An ordinary passenger plane flies at a speed of about 900 km/h. A jet fighter jet can reach about three times the speed. However, modern engineers from the Russian Federation and other countries of the world are actively developing even faster machines - hypersonic aircraft. What are the specifics of the respective concepts?
Criteria for a hypersonic aircraft
What is a hypersonic aircraft? By such it is customary to understand an apparatus capable of flying at a speed many times higher than that for sound. Researchers' approaches to determining its specific indicator vary. There is a widespread methodology according to which an aircraft should be considered hypersonic if it is a multiple of the speed indicators of the fastest modern supersonic vehicles. Which are about 3-4 thousand km / h. That is, a hypersonic aircraft, if you follow this methodology, should reach speeds of 6 thousand km / h.
Unmanned and controlled vehicles
The approaches of researchers may also differ in terms of determining the criteria for classifying a particular apparatus as an aircraft. There is a version that only those machines that are controlled by a person can be considered as such. There is a point of view according to which an unmanned vehicle can also be considered an aircraft. Therefore, some analysts classify machines of the type in question into those that are subject to human control and those that function autonomously. Such a division can be justified, since unmanned vehicles can have much more impressive technical characteristics, for example, in terms of overload and speed.
At the same time, many researchers consider hypersonic aircraft as a single concept, for which the key indicator is speed. It does not matter whether a person is sitting at the helm of the apparatus or the machine is controlled by a robot - the main thing is that the aircraft is fast enough.
Takeoff - independent or with outside help?
The classification of hypersonic aircraft, which is based on classifying them as those that are capable of taking off on their own, or those that involve placement on a more powerful carrier - a rocket or a cargo plane. There is a point of view according to which it is legitimate to refer to the vehicles of the type under consideration mainly those that are able to take off independently or with minimal involvement of other types of equipment. However, those researchers who believe that the main criterion characterizing a hypersonic aircraft, speed, should be paramount in any classification. Whether it is classifying the device as unmanned, controlled, capable of taking off independently or with the help of other machines - if the corresponding indicator reaches the above values, then it means that we are talking about a hypersonic aircraft.
The main problems of hypersonic solutions
The concepts of hypersonic solutions are many decades old. Throughout the years of development of the corresponding type of vehicles, world engineers have been solving a number of significant problems that objectively prevent the production of "hypersound" from being put on stream - similar to organizing the production of turboprop aircraft.
The main difficulty in the design of hypersonic aircraft is the creation of an engine that can be sufficiently energy efficient. Another problem is the alignment of the necessary apparatus. The fact is that the speed of a hypersonic aircraft in the values that we considered above implies a strong heating of the hull due to friction against the atmosphere.
Today we will consider several samples of successful prototypes of aircraft of the corresponding type, the developers of which were able to make significant progress in terms of successfully solving the problems noted. Let us now study the most famous world developments in terms of creating hypersonic aircraft of the type in question.
from Boeing
The fastest hypersonic aircraft in the world, according to some experts, is the American Boeing X-43A. So, during testing of this device, it was recorded that it reached a speed exceeding 11 thousand km / h. That is about 9.6 times faster
What is special about the X-43A hypersonic aircraft? The characteristics of this aircraft are as follows:
The maximum speed recorded in the tests is 11,230 km / h;
Wingspan - 1.5 m;
Hull length - 3.6 m;
Engine - direct-flow, Supersonic Combustion Ramjet;
Fuel - atmospheric oxygen, hydrogen.
It can be noted that the device in question is one of the most environmentally friendly. The fact is that the fuel used practically does not involve the release of harmful combustion products.
The X-43A hypersonic aircraft was developed by the joint efforts of NASA engineers, as well as Orbical Science Corporation and Minocraft. created for about 10 years. About 250 million dollars were invested in its development. The conceptual novelty of the aircraft under consideration is that it was conceived to test the latest technology for ensuring the operation of motive thrust.
Developed by Orbital Science
Orbital Science, which, as we noted above, took part in the creation of the X-43A, also managed to create its own hypersonic aircraft, the X-34.
Its top speed is over 12,000 km/h. True, in the course of practical tests it was not achieved - moreover, it was not possible to achieve the indicator shown by the X43-A aircraft. The aircraft in question is accelerated by the use of the Pegasus rocket, which operates on solid fuel. The X-34 was first tested in 2001. The aircraft in question is significantly larger than the device from Boeing - its length is 17.78 m, the wingspan is 8.85 m. The maximum flight altitude of the hypersonic vehicle from Orbical Science is 75 kilometers.
