminary designs were prepared independently by: (1) Lockheed Martin Skunk Works, Palmdale, California; (2) McDonnell-Douglas Aerospace, Huntington Beach, California; and (3) Rockwell International Corporation, Space Systems Division, Downey, California.
>In July 1996, NASA selected Lockheed Martin Skunk Works of Palmdale CA to design, build and test the X-33 experimental vehicle for the RLV program. The selected team consists of Lockheed-Martin (lead by the Skunk Works in Palmdale, CA), Rocketdyne (Engines), Rohr (Thermal Protection Systems), Allied Signal (Subsystems), and Sverdrup (Ground Support Equipment), and various NASA and DoD laboratories. NASA has budgeted $941 million for the X-33 program through 1999. Lockheed Martin will invest at least $212 million in its X-33 design.


Specific technology objectives of the X-33 space vehicle include:
•demonstrate a reusable cryogenic tank system, including the tanks for liquid hydrogen (LH2) and liquid oxygen (LOX), cryogenic insulation, and an integrated thermal protection system (TPS)
•verify TPS durability, low maintenance, and performance at both low and high temperatures
•demonstrate guidance, navigation, and control systems, including autonomous flight control of checkout, takeoff, ascent, flight, reentry, and landing for an autonomously controlled space vehicle
•achieve hypersonic flight speeds (speeds up to Mach 15 or 18,000 km/hr(11,000 mph))
•demonstrate composite primary space vehicle structures integrated with the TPS
•demonstrate ability to perform 7-day turnarounds between three consecutive flights (a turnaround is the amount of time required from a takeoff and flight until the vehicle is serviced, refueled, and ready to fly again)
•demonstrate ability to perform a 2-day turnaround between two consecutive flights
•demonstrate that a maximum of 50 personnel performing hands-on vehicle operations, maintenance, and refueling can successfully accomplish flight readiness for two flights.

Specific test flight objectives would include demonstration of:
•successful interaction of the engines, airframe, and launch (also referred to as takeoff) facility
•engine performance, thrust, and throttling capability meets specifications
•operability and control of the X-33's flight control surfaces (canted fins, flaps, ailerons, etc.)
•durability of the metallic thermal protection system during repeated flights
•performance of the guidance, navigation, and control system
•performance of primary operations facilities, including takeoff infrastructure
•automated landing at a designated point on the runway
•verification of tasks required to service the vehicle on landing and prepare it for next flight in minimal time.

The reusable, wedge-shaped X-33, called VentureStar, will be about half the size of a full-scale RLV. The X-33 will not take payloads into space; it will be used only to demonstrate the vehicle's design and simulate flight characteristics of the full-scale RLV. Lockheed Martin plans to conduct the first flight test in March 1999 and achieve at least 15 flights by December 1999. NASA has budgeted $941 million for the project through 1999. Lockheed Martin will invest $220 million in its X-33 design. After the test program, government and industry will decide whether or not to continue with a full-scale RLV.

The RLV will fly much like the Space Shuttle. It will take off vertically and land on a runway. However, there are differences between the two vehicles. The RLV will be a means of transport only. It will not be used as a science platform like the current Space Shuttle.

Also, the RLV will be a single-stage-to-orbit spacecraft it does not drop off components on its way to orbit. It will rely totally on its own built-in engines to reach orbit, omitting the need for additional boosters. Unlike the shuttle, the RLV will use a new linear aerospike engine, which looks and runs much differently than the bell-shaped Space Shuttle Main Engine. NASA considered the aerospike engine for the Space Shuttle 25 years ago, but opted to use the Space Shuttle Main Engine, also built by Rocketdyne. The aerospike has been revived and enhanced to power the RLV. The aerospike nozzle is shaped like an inverted bell nozzle. Where a bell nozzle begins small and widens toward the opening of the nozzle like a cone, the aerospike decreases in width toward the opening of the nozzle. The aerospike is 75 percent shorter than an equivalent bell nozzle engine. It is also lighter, and its form blends well with the RLV's lifting body airframe for lower drag during flight. The shape spreads thrust loads evenly at the base of the vehicle, causing less structural weight.

