1960:
Aeronautical Research
Archives consist of articles that
originally appeared in Collier's Year Book (for events of 1997 and earlier) or
as monthly updates in Encarta Yearbook (for events of 1998 and later). Because
they were published shortly after events occurred, they reflect the information
available at that time. Cross references refer to Archive articles of the same
year.
1960: Aeronautical Research
Aircraft Takeoff and Landing
Modifications.
Aeronautical research in 1960
focused on projects to shorten required runway lengths and reduce airports of
excessive size for aircraft of all sizes and mission profiles. STOL (Short
Takeoff and Landing) and VTOL (Vertical Takeoff and Landing) projects moved
from the drawing board to the experimental stage for civilian, commercial, and
military use. Much of this work went unseen by the public, for the emphasis was
upon experimental results rather than immediate implementation of research
findings for operational use. Virtually every major aircraft company in the
country was involved in programs to develop the short and vertical takeoff and
landing abilities of aircraft.
Boundary Layer Control Project.
The Boundary Layer Control
Project (BLC) came in for intensive experimental engineering application in the
continuing industry-government program to reduce runway lengths for large
aircraft. The key to the program in 1960 was a modified Lockheed C-130B
Hercules turboprop assault transport of the Air Force. Two auxiliary jet
engines pod-mounted beneath the wings provided boundary airflow over all
control and lift surfaces for very slow flight and control. At a weight of
105,000 lb., the BLC C-130B landed at a speed of 70 mph compared to 105 mph for
the unmodified transport, reducing the landing roll from a normal 1,800 ft. to
only 450 ft. Moreover, pilots stated that even this amazing performance would
soon be bettered. The unmodified C-130B stalls at 85-90 mph, but the
BLC-equipped version could be stalled at only 50 mph, better than many small
private airplanes.
Fighter Aircraft.
For the next-generation tactical
fighter aircraft to follow the Air Force F-104 Starfighter and F-105
Thunder-Chief, the emphasis was placed on minimum takeoff and landing
characteristics, and a new series of STOL and VTOL projects were inaugurated.
The next tactical fighter airplane of the Tactical Air Command was committed to
an STOL configuration, but the Air Force announced that there would be
sufficient funds to continue design research on a VTOL fighter capable of
Mach-3 speeds.
Engineers felt that special lift
devices—rotary fans in the wings, deflected airflows, and other systems—must be
implemented with a wing capable of variable sweepback to meet the requirements
of specific speed regimes: minimum sweepback for slow speed, and a high angle of
sweep for supersonic flight. The United States maintained a close working
relationship with a West German group (Messerschmitt, Heinkel, and Bolkow) in
developing a supersonic VTOL fighter for NATO. Bell Aerosystems Co. was invited
by the German group to contribute its design experience from its own D-188A
research project. And Fokker of Holland, designing its work activities around
the successes of the Republic Aviation Corp., was preparing at year's end to
submit to NATO a variable-sweep-wing, all-weather, supersonic VTOL fighter.
Because power requirements were
more readily met with tactical fighters, large aircraft in the STOL and VTOL
categories received less attention, although the military ordered a priority
engineering study for the earliest possible development of a large, vertically
rising transport for use by all three services.
Still another research effort in
this area emphasized the drive to produce aircraft that are not dependent upon
airfields. The Army Transportation Research Command, already engaged in
studying many ground-cushion (aircar) designs for possible tactical
application, announced a competition for a design study and preliminary design
of a ground-effect takeoff and landing (GTOL) vehicle. The Vertol Division of
the Boeing Airplane Co. was awarded the contract.
Jet Transport Developments.
The gains achieved in transport
machines emphasized the fact that concern with the utility value of aircraft
had replaced the desire for 'exotic breakthroughs' in research. The Boeing
Airplane Co. moved toward the first flight test of the nation's first
three-engine jet transport, its Model 727, with one engine mounted in a pod on
each side of the tail, and a single engine mounted within the tailcone.