Aircraft from North American
Another well-known hypersonic aircraft is the X-15, produced by North American. Analysts refer to this apparatus as experimental.
It is equipped, which gives some experts reason not to classify it, in fact, as an aircraft. However, the presence of rocket engines allows the device, in particular, to perform So, during one of the tests in this mode, it was tested by pilots. The purpose of the X-15 apparatus is to study the specifics of hypersonic flights, evaluate certain design solutions, new materials, and control features of such machines in various layers of the atmosphere. It is noteworthy that it was approved back in 1954. X-15 flies at a speed of more than 7 thousand km / h. Its flight range is more than 500 km, its altitude exceeds 100 km.
The fastest production aircraft
The hypersonic vehicles we studied above actually belong to the research category. It will be useful to consider some serial samples of aircraft that are close in characteristics to hypersonic or are (according to one methodology or another) hypersonic.
Among these machines is the American development of the SR-71. Some researchers are not inclined to classify this aircraft as hypersonic, since its maximum speed is about 3.7 thousand km / h. Among its most notable characteristics is its takeoff weight, which exceeds 77 tons. The length of the device is more than 23 m, the wingspan is more than 13 m.
One of the fastest military aircraft is the Russian MiG-25. The device can reach speeds of more than 3.3 thousand km / h. Maximum takeoff weight Russian aircraft- 41 tons.
Thus, in the market of serial solutions, close in characteristics to hypersonic ones, the Russian Federation is among the leaders. But what can be said about Russian developments in terms of "classic" hypersonic aircraft? Are engineers from the Russian Federation capable of creating a solution that is competitive with machines from Boeing and Orbital Scence?
Russian hypersonic vehicles
AT this moment Russian hypersonic aircraft is under development. But she is quite active. We are talking about the Yu-71 aircraft. Its first tests, according to media reports, were carried out in February 2015 near Orenburg.
It is assumed that the aircraft will be used for military purposes. Thus, a hypersonic vehicle will be able, if necessary, to deliver striking weapons over considerable distances, monitor the territory, and also be used as an element of attack aviation. Some researchers believe that in 2020-2025. the Strategic Missile Forces will receive about 20 aircraft of the corresponding type.
There is information in the media that the Russian hypersonic aircraft in question will be placed on the Sarmat ballistic missile, which is also at the design stage. Some analysts believe that the Yu-71 hypersonic vehicle being developed is nothing more than a warhead that will have to separate from a ballistic missile in the final flight segment, so that, thanks to the high maneuverability characteristic of an aircraft, it will overcome missile defense systems.
Project Ajax
Among the most notable projects related to the development of hypersonic aircraft is Ajax. Let's study it in more detail. The Ajax hypersonic aircraft is a conceptual development of Soviet engineers. In the scientific community, talk about it began back in the 80s. Among the most notable features is the presence of a thermal protection system, which is designed to protect the case from overheating. Thus, the developers of the Ajax apparatus proposed a solution to one of the "hypersonic" problems we have identified above.
The traditional scheme of thermal protection of aircraft involves the placement of special materials on the body. The Ajax developers proposed a different concept, according to which it was supposed not to protect the device from external heating, but to let heat into the car, while increasing its energy resource. The main competitor of the Soviet apparatus was the Aurora hypersonic aircraft, created in the United States. However, due to the fact that designers from the USSR significantly expanded the capabilities of the concept, the widest range of tasks, in particular, research, was assigned to the new development. We can say that Ajax is a hypersonic multi-purpose aircraft.
Let us consider in more detail the technological innovations proposed by engineers from the USSR.
So, the Soviet developers of Ajax proposed to use the heat that arises as a result of the friction of the aircraft body against the atmosphere, to convert it into useful energy. Technically, this could be implemented by placing additional shells on the apparatus. As a result, something like a second building was formed. Its cavity was supposed to be filled with some kind of catalyst, for example, a mixture of combustible material and water. The heat-insulating layer made of a solid material in Ajax was supposed to be replaced with a liquid one, which, on the one hand, was supposed to protect the engine, on the other hand, would contribute to a catalytic reaction, which, meanwhile, could be accompanied by an endothermic effect - the movement of heat from the outside body parts inside. Theoretically, the cooling of the external parts of the apparatus could be anything. Excess heat, in turn, was supposed to be used in order to increase the efficiency of the aircraft engine. At the same time, this technology would make it possible to generate free hydrogen as a result of the reaction of fuel and species.