The half-scale X-33 test vehicle will use two smaller test versions of the aerospike, whilet the full-scale RLV will use seven aerospike engines. The X-33 main propulsion system (full system of engines and propellant tanks) consists of two J-2S aerospike engines, one aluminum LOX tank in the front, and two LH2 tanks in the rear for short- and mid-range flights. The vehicle could sustain one engine out at liftoff and still have sufficient power from the remaining engine to continue acceleration and make a safe landing at the intended runway or an abort landing area depending on where the engine out occurred during flight. For the long- range flights an engine out situation could be tolerated approximately 30 seconds after liftoff.

The X-33 was scheduled to complete its first flight by March of 1999. As of early 1999 the projected date for the X-33 rollout was May 1999, with its first flight planned for that July. The program is scheduled to be completed by the year 2000. The baseline test program would include a combined total of approximately 15 flights beginning in July 1999 and concluding in December 1999. The baseline test flight plan includes three short-range, seven mid-range, and five long-range test flights. Actual numbers of test flights to any range may vary due to changing plans and/or actual test flight data evaluation.

Test flights involve: (1) launching the X-33 from a vertical position like a conventional space launch vehicle—this reduces the weight of the landing gear and wheels to only that required to support an unfueled vehicle (baseline dry weight of vehicle is approximately 29,500 kg (65,000 lb) and fueled weight of X-33 is approximately 123,800 kg (273,000 lb)); (2) accelerating the vehicle to top speeds of Mach 15 (15 times the speed of sound or approximately 18,000 km/hr (11,000 mph) and reaching high altitudes up to approximately 75,800 m (250,000 ft); (3) shutting down the engines; gliding over long distances up to 1,530 km (950 mi) downrange of the launch site followed by conducting terminal area energy maneuvers to reduce speed and altitude; and (4) landing like a conventional airplane.

Optimally, the flight test plan to meet Program objectives would involve flights of approximately 160, 720, or 1,530 km (100, 450, and 950 mi). Landing sites meeting the above criteria and providing 3,050 m (10,000 ft) of hard surface are referred to as short-, mid-, and long-range landing sites, respectively. The X-33 Program prefers to land the vehicle on a dry lake bed at least for its first flight in order to have a wider and slightly safer landing area than conventional runways offer. The same philosophy was used for the Orbiter's and most X-planes' first landings.
The launch site is located within Edwards Air Force Base, California. A total of fifteen launches are scheduled over a period of approximately one year. The X-33 will blast off from the site near Haystack Butte, located at the eastern edge of the Base near the AFRL/PR. Predominantly local NASA and USAF tracking and command assets will be utilized to support this phase of flight. Construction of the X-33 launch site at was completed in December 1998, just a little more than 12 months after groundbreaking.


Once the X-33 is readied for flight, the engines will be fired two times on the launch pad, with the second firing having a duration of 20 seconds. The longest flight will be approximately 20 minutes at an altitude of about 55 miles. The plan is to demonstrate a 2-day turnaround for the vehicle. Landing sites include Silurian Dry Lake Bed, Michael Army Air Field and Malmstrom Air Force Base. One of NASA's 747s will be used to carry the X-33 from its landing destinations back to Edwards.

Silurian Dry Lake Bed near Baker, California is approximately 3000 feet wide and 12000 feet long. The lake bed will be the site of the first landing attempts for the X-33 vehicle. Three flights are scheduled to Silurian Lake that will include vehicle speeds in excess of Mach 3. The flights are scheduled to start in mid 1999.

Michael Army Airfield will be the second landing site for the X-33. This will also be the first downrange runway landing. Michael Army Airfield is part of the Utah Test and Training Range, located south of Salt Lake City. This airfield is located on the eastern boundary of Dugway. The airfield has a 3,960 m (13,000 ft) long by 61 m (200 ft) wide hard surfaced runway. Immediate surrounding terrain is relatively flat. It is a secure facility with a long history of flight operations. The airspace above Dugway Proving Ground is restricted military airspace controlled by Hill Air Force Base which manages and approves use of the Utah Test and Training Range (UTTR). Seven flights are scheduled to Michael with vehicle speeds in excess of Mach 10. Flights are scheduled to start in the latter part of 1999.
Malmstrom Air Force Base will be the third and final landing site for the X-33. The airfield was closed on Decmeber 31, 1996, except for the area used by helicopters of the Malmstrom's Air Rescue Flight. The airfield has a hard surface runway approximately 3,500 m (11,500 ft) long and 61 m (200 ft) wide with a 305 m (1,000 ft) overrun at each end. Since closure of the airfield, the USAF has no plans or budget to operate the runway. Five flights are scheduled to the Malmstrom runway with vehicle speeds in excess of Mach 15. Flights are scheduled to start in the spring of 2000.