Weighing 135,000 lb. and intended as a shorthaul jet transport, the 727
promised a new spectrum of commercial jet operations. United Air Lines was the
first big customer for the new transport, with a tentative order for 40
Model-727 airliners.
Electra Modifications.
Through the separation of a wing
in flight, two Lockheed Electra turboprop transports revealed in tragic fashion
a hitherto unexperienced phenomenon of flight, induced by a combination of
complex, interrelated factors.
Both airplanes that suffered wing
loss in flight had previously been damaged by 'hard landings,' or some other
factor, that caused damage to the wing mounts holding the two outboard engines
in place. Under turbulent conditions at sustained high speed, the propellers
underwent a rhythmic wobble; if the condition was severe enough and lasted long
enough, the wobble was transmitted to the engine mounts and finally to the
wings. In these two instances, when the damaged Electras flew at sustained high
speed under severe turbulence the wobble became so severe that the 'torsion limit'
of the wing was exceeded, and the wing separated from the airplane.
An order of the Federal Aviation
Agency reducing the Electra cruising speed by 50 knots made the re-occurrence
of the same factors impossible at this speed. Moreover, in the course of the
reduced operations of the Electra, the airplane was modified to guarantee not
only its original requirements of structural integrity, but also to increase
its strength. Tests of modified Electras subjected the giant airliners to
'torture flights' under maximum loads, including vertical dives that yielded
'perfect structural integrity' results.
Turbofan-Engine Transports.
As 1960 came to a close, American
Airlines was about to place in service its new turbofan-engine transports,
improved models of its 707 and 720 airliners. The turbofan engine, which was
lighter, more powerful, and more economical than previous turbojets, improved
performance over a wide spectrum, in addition to promising quieter operation at
airports where jet-engine noise has proved to be a major nuisance factor to
homeowners living adjacent to the airports.
All-Cargo Airliners.
The jet transport category that
promised to create a new transportation revolution, however, was the all-cargo
jet airliner, rapidly nearing operational status. The demand for air cargo
service increased to such an extent that an engineering program was initiated
to eliminate unnecessary loading and unloading operations. The project resulted
in the design and production of a 'swing-tail' cargo liner, in which the rear
of the airplane is hinged, and swings completely to the side, thereby exposing
the fuselage interior for rapid loading and unloading work. First into the air
with a swing-tail transport was Canada, with its turboprop CL-44. In the United
States, Boeing rushed development of a swing-tail 707 variant, and Douglas did
the same with the DC-8.
Electronic Aids and Air-Traffic
Control.
The entire aviation community
moved rapidly toward a more wide-scale implementation of electronic
navigational aids, and elaborate automatic air-traffic control systems. Under
the FAA, an exhaustive program to modernize air traffic facilities, procedures,
and rules promised greater safety in the context of an enormous increase in
traffic density. Additional height-plusdistance radar, IFR (Instrument Flight
Rule) equipment, homing devices, airport lighting, and other aids, considerably
enhanced the ability of the airlines (as well as military, executive, business,
and private aircraft) to operate with greater margins of safety under normal
and inclement weather conditions.
Among other automatic and
revolutionary electronic systems, substantial gains were scored in the
development of special instrumentation for airliners that would permit
completely automatic approach and landing. This new system involves 'hands-off'
approaches in which the electronic-computer controls, 'locked on' to ground
facilities, provide through a new automatic pilot system the necessary
compensation for drift and crab as well as last-second corrective maneuvers
prior to touchdown. An FAA C-54 four-engine transport completed nearly 1,500
'hands-off' approaches and landings without a mishap. This program, as well as
others for the accelerated development of aviation aids, was carried out at the
FAA's National Aviation Facilities Experimental Center (NAFEC) at Atlantic
City, N.J.
Supersonic Aircraft.
Airliners.