At the moment, there is no information available to the general public about the continuation of the development of Ajax, but researchers consider it very promising to put Soviet concepts into practice.
Chinese hypersonic vehicles
China is becoming a competitor to Russia and the United States in the hypersonic solutions market. Among the most famous developments of engineers from China is the WU-14 aircraft. It is a hypersonic glider mounted on a ballistic missile.
An ICBM launches an aircraft into space, from where the vehicle dives sharply down, developing hypersonic speed. The Chinese apparatus can be mounted on various ICBMs with a range of 2,000 to 12,000 km. It was found that during the tests, the WU-14 was able to reach speeds in excess of 12 thousand km / h, thus turning into the fastest hypersonic aircraft according to some analysts.
At the same time, many researchers believe that it is not quite right to attribute the Chinese development to the class of aircraft. So, the version is widespread, according to which the device should be classified precisely as a warhead. And very effective. When flying down at a marked speed, even the most modern missile defense systems will not be able to guarantee the interception of the corresponding target.
It can be noted that Russia and the United States are also developing hypersonic vehicles used for military purposes. At the same time, the Russian concept, according to which it is supposed to create machines of the corresponding type, differs significantly, as evidenced by data in some media, from the technological principles implemented by the Americans and the Chinese. So, developers from the Russian Federation are concentrating their efforts in the field of creating aircraft equipped with a ramjet engine capable of being launched from the ground. Russia is planning cooperation in this direction with India. Hypersonic devices created according to the Russian concept, according to some analysts, are characterized by lower cost and a wider scope.
At the same time, the Russian hypersonic aircraft, which we mentioned above (Yu-71), suggests, according to some analysts, just the same placement on ICBMs. If this thesis turns out to be true, then it will be possible to say that engineers from the Russian Federation are working simultaneously in two popular conceptual areas in the construction of hypersonic aircraft.
Summary
So, probably the fastest hypersonic aircraft in the world, if we talk about aircraft, regardless of their classification, this is still the Chinese WU-14. Although you need to understand that real information about him, including those related to tests, can be classified. This is consistent with the principles of Chinese developers, who often strive to keep their military technology secret at all costs. The speed of the fastest hypersonic aircraft is over 12,000 km/h. It is "catching up" with the American development of the X-43A - many experts consider it to be the fastest. Theoretically, the X-43A hypersonic aircraft, as well as the Chinese WU-14, can catch up with the development from Orbical Science, designed for speeds of more than 12 thousand km / h.
The characteristics of the Russian Yu-71 aircraft are not yet known to the general public. It is possible that they will be close to the parameters of the Chinese aircraft. Russian engineers are also developing a hypersonic aircraft capable of taking off not on the basis of ICBMs, but independently.
The current projects of researchers from Russia, China and the United States are somehow connected with the military sphere. Hypersonic aircraft, regardless of their possible classification, are considered primarily as carriers of weapons, most likely nuclear ones. However, in the works of researchers from around the world there are theses that "hypersound", like nuclear technology, may well be peaceful.
The point is the emergence of affordable and reliable solutions that allow organizing the mass production of machines of the appropriate type. The use of such devices is possible in the widest range of branches of economic development. The greatest demand for hypersonic aircraft is likely to be found in the space and research industries.
As the cost of manufacturing technologies for the corresponding machines becomes cheaper, transport businesses may begin to show interest in investing in such projects. Industrial corporations, providers of various services may begin to consider "hypersound" as a tool to increase the competitiveness of business in terms of organizing international communications.
A lot of them. Competing experimental aircraft projects are blurring the barrier between atmospheric and space flight.
The US Air Force covered the X-41 and X-42 projects with a veil of secrecy
In clear Californian skies and gloomy Pentagon conference rooms, a secret war is going on. This is a battle for funding between different experimental aircraft projects. Some of them are so secret that not a single photograph of them exists. Its outcome will determine where and how future battles will take place - in the atmosphere or in space - and whether there will be living pilots or silicon chips in the cockpits. Any war is brewing gradually. The battle between different experimental aircraft projects began in the early 1990s. It came along with advances in microelectronics, the completion of the GPS global positioning system, and the success of cruise missiles in the first war with Iraq. Together, these advances have convinced even the most die-hard military strategists that it is time for a change in air combat technology. With this scope, the US Air Force Research Laboratory (AFRL) and the Defense Advanced Research Projects Agency (DARPA; creators of the Internet) have jointly launched research to determine how to conduct warfare from space.