Peace All
Sebenernya pengen translate, cuma blm ada waktu

The Air Force Research Laboratory's Space Maneuver Vehicle (SMV) is a small, powered space vehicle technology demonstrator. An eventual operational version could function as the second stage-to-orbit vehicle as well as a reusable satellite with a variety of available payloads. SMV could perform missions such as:
•Tactical reconnaissance
•Filling gaps in satellite constellations
•Rapid deployment of Space Maneuver Vehicle constellations
•Identification and surveillance of space objects
•Space asset escorting

An SMV is envisioned to dwell on-orbit for up to one year. Its small size and ability to shift orbital inclination and altitude would allow repositioning for tactical advantage or geographic sensor coverage. Interchangeable SMV payloads would permit a wide variety of missions. SMV would use low-risk subsystem components and technology for aircraft-like operability and reliability.

An operational SMV might include:
•Up to 1,200 pounds of sensors/payload
•72-hours or less turnaround time between missions
•Up to 12 month on-orbit mission duration
•Rapid recall from orbit
•Up to 10,000 feet per second on-orbit velocity change for maneuvering

The Space Maneuver Vehicle Program is directed by the Air Force Research Laboratory's Military Spaceplane Technology Office at Kirtland Air Force Base, New Mexico. A three phase program is planned to provide affordable technology and operations demonstrations. The program is presently funded through Phase I. The schedule for Phases II and III depends on additional Air Force funding.

The program is currently conducting ground and flight tests of a 22-foot-long, 2,500-pound, graphite-epoxy and aluminum vehicle. The cost of this vehicle is approximately $1 million for fabrication and construction. In addition, the government has contributed approximately $5 million to the project. The partnership with the Air Force Research Laboratory's Air Vehicles Directorate and has already accomplished:
•A helicopter release of a 90-percent-scale of the SMV to demonstrate autonomous control and landing capability.
•The design and construction of a full-scale SMV center fuselage and wing carry-through box that successfully passed its structural tests.

The Space Maneuver Vehicle completed a successful autonomous approach and landing on its first flight teston 11 August 1998. The unmanned vehicle was dropped from an Army UH-60 Black Hawk helicopter at an altitude of 9,000 feet above the ground, performed a controlled approach and landed successfully on the runway. The total flight time was 1-1/2 minutes. During the initial portion of the its free fall, the maneuver vehicle was stabilized by a parachute. After it is released from the parachute, the vehicle accelerated and perform a controlled glide. This glide simulated the final approach and landing phases of such a vehicle returning from orbit. The vehicle, which landed under its own power, used an integrated Navstar Global Positioning Satellite and inertial guidance system to touch down on a hard surface runway. The 90 percent-scale vehicle was built by Boeing Phantom Works, Seal Beach CA, under a partnership between Air Force Research Laboratory Space Vehicles Directorate at Kirtland Air Force Base NM and the Air Vehicles Directorate at Wright-Patterson Air Force Base OH.




Peace All

@jojo : makasih buat tambahannya om
sebenernya gw juga pengennya pake bahasa Indonesia om, tapi berhubung kerjaan banyak terus n bahasa inggris gw pas2an jadi gw post pake bahasa aslinya aja dulu dari pada gw translate tapi malah jadi berantakan. Tapi gw usahakan nanti gw translate ke bahasa Indonesia

Tambahin lagi....





During 1951 the British Government under Winston Churchill became worried at the bomber gap developing between the RAF and the Soviet Union. Also, intelligence reports indicated the USSR was planning a massive action of an unspecified nature in 1953. With these thoughts in mind the RAF was asked to consider the use of "flying bombs" made from plastic as the primary weapon of Britain's nuclear strike force. Bristol Aircraft designed the Type 182 (codename "Blue Rapier") which was entering the testing phase when it was cancelled in 1953, much to the relief of the RAF who wanted a new manned bomber. The new ombers were the Vulcan, Valiant and Victor.



