A-11 OPERATIONAL ANALYSIS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89B00980R000400040001-6
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 72
• Document Creation Date: December 20, 2016
• Document Release Date: September 12, 2003
• Sequence Number: 1
• Publication Date: May 1, 1959
• Content Type: REPORT

. Approved Fr Release 2004/05/13 :
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67-1/5 0-41 1) Report SP?120
CIA-RDP89B00980R0004000400(Micy I. 1959;
Copy No.
IRCRAFT CORPORATION
CALIFORNIA DIVISION
A-11 OPERATIONAL ANALYSIS
Clarence L. Johnson
Vice President
Advanced Development Projects
Lockheed Aircraft Corporation
USAF review(s) completed.
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lea. AIRCRAFT CORPORATION
CALIFORNIA DIVISION
INTRODUCTION
This report presents the results of a study made on the effect of air-to-
air refueling on the mission capability of the proposed Lockheed A-11 air-
craft. The characteristics of this airplane are described in Lockheed
Report SP-114. Briefly, it is a single-place, twin 358 turbojet powered
supersonic reconnaissance type, which operates at a cruising speed of
Mach 3. 2 in the altitude range of 85, 000 to
range of the type is expected to be over
feet. Basic combat
nautical miles.
Previous studies on the effect of various types of refueling missions were
always aimed at increasing the penetration capability. They always ended
up with the conclusion that little could be gained in operating radius under
the ground rules set up (refueling over friendly or neutral territory,
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6d/red 'AIRCRAFT CORPORATION
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CALIFORNIA DIVISION
DISCUSSION
In the current study, a new approach is taken. No effort is made to in-
crease the penetration capability, but instead, the problems of basing
on foreign soil and use of multiple bases are solved. This is done by the
followi? ng means:
1. Standard KC..1.35 tankers, probably based in Fairbanks, Alaska,
for most operations, will be used.
The .basia A;.1.1's equipped for boom air-to-sir refueling will be
based at -Edwards Air Force Base only.
Tankers and the A-ll's Will be equipped with stellar-corrected
, itiert. isi?i iiiidanCj systems capable of locating each aircraft within.
, . .,
. - , . . ,.
C. L.P. of:One. mile.
150 iketroleutn-iabaset.d fuel will be used.
t?otal will not be greater than that Of the U-2
. _
?
thel r;flightgi to and from the refueling .pOints will be made at the
altitude for best range. Penetrations will be flown at maximum
altitude
7. No refueling operation is carried on closer than 100 miles of the
Russian border or coast line.
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,rtgerc/ AIRCRAFT CORPORATION
CACIFORNIA DIVISION
SUMMARY
The study reveals the following conclusions:
1. It is entirely practical to use a single operating base for the
A-11 type aircraft for the mission involved. This can readily
be Edwards Air Force Base or
? The A-11 aircraft is very compatible with the existing KC-135
refueler at altitudes between 25,000 and 40,000 feet and cruise
Mach. numbers of . 70. to .82.
. 'Stellar-inertial navigation greatly simplifies rendezvous prob- ?
lems,,guikranteeing the ability to mate-up under all .c9Uclitions.
STAT
iikciicialy all OI Russia can be surveyed Using two refueling ;
ttetiOns with at 'normal mission tithe of about eight (8) hours.
? ?
-With.,three,refuelings,? even greater flexibility can be obtained...
lioseiug very complicated routing
? Very obvious security advantages are provided by using the
? proposed system.
6. Operating cost is greatly reduced compared to any other air-
craft system. -
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CALIFORNIA DIVISION
SUMMARY (cont.)
7. Political problems of basing are eliminated.
8. Flexibility in tactics, avoidance of enemy radar alerts from
ground information sources and more rapid data processing
?
are provided by this system.
. Personnel and morale problems are greatly improved.
10. Much better maintenance, data processing and operational
facilities can be provided.
?
I 1 .The element of surprise is greatly enhanced.
. ? .
The speed of the A-11 is such that tankers for both refuelings
are cruising toward their rendezvous before the A-11 takes off.
?
They land after the A-11 has returned to the ground at Edwards ?
Air Force Base.
The body of the report presents the basic data from which the above has
been derived.
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:)%lieei AIRCRAFT CORPORATION
CALIFORNIA DIVISION
MISSION CAPABILITY
The mission of the A-11 airplane requires that the maximum possible
land area of Russia and China be covered at the highest altitude and speed
possible. Range and altitude requirements are conflicting to a moderate
degree; use of maxImum..range altitude would increase penetration radius
by approximately 285 nautical miles for an altitude loss of 7,-650 feet (9%)?
??
Since the higher altitude is considered to be of greater importance than
range, the penetration limit shown in Fig. I was determined by the maximum..
altitude radius. Actually, the only significant coverage gained by use of
lower altitude is the small portion of Russian territory south of the Aral Sea
now outside the penetration limit.
locations ire limited by an arbitrary 100 nautical distance
, ? 4.
rona'*he'Riissiiin coast and by the range capabilities of the ;aircraft from
their.,respective bases. Th! KC-135's ability to supply a full fuel load
thi .1,1 atditances up to 2,750 nautical miles from base Puts it with-
in reach of'all-strategically important refueling points when operating out
of Fairbanks. The A-11 is capable of reaching these refueling points with
adequate reserves from Edwards Air Force Base in 2. 6 hours and the
penetration leg of the mission is completed in 2.4 hours. When one-half
hour is allowed for each refueling contact (15 minutes,search and 15 minutes
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EDWARDS
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CALIFORNIA DIVISION
?
MISSION CAPABILITY (cont.)
for fuel:transfer), the total duration for a maximum penetration mission
becomes 8.54 hours.
. 2 is a time-distance plot of this mission. The speed difference is
such that the' A-1 I takes off only after the tankers are on their way and
lands back at 'Edwards before the first tanker" has returned to Fairbanks.
? -
?
Arlauy advantages are gained fKom confining A-11 operations to the Air
Force Teat Center at Edwards. It is believed that the number of airplanes ?
?
'in operation at any one time will be small
- comparable to the nuxuber
quIred for phaite testing of new combat types.
,
Close Contractor.liailioii
. -
Can be conveniently Maintained without attracting ,any Undue attention:-
tit:AC-tr. 'operations from Fairbanks would-cOntinue,to*pear
:?41 aircraft would be seen in the vicinity except in case of emergency.
comprehensive facilities at Edwards and its proximity to the contric'-
tor's plants_should be a definite aid in obtaining early operational status.