They also began to develop new technologies for close combat. This technology is called FATE (can be translated as "Fate").
Believe in destiny
realizing that new technology will have to be tested on something, the AFRL laboratory reserved the X-39 code for itself and began active research. The purpose of the experiments was to develop an armored glider body made of composite materials and a variable-swept wing (to replace articulated joints). Advances in the computer field have made it possible to create a flight control system based on artificial intelligence. The system has learned to make decisions on its own and adapt to the rapidly changing picture of the battle - changing targets, moving the enemy, a sharp change in weather conditions in the combat zone. All major manufacturers participated in the project aviation technology, but none of them had a leading role in the FATE project and none of them could have built the X-39 alone.
All the details of the X-39 project are so classified that it is not even clear whether the matter went beyond the stage of engineering research and tests in a wind tunnel. A recognized expert in the field of weapons development Andreas Parsch believes that the aircraft from which the boom of experimental aircraft of the X series began, strictly speaking, did not belong to the series. He points out that while the USAF retained the X-39 designation, there was no formal request for the X-39 to be assigned to the FATE project, "thus, no real aircraft matches the X-39 code." Whatever the formal side of the issue, there is no doubt that the FATE project is closely related to the X-39 aircraft. Aviation historian Jay Miller credits the FATE project as a catalyst for the development of "combat unmanned aerial vehicles" (UCAV). These new creations of military thought will change the landscape of modern combat, allowing the United States to reach farther and be more precise than the most daring military strategists ever imagined.
But precision weapons require a whole new level of intelligence about the location and movement of the enemy. To obtain such information, other X-series aircraft are being created, which, if necessary, will take off from the atmosphere into space.
Fight from space
Immediately after the end of World War II, Allied intelligence made an important discovery. Specialists who gained access to secret German developments found plans for a manned cruise missile that could reach even the United States. Since then, space planes have captured the imagination of developers.
In the 1960s, the X-15 aircraft came close to the dream. On it, military pilots reached a height of 80 km, thus earning the wings of astronauts. The modern design of the shuttle wing is a direct development of Air Force technology, which involved a one-turn orbital flight over the territory of the USSR. The launch and landing site was planned to be the US Air Force Base in Vandenberg (California). Launchers were even built, but the idea proved impractical and was buried. After the Challenger disaster, the Air Force returned to single flight technology. Later, the Air Force planned to use the NASA X-33 space plane project. NASA abandoned the project after spending over $1 billion on it. Simply put, the X-33 was too heavy to fly.
The Air Force went further and developed the X-40 "reusable space maneuvering vehicle" (SMV). The unmanned vehicle is 6.5 m long and weighs 1100 kg and is made of graphite resins and aluminium. Like an ordinary satellite, it will be launched into space by a disposable rocket. The X-40's small size will allow it to stay in orbit whole year. When creating the X-40, like its predecessor, the X-33, the task was to reach combat readiness in a few days.
In comparison, shuttles and reusable rockets require many weeks of preparation. Once in orbit, the X-40 could quickly perform a variety of tasks - from replacing low-orbit satellites damaged by space debris, to tracking terrorists anywhere in the world. Upon completion of the mission, the X-40 will enter the atmosphere. With the help of GPS, its autonomous guidance and landing system will land the device at a given point. A 90% original model, called the X-40A, was tested at one of the AFRL test sites. The model was dropped from the plane, and it landed successfully. A full-size model, the X-40B, is awaiting funding.
Secret space planes
The X-40 has two bottlenecks. Although it is capable of launching satellites and weapons into low orbits (150-300 km), it cannot reach higher orbits. He will not be able to drop the load on the Earth, that is, to inform the bodies of acceleration for re-entry into the atmosphere. For these purposes, the US Air Force is developing the most secret of all existing space aircraft - the X-41 and X-42. Almost nothing is known about them. In 1998, a competition was announced among aerospace companies to create them, and no more details are available. But the original conditions of the competition shed light on why these aircraft are needed. X-41 is needed to launch cargo into low orbits. And the X-42 is designed to lift loads weighing up to one and a half tons from low orbits to high ones (thousands of kilometers).