This left one area which the RAF lacked and that was strategic reconnaisance. To this end the Air Staff concentrated on specifying the new reconnaisance aircraft. It was clear that it must have a radius-of-action which would reach the Soviet Union and be able to avoid air defences. In 1954 a specification was issued for an aircraft capable of a Mach 2.5 cruise at 60,000 feet and a range of 5,000 nautical miles. During the Summer of 1955 Avro were awarded the contract to develop the Type 730. The 730 was three-man canard aircraft, 163 feet 6 inches long with a wing span of 59 feet 9 inches and a wing area of 2,000 square feet. Flying surfaces were controlled by a "fly-by-wire" system. Four Armstrong-SiddeleyP.159 turbojets were mounted in wingtip pods. The "Red Drover" sideways-looking radar was to be the primary reconnaissance device and this was housed within the fuselage. The undercarraige was dependent on the take-off weight. For weights upto 158,000 pounds, the standard landing gear was to be used. Weights upto 200,000 pounds required additional main wheels to be added to the main undercarriage leg. Both the nose and main undercarraige were mounted on the fuselage with outriggers on the engine pods. Take-off runs were estimated to be within 2,230 yards at which time the 730 would be at 50 feet altitude. Landing distance would be 1,150 yards with a 24 feet diameter brake chute deployed. Initial climb rate was to be 12,300 feet per minute. First flight would be in 1959 with the eighth and last flying prototype in use by December 1961.



Avro had originally suggested that the 730 could be used in the bomber role as well as a reconnaissance aircraft. The Air Staff had taken this onboard as, in October 1955, they modified the specification to incorporate a bombing capability. By a stroke of luck the "Red Drover" radar antenna had been shortened which allowed a bomb bay to be installed in the fuselage to house a new 1 Megaton stand-off missile of 50 feet length. The revised 730 had another four engines added making a total of eight housed in two pods, an increased wing area (2,100 square feet), an increased fuselage diameter of just under 10 feet and reduced fuselage length of 159 feet. The first 730 fuselage was well advanced at Avro's Chadderton factory when Duncan Sandys announced his decision to cancel all work on the majority of manned aircraft. The 730 was broken up and the World's first Mach 2+ bomber ended up being used as scrap bins.



Ironically, work on the Bristol 188, planned as a flying test-bed for the 730, was allowed to continue and it flew for the first time in 1962. It was used to investigate kinetic heating on airframes as part of the Anglo-French "Concorde" project.

Sumber : berbagai sumber

P - 42

luarrr biasa.....

semoga indonesia juga punya mesin2 canggih seperti ini...

Mantep nih infonya bro jojo n TC, lanjut terus deh . . . . . . . . . . ntar kalo ada waktu ikut nyumbang nambahin artikel ah . . . . . . . . Ini masih terkendala koneksi net, jadi cuma bisa dari HP.

wah mantaps broeww betul gak brow jojo my wingmen?

btw kalo soal aurora or stealth craft setau ge rata rata itu cuma nyata di kertas kerja alias hanay design belum sempat dibuat terkecuali aurora, yg memang pernah dibuat dan katanay biaya operasional pesawat ini 10x lipat dari sr71 yg akhirnya dihentikan dan teknologi bahan pesawatnya aja yg dipakai sebagai bahan anti radar

^^
^^
gambar aurora yang gw post juga itu cuma penjabaran seorang design grafis yang dapet info dari seorang saksi mata yang pernah liat tu pesawat (sumbernya gw lupa ). gw juga dah seach di google tapi ga dapet foto aslinya

setuju brow ane jg gak dapet yg aslinya, rata rata cuma bentuk kerkiraanya aja, tapi katanya f19 steath fighter itu desinnya mirip ma aurora, ya mungkin dari situ orang punya gambaran bentuk aurora, dan menurut sumber hasil googleling tuh pesawat alias aurora katanya cuman pernah terbang 1x n gak pernah terbang lg.

Yup... susah dicarinya,

Tapi ane dapat gambar konsep-konsepnya:

bro jojo kyknya yg gambar kedua itu lebih mirip aurora deh brow

Yup Bro
Yang paling mirip aurora memang gambar yang kedua,

Gak kebayang ya, ini baru pengembangan pesawat yang sudah diketahui.... yang masih dirahasiakan kira-kira gimana ya.... serremmm....