? Since the results of the mission are On film which must be processed and
analyzed, the mission should terminate where this work can be done, or
from where the film can be quickly transported as required.
Operating efffciency and safety should be at a maximum when operating
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FOSS 1117117,1
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if(1 AIRCRAFT CORpoRATION
MISSION CAP.ABILITY (ccint. )
CALIFORNIA DIVISION
from a versatile base with near-ideal weather conditions. There is
hardly any doubt that pilots would prefer a single round trip from home
to a flight with stopovers at a remote base where weather is a serious
problem. The pilots' pre-flight preparations for high altitude missions
is another factor in favor of a single long flight instead of two or three
shorter segments. Reliability is certainly not enhanced by breaking up
a mission into several flights.
Although the dual-refueled mission based at Edwards is believed to be
the optimum, combining maximum security and efficiency, it is realized
that many diverse factors influence the choice of operation methods. Not
the least of these is the desire for flexibility to avoid establishing a pre-
dictable operating pattern which would allow counter-measures to be set
up in advance by the Russians.
For this reason, the three-refueling mission capability is included in
Fig. 3
and the non-refueling and single-refueling missions are shown
in Fig. 4.
From the data in this report, and by using these missions
as a guide, any number of optional missions utilizing currently available
bases can be analyzed.
FORM 3767. I
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Page 1.3
CALIFORNIA DIVISION
MISSION CAPABILITY (cont.)
Although this situation is by no means typical, since most targets permit
,.....r.nuch greater range margins, the extremely serious consequences of: a
missed refueling strongly suggest the dispatch of two tankers to each
refueling rendezvous. The fuel expended by the extra tanker is surely
FOAM 570711.,
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CALIFORNIA DIVISION
MISSION CAPABILITY (cont.)
a modest price to pay for the added protection provided for the A-11 pilot
and the reduced possibilities of mission aborts from tanker operational
problems.
The reliability of all aspects of the refueling operations, including pre-
cision in meeting rendezvous schedules, is gfeatly enhanced by use of
dual tankers. Whether they navigate independently, or average their navi-
gation errors while cruising in company, the probable rendezvous error
which must be closed by search maneuvers will be reduced. The added
target for the A-11 pilot to detect visually will also simplify his problem
and iff.n.s.ble.hirn to accomplish the hookup in reduced time.
VOOlid ?747/1.
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CALIFORNIA DIVISION
-a--
REFUELING
-
REFUELING
Complete refueling of the A-11 can be made by a KC-135 tanker at
points up to 2,750 nautical miles from the tanker base. The operation
requires between 10 and 15 minutes after mating. Fig. 5 shows the
luta transfer capability of the KC-135A as a function of radius and is
based on data obtained from T. 0. -135(10A-1;
'typical refueling contact would begin with the A-11 starting a descent
-
and deceleration from a cruise altitude of 90,000 feet
lan.d a .
,
se Speed :of Match 3.2. This descent would begin about 100 nautical .
,
STAT
,
x&dar,' and visual aonts.ct -would be established,. leading t?,:i.the mating '
1
Iretton.at4alicint ,35,000 feet and a'itiubstonic Mach number of -about 0.7
?
..compiteltility- Of the .A711 and the KC 135 is such that the refueling
operation can be carried out within an altitude speed band of between
25,000 to 40,000 feet and Mach 0.70 to 0.82. Mach O. 78 and 35,000 feet
are chosen as typical. Fig. 6 shows the variation in angle of attack of
both the A-11 and KC-135 as fuel is transferred. The total angle change
between the airplanes is only about 4. 5 degrees, well within the limits
of the refueling equipment. The thrust required for the A-11 is shown
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)6raied AIRCRAFT CORPORATION
CALIFORNIA DIVISION
-a--
REFUELING
-
REFUELING
Complete refueling of the A-11 can be made by a KC-135 tanker at
points up to 2,750 nautical miles from the tanker base. The operation
requires between 10 and 15 minutes after mating. Fig. 5 shows the
luta transfer capability of the KC-135A as a function of radius and is
based on data obtained from T. 0. -135(10A-1;
'typical refueling contact would begin with the A-11 starting a descent
-
and deceleration from a cruise altitude of 90,000 feet
lan.d a .
,
se Speed :of Match 3.2. This descent would begin about 100 nautical .
,
STAT
,
x&dar,' and visual aonts.ct -would be established,. leading t?,:i.the mating '
1
Iretton.at4alicint ,35,000 feet and a'itiubstonic Mach number of -about 0.7
?
..compiteltility- Of the .A711 and the KC 135 is such that the refueling
operation can be carried out within an altitude speed band of between
25,000 to 40,000 feet and Mach 0.70 to 0.82. Mach O. 78 and 35,000 feet
are chosen as typical. Fig. 6 shows the variation in angle of attack of
both the A-11 and KC-135 as fuel is transferred. The total angle change
between the airplanes is only about 4. 5 degrees, well within the limits
of the refueling equipment. The thrust required for the A-11 is shown
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,:r(dire
REFUELING (cont.)
Page 18
CALIFORNIA DIVISION
on Fig. , and falls within.the operational range of the engine.
The relatively low wing loading of the A-11 that is dictated by the high
altitude cruise condition results in the A-11 flying at lift coefficients of
between .12.and .29 during the refueling operation. Consequently, the
A-11 is flying well?below the stall condition and close to L/D maximum.
In the analysis of the mission, fuel required for one-half hour at, 35,000
feet altitude is assumed to be burned during the process of locating and?
i..(4r,tating with. the tanker. The tanker is required to make good the fuel
buredby during the refueling and leaves the A-11 with 411
_ui.sing the time the A-- 11 is flying the same course as the tanker prior.
to hook-up and while fuel Is being transferred, it will cover from .75 to
,. 11_0 nautical miles before starting its climb back to cruising altitude
and course. Due to geographical limitations and the uncertainties. in-
volved in predicting the exact point where hook-up will occur, no range
credit is taken for this distance on the approach leg. It is assumed that
refueling will be made along the 100 nautical mile territorial limit line
parallel to the Russian coast and the A-11 will turn to its penetration
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,:r(dire
REFUELING (cont.)
Page 18
CALIFORNIA DIVISION
on Fig. , and falls within.the operational range of the engine.