The development of the supersonic
airliner received greater impetus through the reinstatement of a major portion
of previously canceled funds for the supersonic B-70 bomber program. Still in
its infancy, the supersonic airliner faced a brighter future as a result of
intensified interest on the part of both industry and government. The Weapon
System 110 program (North American B-70 Valkyrie) called for the development of
an XB-70 test vehicle, and three complete B-70 weapon-system aircraft. Capable
of sustained flight at 2,000 mph at altitudes of approximately 75,000 ft., the
B-70 will attack the myriad and complex problems of large-aircraft supersonic
flight, especially in respect to heating and vibration. Although the major
companies were advancing basic design proposals (Convair Division of General
Dynamics, for example, offered a modification of its B-58 supersonic bomber as
an interim testbed), the industry was agreed that the cost of developing a
supersonic transport, capable of 2,000-mph flight over intercontinental range,
must be shared between industry and government. Target date: Not before
1970-1975 for an operational supersonic airliner.
Thermal Barrier Research.
The problem of the thermal
barrier, i.e., limits of operations of aircraft because of friction with the
atmosphere, came in for steadily increasing research. While the thermal barrier
constitutes a great hurdle for supersonic atmospheric aircraft, the problem is
critical for the development of hypersonic machines (five times the speed of
sound or greater), which include manned re-entry space vehicles that would
function as aerodynamic, stabilized machines during re-entry and subsequent
descent to a landing site. During 1960, intensive laboratory work was under
way, as it has been for years, to develop heat-resistant metals, ceramics, and
other materials, as well as special cooling structures and devices. One example
was a special program of Bell Aircraft Corp., which was under Air Force
contract to develop an insulated double-wall cooling structure for hypersonic
aircraft operating as re-entry vehicles, or for high-speed supersonic vehicles
sustaining maximum performance within the atmosphere. Basically, the structure
consists of an outer-wall radiation shield and, separated by a layer of thermal
insulation, an inner wall, which incorporates tubes through which liquid
circulates to cool the airframe.
Rocket-Powered Aircraft.
Both atmospheric hypersonic
vehicles and those with a dual mission of space-and-atmospheric performance
moved from the research stage to active engineering status. Highlighting
in-flight speed and altitude advances was the highly publicized X-15 rocket-aircraft
program. Long delayed because of power-plant difficulties, the X-15, equipped
with an interim motor, managed to reach new world speed and altitude records
slightly higher than those established by the older X-2 research vehicle. These
record-breaking flights established a clear path for flights with a
57,000-lb.-thrust rocket engine, which will bring the X-15 into its designed
performance spectrum of 4,000 mph and altitudes of up to 500,000 ft.
All elements of the aeronautical
and aerospace industry would benefit from the X-15's flights, but the one
program immediately able to benefit from X-15 flight performance was the
Dyna-Soar project of the Air Force. Although its mission profile called for
performance in actual space, beyond the atmosphere, the go-ahead signal for the
Dyna-Soar manned boost-glider vehicle signified the single greatest step
forward for hypersonic aerodynamics. In order to fulfill its space mission, the
Dyna-Soar must function as a winged aerodynamic vehicle from space during re-entry
into the atmosphere and subsequent descent to the ground, passing down from
hypersonic to supersonic and finally subsonic performance. The 'maximum
priority' schedule for Dyna-Soar, as laid down in 1960, called for air drops of
the Boeing-built glider, boosted by a modification of the Titan ICBM, from a
B-52 sometime in 1963; launch of an unmanned vehicle in 1964; and the first
manned shot by 1965.
Space Plane.
The single most exciting
development in research was unquestionably the Air Force's Space Plane, a
giant, manned winged vehicle which would race at great speed through the
atmosphere while scooping up oxygen for use as an oxidizer for flight in
airless space. Lockheed, Republic, Boeing, Douglas, and Convair submitted their
design proposals to the Air Force. At the same time, the entire industry was
closely watching the Marquardt Co., which in 1960 embarked on an exhaustive
program for perfecting the technique of scooping oxygen out of the atmosphere
and liquefying it for storage as a propulsion oxidizer in space.
Nuclear-Powered Aircraft.
Paralleling the stirring
aerodynamic research events in other areas was the continuing research and
development in the field of nuclear-powered aircraft, involving engine
development in atomic turbojets and ramjets. The nuclear airplane moved closer
to realization with problems encountered more in propulsion than in airframe
development. Accelerated testing of various nuclear propulsion devices in
remote areas produced outstanding results, and there were reports that a
nuclear program for spaceships was proving successful beyond all expectations.