Waow emangnya duit buat black project gini dapat darimana yach

^^
mereka kan negara2 kaya bro

eh iya brow bisa cari info experimentalnya area 51 yg kyknya menarik neh kalo gak salah semacan air carrier gt gw pernah denger tapi belum pernah nemu

kapan yach bisa liat tuch kapal pada tempur beneran hehehe

aurora bomber nya keren bro

aurora bukan bomber brow tapi pesawat kelas tactical recon sejenis ma sr71 kagak bawa senjata cuma peralatan fotografi n penyadap btw mata mata

um...mungkin ga ya....
1000thn lg siy mungkin, dikala teknologi sdh melesat lebih jauh lagi...
hehe...

gak jg sapa tau kok indonesia bisa punya jg ho knows di dunia ini yg namanya teknologi tuh dinamis alias gak mengikat

Ikut Nimbrung Bro...

SwicthBlade



The Switchblade, officially called the Bird of Prey, is like a flying Swiss Army Knife. It is a bomber, a fighter, and a high-speed plane all in one. It accomplishes this by using a unique swing-wing design. The wings are attached to its fuselage (body) at a pivot point toward the back of the plane. When the wings are fully extended, the plane can fly slowly to drop bombs precisely on their targets or land on short runways. When the wings are swept farther forward, the aircraft takes advantage of the maneuverability that forward-swept wings offer, and becomes an agile fighter. When the wings are swept fully forward, the trailing edge of the wing becomes the leading edge, and the aircraft turns into a delta shape perfect for dashing away at speeds up to Mach 3.
You can see the different positions of the wings with a brief explanation below:





Therefore, the Switchblade can carry out multiple missions just by reconfiguring itself in flight.

The Switchblade is going to replace the F-111 fighter-bomber, which was permanently retired in 1995. The F-111 was a medium-sized bomber that could defend itself like a fighter and speed away at more than 1600 miles an hour. The Switchblade was at first sighted only near Cannon Air Force Base in New Mexico, at Langley Air Force Base, and Armarillo, Texas. At first, it was thought that the Switchblade was a standard[going from fully back to normal] swing-wing plane like the F-111, but now we know that the swing-wing design is more complex - and better. The design is explained in the series of pictures and captions above.

In November 1999, the Switchblade was patented by the Northrop Grumman Corporation: U.S. Patent 5,984,231. It states, "An aircraft with a variable forward-sweep wing and the method of configuring the wing in an optimal position for a desired flight regime. The variable forward-sweep wing is positionable from an essentially unswept position to a full-forward sweep position. In the unswept position the wing is approximately orthogonal to a fuselage centerline, while in the full-forward sweep position the wing has approximately a delta wing planform[platform]. Moreover, as the wing position changes from the unswept position to the full-forward sweep position the trailing edge becomes the leading edge. In addition, the aforementioned apparatus may be used in a method to configure the aircraft for flight in a desired flight regime. This method includes moving the wing to an optimal position for the desired flight regime." Apart from being very abstract, this patent signifies that the Switchblade will soon be declassified (declassification usually follows a year after a patent filing).

If you are interested, the Switchblade is the result of work done by both Northrop and the Grumman Aircraft Corporation, before they merged in 1994.

Grumman developed the X-29 (left). The X-29 was the first aircraft that employed the forward-sweeping wing design. The FSW(forward-swept wing) design made an aircraft extremely unstable, and therefore, highly maneuverable. The only problem was that a human pilot couldn't control the unstable aircraft, but that was quickly solved by making high-speed computers control the super-responsive wings (fly-by-wire system) and making the wings out of special flexible materials. The result was a highly maneuverable aircraft design with a promising future as being used for military fighters with excellent dogfighting capabilities.

Northrop created the YF-23 (right), which lost to an aircraft competition to Lockheed's F-22, because the YF-23 was better (actually, because of politics, but the YF-23 was better). The YF-23 was an advanced stealth fighter.
None of these airplanes were developed further (shame, shame...) as far as we know, but the Switchblade may be the aircraft that came after both designs.

So, in short, these two companies put their strengths together and designed the Switchblade.