The relatively low wing loading of the A-11 that is dictated by the high
altitude cruise condition results in the A-11 flying at lift coefficients of
between .12.and .29 during the refueling operation. Consequently, the
A-11 is flying well?below the stall condition and close to L/D maximum.
In the analysis of the mission, fuel required for one-half hour at, 35,000
feet altitude is assumed to be burned during the process of locating and?
i..(4r,tating with. the tanker. The tanker is required to make good the fuel
buredby during the refueling and leaves the A-11 with 411
_ui.sing the time the A-- 11 is flying the same course as the tanker prior.
to hook-up and while fuel Is being transferred, it will cover from .75 to
,. 11_0 nautical miles before starting its climb back to cruising altitude
and course. Due to geographical limitations and the uncertainties. in-
volved in predicting the exact point where hook-up will occur, no range
credit is taken for this distance on the approach leg. It is assumed that
refueling will be made along the 100 nautical mile territorial limit line
parallel to the Russian coast and the A-11 will turn to its penetration
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? REFUELING (cont. )
CALIFORNIA DIVISION
course after breaking off contact. In actual practice, this distance
travele4. during refueling can often be utilized for increasing the approach
leg of the mission.
shows therelative positions of the A-11 and the KC 135 tanker
n44fuei1:traimsfer.
STAT
110 011111 $787
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A-11 DESCRIPTION
CALIFORNIA DIVISION
For the missions considered in this analysis, the A-11 airplane is identical
to that described in the basic SP-114 report, except for the following
modifications:
1. In.-flight refueling provisions added.
2. HEF fuel provisions deleted.
3. Improved navigation system added.
4. Air conditioning and cooling systems modified to account for
the longer flight duration.
:The refueling boom slipway is installed well aft of the cockpit, as shown
his position mintrrizee the'danger'..of the boom danniging'the,
1101',13.Oonci free from the 'pilot's view of the tanker's position
signat lights. The boom receptacle is located in the forward fuselage fuel
'tank bay, whith iiimplifies the fuel transfer system.
. 7
FOr the reasons discussetin the Fuel Comparison section, the. provisions.,
for use of HEF fuel have been deleted. The weight saved more than corn-
pensates for the weight added by the in-flight refueling equipment.
To provide the greatest possible speed and reliability in making refueling
contacts, s. stellar-inertial navigation system replaces the gyro-inertial
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ealed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
All DESCRIPTION (cont.)
system previously used. This change is fully discussed in the Navigation
section.
The quantities of expendable items which are not replenished by refueling
(oil, oxygen, nitrogen and water) have been increased in accordance with
the longer flight duration.
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CALIFORNIA DIVISION
A-11 DESCRIPTION (cont.)
WEIGHT AND BALANCE
The weight changes to the basic A-11 are due to the removal of HEF
provisions and the addition of a refueling system, with the associated
increase in the service systems due to the longer mission time. The air
conditioning System in the basic airplane weighs 750 pounds; this includes
-
250 pounds of water and liquid nitrogen used during the mission, 100
pounds of containers, and 400 pounds of insulation, water boiler, etc.
For each refueling, an additional 250 pounds of coolant and 100 pounds of
containers mast be added to the above weight. This and the other weight
Changes in the' airplane for the mission with two refuelings are summarized
Weight Empty 35,815
Remove HEF Provisions on Engine -360
,.Remove HEF Fuel System -200
Remove Air Conditioning - Total
-750
Add Refueling Probe-Retractable
120
Add Refueling System
230
Add Astro Correction to Nay. System
130
Add Air Conditioning - Fixed
700
Weight Empty 35,685
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rage k:o
CALIFORNIA DIVISION
A-11 DESCRIPTION (cont.)
WEIGHT AND BALANCE (cont.)
Weight Empty
' gott..Expandable Useful Load:
nus able Oil
Unusable Fuel
: 4 .
, Pilot .
Payload
BiBic Weight 36, 590.
Oil
60
Oxygen
40
Air Conditioning Coolant (Expendable)
750
Zero Fuel Weight
37.440
Fuel. H
Take-Off Weight
57,
150
94.
590
The airplane balance during the refueling operation is held within the
normal flight center of gravity limits by scheduling the fuel in the fol-
lowing manner:
PORN .1117?7??1
1. Fill sump tank.
2. Fill forward wing tanks.
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A -.1 1- DESCRIPTION (cont.)
WEIGHT AND BALANCE (cont.)
Page 27
CALIFORNIA DIVISION
FORK 9,071,4 ? t
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pp /
,-::LiAireat, AIRCRAFT CORPORATION
CALIFORNIA DIVISION
PERFORMANCE .
A 11 DESCRIPTION (cont.)
The perforMance of the .A..11 airplane is illustrated in Fig. 1.6- for a
twice refueled mission. This performance is based on the use of JP-150
fuel and the allowances and assumptions enumerated in the following para.-
. -
The taki-Wi illows.nce is for start, warm-up, taxi, take-off, and accel- -
eration of the airplane to climb speed. This amount of fuel is equivalent
to one minute at full afterburner or to ten minutes idle plusone-half minute
on full afterburner. One-half minute of full afterburner is sufficient to
agcelerate the airplane from zero to 400 knots at take-off gross weight.
Glirnb is made on full afterburner at 400 knots equivalent airspeed to
74,000 feet altitude. At 74,000 feet, Mach 3. 2 is obtained, which is there-
after maintained constant. The climb is corrected continuously for the
fuel consumed and for kinetic energy.
The cruise is made in all cases at Mach 3.2. On the approach and return
legs over neutral territory, the cruise is made at part throttle for the
best range performance. Penetration cruise is made at full throttle to
ORW 117117A ? I
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:
?
STAT
proved For.ReWase 2004/05/13 : CIA-RDP891300980R000400040001-6
'
/
'Chi/Ma-AIRCRAFT CORPORATION
CALIFORNIA DIVISION ,
A-11 DESCRIPTION (cont.)
PERFORMANCE (cont.)
obtain the maximum possible altitudes -- 86, 500 feet initial and
feet final. The penetration range can be increased at the sacrifice of
altitude, 10Or example, if the penetration is made at the maximum range
?
conditions of. the approach and return legs, the penetration range at
?
. ?
altitude increases from nautical miles, an STAT
STAT
. increase o
altitude is 6,590 feet. and 8,800 feet in final altitude.
utical miles. The corresponding reduction in initial
netration range has been corrected to account for the effects of
einnitt'ry iintt:leitd-fadior for a 180? turn at the midpoint. The net effect
The
descent 'fillfaWipice. for range is 100 nautical miles at cruise fuel con-',.