In preparation for the actual
design competition to win the contract award, the major aircraft companies
(some acting as teams in a joint effort) were busy designing a variety of
proposals, all of which showed several basic similarities. The airplane would
have to operate from existing airfields (just as the B-70 must operate from
fields used by the B-52); the crew would be far removed and well-shielded from
the reactor; the aircraft would be large, grossing from 225 to 300 tons; the
first models would probably be subsonic; and the airplane would be able to
remain aloft for five days of uninterrupted flight. The canard (tail-first)
approach seemed the most promising, and experience here would be gained from
the B-70 program.
Military Developments.
U-2 Plane.
The attention of the entire world
was drawn to a research effort in aerodynamics that years ago moved into the
practical phase, but had been withheld from the public for security reasons.
The loss on May 1 of a U-2 reconnaissance plane over the heart of the U.S.S.R.
revealed that Lockheed, by designing a high-performance sailplane wing around
the turbojet engine, had produced an aircraft with unprecedented sustained
altitude performance. With a 10,000-lb.-thrust J-57 engine, the U-2 could soar
for hours at altitudes of 70,000 to 75,000 ft. With a J-75 engine of 16,000-lb.
thrust, the airplane had a sustained cruise capability in excess of 96,000 ft.,
and reached its 'coffin corner' at approximately 100,000 ft.—a height at which
thrust and lift could no longer sustain flight and the aircraft would suffer a
high-speed stall. The success of the U-2 signified years of engineering design
and a practical use of engineering factors to produce sensational performance.
Anti-Submarine Systems.
Less sensational but of equal
value to military operations was the art of ASW (Anti Sub Warfare) as practiced
by aircraft, and maximum priority was given to developing airborne systems to
cope with a growing Russian submarine menace. In addition to new radar and
electronic equipment placed in fleet operation, details of which were kept
under the heaviest security restrictions, the single most outstanding addition
to ASW capabilities was the development and production of specialized aircraft
and helicopters with detection equipment. Supplementing this ASW capability was
the production order by the Navy for a revolutionary AEW (Airborne Early
Warning) aircraft, the Grumman W2F Hawkeye. The heavy, twin-engined machine
uses an aircraft carrier as its home base. With its extensive radar gear, the
W2F, operating in teams flying race-track patterns 200 mi. from a fleet center,
enabled task forces at sea to be enveloped in 'radar cocoons.'
A vital military gain for combat
capabilities of Air Force and Navy equipment came directly from the research
laboratory. One of the major problems faced by the Air Force's high-flying
bombers were the vapor trails (contrails) emitted by its jets, which visually
marked the aircraft for many miles. A new process developed by the Cornell
Aeronautical Laboratory reduced the production of contrails so markedly that
they were invisible to the naked eye on the ground when the airplanes flew at
40,000 to 50,000 ft.
Other Aeronautical Research.
The diversity of aeronautical
research was shown by the launching of a program designed to help an airplane
create its own weather. The aim of this project, conducted with great promise
by the Air Force's Cambridge Research Laboratories, was to develop airborne
seeding equipment that would enable aircraft trying to land on fields covered
with clouds—but not equipped with electronic navigational aids—actually to
disperse the clouds. The aircraft would circle the airport and dispense dry-ice
crystals into supercooled fog or stratus, producing gaps in the clouds that
would then permit a visual approach and landing. Paralleling this work was a
similar program in the U.S.S.R.
As part of Project Excelsior, the
Air Force program to give life-saving equipment and procedures to pilots flying
at extreme heights, Capt. Joseph Kittinger of the Air Force stepped out of an
open balloon gondola at an altitude of 102,800 ft. to make an unprecedented
parachute jump from an altitude of more than 19 mi.
Man—and not simply his
equipment—proved able to cross the operational gap between atmosphere and
space. It was an auspicious bridge to the coming year.
No comments:
Post a Comment