. ,
?, ?
suraptiOn..;;,8uisequent to deSeent, in every case there are 3,600 pounds ,
. : .
.
-? of fuit!. on board, .which is sufficient to fly one hour at 35,000 feet altitude.
,
One-haif?oi this is allowed to locate and establish refueling position with
the tinker. HThelanker makes good this fuel and the fuel burned during
refueling, Leaving the A-11 with full tanks.
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1,01?60 .1
,
. Approved For. Release 2004/05/13 : CIA-RDP89B00980R000400040001-6.
/el d
? lee_ AIRCRAFT CORPORATION
A-11 DESCRIPTION (cont.)
Page 31.
CALIFORNIA DIVISION
PERFORMANCE (cont.)
Because of the differing geographic and mission circumstances, as dis-
cussed in the Refueling section, 100 nautical miles range credit for the
distance travelled during refueling is applied to the return leg, but not to
the approach .leg of the mission.
Tables I and II summarize the A-11 performance for a maximum altitude
penetration misaion with maximum .range approach and return legs.
/
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,
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,(:?X;caieea( ?
AIRCRAFT CORPORATION
Page
CALIFORNIA DIVISION
A-11
PERFORMANCE SUMMARY
REFUELED MISSION
, MAXIMUM RANGE APPROACH & RETURN
MAXIMUM ALTITUDE PENETRATION
TABLE I
Approach (Base to 1st refueling)
? Distance in. mi.
Cruise Alt. 81, 000 to 90.000 ft.
Speed Mach 3.2
Time 2.60 hr.
Search & Reserve at Refueling Point 1. 0 hr.
Penetration (let refueling to 2nd refueling) .-
TotaiDlitanee
Distance at Altitude
'CrUise, Alt. '
Speed ? ,
Tirrie .
Search St-Reit:rye at Refueling Point
Airport Performance
Take-off Ground Run
Two Engines
One Engine
n. rai.
86,500 to
Mach 3. 2
2. 40 hr.
1. 0 hr.
STAT
STAT
STAT
n. STAT
80,000 to 90, 0001
Mach 3.2 '
3.00 hr.
1.0 hr.
8. O'hr.
2, 900 ft.
8,400 ft.
Landing Ground Run Without Chute 3,000 ft.
, Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
STAT
rciSt:
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?
jOrkhed AIRCRAFT CORPORATION
CALIFORNIA DIVISION
A-11
REFUELED MISSION
MAXIMUM RANGE APPROACH & RETURN
MAXIMUM ALTITUDE PENETRATION
JP-150
TABLE II
Fuel
2tAsit Used Dist.
Lbs. Lbs. N. Mi.
1,930 STAT
STAT
Penetration
Climb 35.000 to 86,500 ft. 94290 8450
Cruise at 86,500 to
atM=3.2 85840 44,320
Descend to 35, 000 ft. 41,230 700
?Refuel at 3.5,000 ft.
Search 1/21hr.-
.? Refuel (with 1/2 hr.. reserve
1,800 lbs:).
40.530 1,800
??,
38,730 (55,350)
0
*Includes 850 lbs. of expendable weight items other than fuel (oil, oxygen,'
nitrogen and water) which are consumed in the course of the mission. .
iostsdi $767A?i
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
STAT
STAT
STAT
Page 314
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
/
'tee( AIRCRAFT CORPORATION
CALIFORNIA DIVISION
A-11
? REFUELED MISSION (cont.) TAME II (con*" )
MAXIMUM RANGE APPROACH & RETURN
MAXIMUM ALTITUDE PENETRATION
Climb'. 35,000^ to. 80,000 ft.
-:CrUise'at.'80,900 to 90, 000 ft.
. at.
P.eioCead to 35,:000 ft. .
' .?
esiarvel
.4Oiter 1/2.hr: at 35,000 ft.
" Land with 1/2 hr. reserve
ZIrW
1,00161 i7417A ?
Fuel
Weight Used Dist.
Lbs. Lbs. N. Mi.
94, 080
7;900
86,180. 44,950
40,890 700
40, 190
38390
36,590
1,800
1,800
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STAT
STAT
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
I
' ice// AIRCRAFT CORPORATION
CALIFORNIA DIVISION
A-11 DESCRIPTION (cont.)
SINGLE ENGINE CAPABILITY
In the event?of. an engine failure, there are alternate courses of action
available; the A-11 can make good the planned mission range at subsonic
speed at about 50, 000 feet, or the airplane can maintain Mach 3.2 at
about 70,000 feet with a reduction in range capability. Since the
ap-
proach and return 1egs are entirely over neutral territory, the reduction
??
in spied and-altitude presents no problem However, on the penetration
leg, security requires the maintenance of the highest possible speed and
altitude. Since there is a range loss involved, it is desirable to evaluate
the conditions under which the A-11 can make a supersonic exit from un- .
friendly territory, or must accept the risks of lower speed and altitude.
Figure 10.1 shows graphically the distance obtainable on one engine at
Mach 3.2 as a function of the distance already covered on two engines.
At the beginning of the penetration., the A-11 can retrace its course super-
sonically on one engine and make-an exit provided no more than
of the mission liave been covered. Refueling can then be accomplished
and the airplane tlbwn subsonically to its home base. Beyond
?
mi les STAT
the A-11 can continue on course and schedule to the refueling rendezvous.
Between the
7
mile points, the planned course must be al-
tered to suit the applicable geography in order to make a supersonic exit to a
/01104 11747/..1
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STAT
STAT Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
Approved For Release 2004/05/13 : CIA-RDP89B00980R000400040001-6
/6(aerc/ AIRCRAFT CORPORATION .
CALIFORNIA DIVISION
A-II DESCRIPTION (cont.)
SINGLE ENGINE CAPABILITY (cont.)
new tanker rendezvous or alternate friendly base. The irregular dotted
curve shows the distance to the nearest exits from atypical penetration
course. In the illustrated case there is an exit within the supersonic
single engine range capability of the airplane. Further analysis of the
geography,iiivOlved.inciicates'.that there are no target areas which do not
provide an alternate exit if the mission is properly planned.
It has bean shown, therefore1 that the A-11 is not only safe and reliable,
but also secure in the event of an engine failure over unfriendly territory.
? ?
FORM
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Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
Page 35
J-pi)
Orhiffea, AIRCRAFT CORPORATION
CALIFORNIA DIVISION
NAVIGATION
For the 4..11 refueled misaion, a study has been made of the navigational
-tegit1rernenigito guarantee rendezvous of the A-II and the KC-;135 tankers.
?..
The basic navigation system of the KC-135 is the AN/APN..82 Doppler radar
?
set, 'Considering the northern latitudes and open sea and ice covered terrain,
?
,believed Puit`a reasonable or even optimistic estimate of the C. E. P.
e. rendezvous, point is 1% of the covered.
. In the present' case o
?
st!tagepd:out. O.f Fairbanks.- the tanker distance is about 2700 nautic?
-
ls. It fell/Cities ilutt-in.50% of the cases the tanker's rendezvous 'error:
is more than. 27 0 nautical miles
?
The A-11, at the second refueling point, has accumulated a C. E. P. of
5. nautical VaIlea? ::with the uncorrected inertial guidance system previously
proposed. .-
Combining these two C. E. P. 's, we find a C. E. P. for the distance between
the two airplanes of 27. 5 nautical miles. The upper curve in Fig. Li
shows the probability of the two aircraft being a given distance apart. It
can be readily seen that in 10% of the cases, for example, the airplanes
find themselves 61 or more nautical miles apart. Because of the crucial
Approved For Release 2004/05/13: CIA-RDP89600980R000400040001-6
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l'ae;e
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
raie(r. 7 AIRCRAFT CORPORATION
CALIFORNIA DIVISION
NAVIGATION (cont.)
nature of the refueling'contact? and the undesirability of using search
radar so close to hostile coast, this precision is totally inadequate.
We propose, tfierefore, the installation of the same type navigation equip-
ment in both aircraft namely, the stellar-corrected inertial guidance
,
system,. is described ,in Lockheed Aircraft Corporation report SP-l14.
The 1130 of this equipment wiU give a C. E.P. of the distance between the
airplanes of only 2. 1 nautical miles. The lower curve in Fig. 11 shows
the Improved distribution so Obtained. Now, for example. in 90% of the
cases the two aircraft are within 5. 2 nautical miles of each other, as
contrasted to 67 miles 'before.
It is believed that this improvement will permit visual contact in most
cases, and essentially eliminate the problem of missed contacts. The
vastly improved precision more than justifies the increased cost of the
refined system.
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Approved For Release 2004/05/13 : CIA-RDP89B00980R000400040001-6
(-Y I
6't lee AIRCRAFT CORPORATION
Page JO
CALIFORNIA DIVISION
SUMMARY'
FUEL COMPARISON
Aiconiparison of potential performance gains available from use of High
nergy fuels instead of JP-150 *shows that they are not sufficiently important
for this mission to Jeopardize the time schedule and operational utility of
?
a proposed 'rafueled reconnaissance system. _
he folleriving considerations, 'discussed in this section, lead to this'conclu
pacific fuel consumption improvement shown by current
afterburner. tests 'will undoubtedly deteriorate when the boron fuel has suf-
fered hydrogen evolution from aerodynamic heating effects.
2. The A-11 airplane is not volume limited and no gain can be shown
through the fact that High Energy Fuel requires less volume than JP" 150.
?
Empty weight of the A-I1 is increased 1.215 pounds by the fuel
system modifications required.
4. The tank vent system must be capable of safely disposing of large
quantities of hydrcoten gas as it evolves during aerodynamic heating.
F01.111 17171:: II
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Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
-
'1
(11C'lee. AIRCRAFT CORPORATION
Page 39
CALIFORNIA DIVISION
SUMMARY (con
FUEL COMPARISON (cont.)
Bor# oxide deposits on the engine's variable area nozzle and
?
?
, posits on tank walls and fuel system components due to fuel decomposition
e..pot#Otial,iources OE malfunction.
-Weill and purge system must be incorporated to remove and
. ?
he4"sidue Which is deposited on tank walls due to fuel breakdown
;:Vith'temperature;
. refueling will be considerably complicated, both in the
tanker and the A,-1I, by the need to transfer and sequence two different
, fuels, ?
8. Vapor and smoke trails from High Energy Fuel may occur at all
altitudes. These ,effects, if present, will greatly increase the probability of
detection and identification.
Several other drawbacks associated with use of boron fuels, such as toxicity,
cost, handling hazards, and the attendant complicated handling procedures,
may not directly affect the A-11's reliability or performance but degrade the
effectiveness of the over-all system operation.
/OEM ?f
. ? ?
.Approved F-Or Release 2004/05/13 : CIA-RDP891300980R000400040001-6
?age at)
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or /era AIRCRAFT CORPORATION
CALIFORNIA DIVISION
FU,EX., COMPARISON (cont.)
A cursory comparison of the heating values of H. E. F. -3 and JP 150 fuel
(25,800 BTU/lb.--ys.-19,-100-BTU/lb.) indicates that approximately a 30%
. ?? ? , ? ' ? ,
,in?.!?e in i.tir71-a7e performance might be expected by the .use of H. E. F e3.
This impressive number has been bandied about in literature for the past few
, ?
ears, - but unfortunately there Are many reasons why this is not valid.
epecifie fuel consumption of H. E. F. over ap 150
Pratt 8c, Whitney when burning H. E. F..in the afterburner
,
-Some of the expected but unobtained gain may be accounted
for btihe hetet required to vaporize the boric oxide (product of combustion), .
Possible dissociation of the molecules in the jet (frozen equilibrium), due
,
,
,Po high temperature, moderate pressure and high Mach number, absorbs
energy and unless the components recombine into the product of combustion
within the nozzle some of the heating value of the fuel is not realized.
The specific gross thrust obtained by a jet of hot gases is an inverse function
of the square root of the molecular weights of the products of combustion.
In the case of boron fuel, the molecular weights are higher than those of .
hydro..carbon fuels. This results in an additional loss of thrust.
In order to obtain the 12% reduction of specific fuel consumption by use of
IONS. 117117A ? I
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Page 141
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1/1
c: 6r leer AIRCRAFT CORPORATION
FUEL COMPARISON (cant.)
CALIFORNIA DIVISION
H. E. F. in the engine and afterburner, It is necessary to make modifications
to the engine and airplane fuel systems. In_both cases, these involve weight
?
incrwes. and ,Complications.
. ? ? ?
oron fue1e have the following characteristics which complicate Absii use: -
rolYze with water, evolving hydrogen gas, and form a
tiiii0*F*he fuel which coats and clogs the fuel system components.
. .
hey deteriorate when heated, evolving hydrogen gas which
changes the structure of the fuel and results in lowered heating value and
increased viscOsity, and eventually causes a precipitant.
3. Some of the boron fuels are pyrophoric and must be kept under
an inert' gas. Even H E. F. -3, which is not supposed to be pyrophoric,
always contains a few percent H. E. F. -2, which is pyrophoric.
4. Many of the materials commonly used in fuel systems are not
compatible,with boron fuels and substitutes must be found.
' The increase in 'airplane weight to use boron fuel in the afterburner breaks
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loam air/A.11:
Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
/eel. AIRCRAFT CORPORATION
?1/1
Page 142
CALIFORNIA DIVISION
dOvn. as. folleiw
FUEL COMPARISON (cont.)
Weight Increase
Over_JP-150
System Comments
360 lbs. From Pratt & Whitney
80 lbs. Extra sump tank
230 lbs.- --Liquid nitrogen and system
for 2 in-flight -refuelings
? 200 lbs.
220 lbs.
125 lbs.
1, 215 lbs.
H. E. F. pump, plumbing, etc.
?
To wash residue from walls
In flight
Three-way valve & plumbing
?
The deposits formed in the tank by the decomposition of the fuel with temper-
ature should be removed before it bakes to a hard cake. This should be
done by washing the walls of the tank with water-free hydrocarbon fuel. To
do this in flight requires additional tanks, lines, valves, etc., with a weight
increase of at least 200 pounds. The following questions always arise:
Why do this in flight?
7
Why not let it cake up and clean it on the ground?
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PORN 117?711?1
Approved For Release 2004/05/13 : CIA-RDP891300980R000400040001-6
(Ike/ AIRCRAFT CORPORATION
Page 143
CALIFORNIA DIVISION
FUEL COMPARISON (cont.)
To do this is an extremely dangerous and slow operation. As the H. E. F. is
heated beyond a certain temperature, it evolves hydrogen gas; this changes,
the chemical structure of the remaining fuel to variowt comptex structures.
. .
Some of these, when mixed with some of the common solvents, form shock
sensitive explosives Olin Mathieson Chemical Corporation has had several
casualties during cleaning of apparatus which has been caked with H. E. F.
residue. Lists of acceptable solvents have been compiled which can be used,
.but Olin Mathieson argues against allowing H. E. F. to cake up on an aircraft
fuel system and cleaning on the ground, since any safe war of doing so would
be extremely timi?coniuraing and the results would be questionable, unless
a complete. Inspection of all components were made -- an intolerable pro-
cedure for'an operational airplane. Some of the personnel at Olin Mathieson
were under the impression that the B-70 would wash the tanks with JP fuel
during flight.. If the tanks were insulated so the H. E. F. does not reach the
temperature where it decomposes, the problems created by residue deposit
would be eliminated, but the weight increases would be prohibitive.
(heat of combustion a fuel - oxygen system vs. atomic number)
shows that elemental boron has less heating value than the boron fuels, the
principle reason for the high heating value of H. E. F. -3 (C2140101413)
PPM* 57117A-I
Approved or Release 2004/05/13 : CIA-RDP89600980R000400040001-6
.01
,
s.5-0
14,
40
Approved For Release 2004/05/13*C. IA4RDP891300980R0004000400011-6
/-/C/ci T Of-"- (01.78U5TION ? 0/Y6L-"N
e
vs_ ATOM
NEF- 27.127 5 7-14.4
- 25oo arozgi
JP- 1.5.0 / L.3 77,1,4
L
Ca
6e4
ec,)
ATO/WC 1vU/15ER
?
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Page 145
- Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
n
ei AIRCRAFT CORPORATION
CALIFORNIA DIVISION
FUEL COMPARISON (cont.)
being due to the hydrogen, not the boron. When we heat H. E. F. -3 to a point
where it decomposes and hydrogen is evolved (and wasted), we are robbing
it of its high energy potential. There are no known data available which show
the heating value of H. E. F. -3 at various stages of decomposition, but it is
certain that the results will show a decrease in heating value proportionate
to the amount of hydrogen lost.
Figs. ,13 and 14 show the pressure developed by Hi Cal-3 after heating to
different temperatures and times. It is apparent that the evolution of hy-
drogen cannot be stopped by any pressures which could be tolerated in an
aircraft fuel tank. No s. uch curves are available for H. E. F. -3, but it Is
similar to Hi Cal-3..
Most of the metals used in an iircraft fuel system are compatible with the
boron fuels however, most of the non-metallic compounds commonly used
in fuel systems are not compatible, notably tank sealants. To date. no
?
sealant has been found which is resistant to both the fuel and the high tem-
peratures which will be experienced in 'a near empty fuel tank of a high
Mach number aircraft, where the skin temperatures will be in the order
of 450?F.
1,01.1 .1
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Approved For-Release 2004/05/13 : CIA-RDP89600980R000400040001-6
Page 146
FIGUCH 13
THL-Rtl/R. TA / / TY 07:-HI6AL -3
PR.C.55 zi la- RISC i/ER _5 V5 ? 72.741PL TL /RE
? F-02 Cl/A/UTE-JI4T M/6 PCRI OD
/Oa oao. 3or) eloo
TE-C7PERA7-URr ?F.
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Approved Far Release 2004/05/13 : CIA-RDP89600980R000400040001-6
THERMAL 574
,
/
Page la
F1_GURE 14
CAL
/P V ..(:-1".7 AF e.c? 1/5 h\-/
eoo.
140.
/ 11.1.,1?A6e
eo
,
T /so, 200, JO() ?
000
OOT
O
0
77 /
,???
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Page 148 -
CALIFORNIA DIVISION
FUEL COMPARISON (cont.)
The most promising materials for high temperature fuel resistant seal-
ants are the fluorinated elastomers. Of the many compounds tested, only
a few had the right characteristics for a sealant suitable for aircraft use.
The one that appeared to have the necessary qualifications was Viton "A?.
Wyandotte Chemical Company was awarded an Air Force contract to study
,
sealants, and their experience with Viton "A" in the presence of H. E. F,. -2
and KE. F.3 may be summarized as follows:
?.
,
No reaction occurred when the polymer, Viton"A", was
merged
merged in H.`E. F. -3 for several hours at 400?F.
0?7.
increase in the temperature of the sealant to 475'F.after soak-.
an H E F, ;..3 bath resnited in an exothermic reaction which caused
the temperature of the polymer to jump to 1500?F in about five minutes.
There was no fire or explosion, but the polymer completely disintegrated
. and the fuel decomposed.
3. At some temperature less than 475?F, Viton "A" will react in
H. E. F. -2 in a similar manner.
4. The reaction described above is dependent upon the rate at which
the fuel is absorbed in the polymer, and the rate at which the fuel is heated.
1101/61 9747A-1
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Approved For Release 2004/05/13 : CIA-RDP89600980R000400040001-6
Page 49
gefi AIRCRAFT CORPORATION
CALIFORNIA DIVISION
FUEL COMPARISON (cont.)
The nted for .a sealant was discussed with both the Callery Chemical Company
and Olin Mathiesim,-- the manufacturers of Hi Cal-3 and H. E. F. -3, respec--,
?
tiVeiTs Neither had a possible solution to the problem, as they are contracted
, -
sto produce boron fuels and do not have contracts to study compatibility other
ri'what iinneeessary for their needs.
s..a."-.cantract to Study material compatibility with boron
but is 'yet they have not found a suitable sealant.
The fact that a satisfactory sealant has not been found does not mean that
there is not -Orte'ar .that one may not be developed, but to embark on the A-11
.airplane program..hoping, but not knowing, that a material or process is
? available is a risky assumption to make. The A-11 program's time span is
based on firm technology and not wishful thinking or guesswork.
The inert atmosphere (nitrogen gas) which must blanket the boron fuel must
be carried aboard either in high pressure cylinders, which are heavy, or
as a liquid, which is lighter but more complicated.
? The in-flight refueling of the A-11 airplane involving two types of fuel (JP-150
for main burners and H. E. F. -3 for afterburners) will indeed complicate the
1011M 17111A? I ?
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Page 50
CALIFORNIA DIVISION
FUEL COMPARISON (cont.)
?
fuel system, jeopardize reliability and add 125 pounds of weight to the re-
fueling transfer system-in-the A-11. Extensive modifications to-the-tanker's
?
? ,equipment would be required, ' making it a special purpose aircraft, and re-
, .
?,?
duding either,its' iange or fuel transfer capability.
' The 'doildentiatiOn of 13203 in the exhaust also Presents, a serious contrail?
rolitem;',?The boric oxide smoke is similar to the screening smokes used'in
'
? chemical warfare. . The problem is severe, since the smoke will persist for
extensive periods of time and will be visible at extreme altitudes. The con-.
traili generated by B203 differ from moisture contrails in that the smoke
particles do not evaporate into the atmosphere. The dispersion is dependent
principally on diffusion and gravity settling of the larger particles.
?
In addition, the enemy will probably be able to recognize that a fuel other
than hydrocarbon fuel is being used, when the airplane produces a trail at
altitudes where vapor trails would not be forecast to occur.
The toxicity of boric oxide exhaust on vegetation is currently being investi-
gated. It appears that boron fuels will have to be restricted to altitudes
above 10, 000 feet to avoid this complication.
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/01161 1117117A ? t ?
. . .
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FUEL COMPARISON (cont.)
Page 51
CALIFORNIA DIVISION
The secarity.problem on the A-.1I program will also be hampered. since
? ,
,-the-OpeatipniVrequirementi.demand approximately 50% of the proposed
. .
1?iOn fuel pro' d-Uction-. 'The' disappearance of this quantity of ru- es from the
tc*Sza wilt give ritie.to nurrierode queries and investigation from outside
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IFOFY $7117A.1 -
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,16- Ied AIRCRAFT CORPORATION
Page 52
CALIFORNIA DIVISION
XNOINE GROWTH
MLSCELANEOUS
'
o forecast the growth potential of the A-11 airplane, Pratt "It Whitney
As asked for the growth potential of the .7-58 engine.
,
, ?
results, "showed that within three years of a "go-ahead," significant
-
sins in airplane performance could be achieved by increasing either
Urbine iplet emPerAtiire, or afterburner temperature or both, as die-
.. ..
cussed below:
The data received show that increasing the turbine inlet temperature
approximately 2009F will result in approximately 7% increase in range.
The following-curve shows the predicted gains due to increasing turbine
inlet temperature.
1004 1711711?
T. S. F. C.
A /B temp. increase
2.21 (current A-11)
= 3. 2, 90, 000 ft.
2.10 (5% decrease)
2. 055 (7% decrease)
18
30
36
Months after "go-ahead"
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oe lees AIRCRAFT CORPORATION
BascLIANgotIsIcON:r.), ,
, ENGINE GROWTH (cont.)
_
.-
Increasing the afterburner temperature 200?F will result man 8% in-
Page 53
CALLFORNIA DIVISION
create in.net thrust at M3.2. 90,000 feet. This thrust increase is
,
.accompanied by a 7,5% increase in S.F. C. The 8% thrust increase
ould provide'.approicirnately.,1;500 feet in altitude but with a range de
ariiirieiit corresponding to the S.F. C. increase. With time, however,
?
:?hrust increase can be achieved with no change in current S. F. C.
'as shown below.,
T. S. F. C.
Alt temp. increase
2.38
Mr.T3. 2, 90, 000 ft.
2.21 (current A-11)
18- 36
Months after "go-ahead"
Since the structural material of A-11 is capable of M:3.5 operation
temperature...wisp, the prospect of increasing cruise Mach number from
Mix3. Z to 3.5 was also investigated. The results, using the current
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POEM
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MISCELLANEOUS (cont.)
ENGINE GROWTH (cont.)
Page 54
CALIFORNIA DIVISION
engine with material and design changes required for Mach 3.5 operation
show only F. narginal gains, since the engine changes cost approximately
100 lbs. of weight per engine. The thrust gain with increasing Mach
number is quite small above 3.2 as shown below.
,
Net ,Thrust:.
.Fn
3.0 3.2
Mach No.
3. 5
The reason for the leveling off of thrust is that the ram temperature rise
at M=3. 5 approaches the allowable turbine inlet temperature, thereby
limiting fuel addition. Additional thrust may be achieved:by increasing
engine airflow through use of higher engine RPM, but this will be limited
and would require a major redesign and .a weight increase of approximately
1000 pounds.
The engine manufacturer has, however, recently proposed another
method of modifying the J-58 engine to achieve Mach 3.5 capability
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FORM 1717A II
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16(ard AIRCRAFT CORPOReflON
MISCELLANEOUS (cont.)
ENGINE GROWTH (cont.)
eage
CALIFORNIA DIVISION
which shows considerable promise. The method, which will require
approximately three years for development, consists of converting
the conventional turbojet to a bleed...bypass engine. The effect of the
bleed-bypass engine on the A-41 performance is discussed in the
Appendix of this report.
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FORM .1
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AIRCRAFT CORPORATION
CALIFORNIA DIVISJON
MISCELLANEOUS (CONT.)
CONTRAIL DETECTION
The vapor traiis;:called contrails, left by jets flying at high altitudes
,7
ve-been a very effective means of detecting airplanes in the sky. In
* order to see if A-11 airplanes would encounter the contrail problem, a
-stud* of the available data on contrail formation was made. It was
assumed that only hydrocarbon fuels would be used.
Numerous investigations have been made on contrail formation. A
fundamental study was made by the Cornell Aeronautical Laboratory
(CAL) to find the temperatures and pressures at which liquid water could
exist. Based on altitude chamber tests, CAL was able to set up a cri-?
terfon of contrail detection as a function of temperature. The CAL re-
sults were correlated with Air Force flight data. These criterion are
plotted in a slightly revised form and presented in Fig.
-
Fig./5 shows a plot of altitude versus temperature with regions in
which contrails will never form, always form, or may form, depending
upon the amount of moisture in the ambient air. Also plotted for
reference in Fig!, is the ARDC Model atmosphere -- the current standard
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'V SILLS IN0104
ON li104:138 AS03)03 FIO
Noisinia
13 3.1.V43
ar- 1?00017000#003.21MangradtieniatNINt rmanittacaseelet1 Jo peAwddy
'AB O3k1Vc131:10
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AIRCRAFT CORPORATION
MISCELLANEOUS (CONT.)
- CONTRAIL DETECTION (cont.)
,
checked with flight data. The data correlated extremely well. The
Page 5'9
CALIFORNIA DIVISION
(*.ability data on contrail formation is partially reproduced below
aboe;.;a report for JP-4 fuel.
Probability of Contrail Formation _
-
JP-kal .Fuel ' ' Northern' Hemisphere
'Percentage. .January
,
A lift ude/Latit uda (?N)
(1000 It.)
100
90
80
70
.60
20
30
? 0
0
0
0
.0
0
10
3
99
74
Percentage - April
100 ?0 0
90 - 0 0
80 0 0
70 3 1
60 99 65
Percentage - July
100 0 0
90 0 0
80 0 0
70 0 0
60 ?98 70
Percentage - October
0 0
0 0
? 1 0 0
2 1
98 90
100
90
80
70
?
60
room evesai?!!
40
50
60
70
80
0
0
0
1
0
0
.0
0
0
4
0
0
0
3
5
0
0
1
7
24
8
3
12 ,
20
28
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
.0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
8
3
1
2
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76eaeeil AIRCRAFT CORPORATION
CALIFORNIA DIVISION
MISCELLANEOUS (CONT.)
CONTRAIL DETECTION (cont.)
day, the polar atmosphere, and the Mil. Std. 210A extreme,cold day,
wkch supersedes the 'ANA 421. cold day. The tropical day was left off,
? ?,
. ? -
since. it fails ii the region of the ARDC standard day at altitudes above
? The data-i4 Fig.3.5 show that the A-11, flying between 86,500 to
feet; will not have a contrail problem. The extreme cold day shows that
contrail formation is possible; however, these conditions are not very
. ? .. ?
Cornell findings also indicated that whereas contrails with a small con-
tent of water can be seen in bright sunlight with clear skies, under cloudy
conditions only contrails with much greater water content can be detected.
A thorough study of contrail prediction and prevention was also made by
ARDC. The results of this study are presented in Secret Report No.
AFCRC-TN-58-451. This report deals with contrail problems at lower
altitudes (30,000 to 50,000 feet) and the use of alternate fuels to minimize
contrail formation. A method of contrail prediction was derived and was
FOAM 11/10711.1
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STAT
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(-Jake/ AIRCRAFT CORPORATION
Pace
CALIFORNIA DIVISION
MISCELLANEOUS (CONT.)
CONTRAIL DETECTION(cont.)
?The table shows that at altitudes between 90,000 to feet, the
? ? - ?
probability of contrail formation is zero, except at 80? N. latitude,
r ? ? ;,
where probability is between -1 to 4%, which is almost negligible. At
,
altitudes; of.fi0,009 feet and below, the probabilities become very large.
?
10011 117117A ?
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STAT
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(f'
6-e leer AIRCRAFT CORPORATION
Page -61
CALIFORNIA DIVISION
MISCELLANEOUS (Cont.
SHOCKWAVE NOISE PROBLEM
The operation of a large :number of supersonic airplanes over populated
areas has broug4.:COniiderabie'attention to-the-shockw-waire'noise problerri,7
? ?:"..
one an airplane datecti?problem, a theorqtical anal:
, , ?????:.7:q
e senssed,below?. The prelimins.ry-, results s
?
low noise intensity level 'Combined with the narrow tatejal
Jbe anclibienOir,telswOnld make tracking from the: ground .extremely diffi
racking stations Would have to include a method Of discriminating -
and identifying.noise.,characteristics and be located very nearly along the
?
-
flight path' in Order to detect and vector the course.
Numerous theoretical methods of predicting the pressure amplitudes
? generated by supersonic aircraft are available. AU of these theories,
however; consider only a homogeneous atmosphere and thus neglect such
atmospheric attenuation factors as: (1) factors which affect the variation
in speed of sound in atmosphere (temperature, moisture content, dust
content,. Cloud cover). (2) factors tending to disperse the disturbance
(wind gradients, turbulence), (3) factors affecting energy dissipation
(viscosity, molecular energy transfer). (4) factors directly -*effecting
POW/ 11417/1?i
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_ lar AIRCRAFT CORPORATION
MISCELLANEOUS (cont.)
SHOCK?WA VIE NO?ISE PROBLEM (cant.)
Page tiZ
CALIFORNIA DIVISION
the oVeipressuie. intensity (pressure gradient), and (5) the ground re-
factoi;:34--tiPe of terrain: Most of the above fectorii-tend-:'
Coi,i_es.:Conservative, and unfortunately va,ty