Mach-10 bomber
The most recent of the aircraft that the US Air Force "copied" from NASA projects is the X-43. Formerly known as the Hyper-X, it will apparently replace the legendary SR-71, the fastest air-breathing aircraft (the X-15 was a rocket-powered aircraft with both fuel and oxidizer in its tanks). So far, only a small layout has been built - the X-43A. It is launched from the nose of a Pegasus missile suspended from the belly of a specially modified B-52 bomber. When the B-52 reaches an altitude of about 6 km, the rocket undocks, its engine is turned on, and the X-43A rises to an altitude of about 10 km. When the speed exceeds the speed of sound several times, the X-43A separates from the rocket. It is at this breakneck speed that his Scramjet ramjet engine kicks in.
The purpose of the X-43A is to test the concept of a jet engine that will accelerate the aircraft to hypersonic (that is, five times greater than sound) speeds. Scramjet is a ramjet engine in which the speed of the air flow passing through it remains supersonic. This allows the aircraft to fly at speeds greater than 20 M. (The Mach number - M - indicates the ratio of the speed of an object to the speed of sound. At M = 1, the aircraft flies just at the speed of sound.) Today, the SR-71 slightly exceeds the figure of 3 M. The record speed today belongs to the rocket-powered aircraft X-15, which was built by NASA, and is 6.7 M. If everything goes according to plan, by the end of the third flight, the X-43A will reach a speed of 10 M and will already be the fastest aircraft in the world. On the basis of these technologies, liners will someday be created that will be able to fly from New York to Tokyo in the same time that it takes today to fly from New York to Chicago. Military strategists believe that by 2024 the US will need the new kind a bomber capable of flying anywhere at a speed of 10 M. Apart from space planes, it is unlikely that anyone will succeed.
So far, the X-43A program hasn't had much luck. A malfunction in the rocket engine during the first launch caused the X-43A to blow up a few seconds after launch for safety reasons. He fell into the Pacific Ocean. Failure did not end the entire program. NASA said that experiments with the remaining two samples will continue this year.
Man or machine?
In addition to X-43, from which it can grow supersonic bomber, there are also two manned aircraft - the X-44 fighter and the X-48 tanker transporter. The X-44 is the tailless descendant of the F-22 Raptor, the latest fighter aircraft that has only recently entered production. Weapons expert John Pike believes the X-44 uses the engines, airframe, and major systems of the F-22. But outwardly, it bears little resemblance to its predecessor, since it does not have a tail section and wing control surfaces. Instead, the X-44 will use orientable nozzles. Through them, controlled emissions of hot gases will be carried out. In this way, altitude and roll will be controlled. Some experts, however, believe that the US Air Force has already abandoned the X-44 project.
The mixed wing aircraft (BWB) X-48 is to become a support aircraft. The BWB system is more flexible and efficient than all current systems. It can not only refuel manned and unmanned aircraft, but also play the role of a transport aircraft, carrying up to 40 people and 23 standard cargo pieces, for example, with weapons. Northrop Grumman, which is working on the X-48, has already made a prototype. NASA plans to test a model weighing 800 kg and 14 m long next year.
Drone combat
Based on what we know about the X-series aircraft lineup, the future is with unmanned vehicles. X-45, X-46, X-47 and X-50 are all unmanned. The most developed of them X-45A successfully made its first flight on May 22, 2002 at the NASA test site in Edwards (California). The flight took only 14 minutes, but the US Air Force, which is co-sponsoring the project with DARPA, immediately announced that it was a breakthrough. Colonel Michael Leahy, who oversees the UCAV program at DARPA, says this is a big step forward in improving the technology that will allow such aircraft to be integrated into overall structure US Air Force. But the biggest test is yet to come. To be useful in combat, new aircraft need to prove their ability to adapt to air combat tactics. Main part of the X-45 project is to understand how well they coordinate their actions when working in a group. In combat, X-45s will hunt in groups of three or four.
X-45 testing will resume this year. By 2006, a larger model, the X-45B, will be built. Its task is to demonstrate the ability of the apparatus to fight side by side with manned aircraft. “In combat, unmanned aircraft will be thrown into the most dangerous tasks, such as suppressing air defenses,” says Leahy. Since such aircraft will be based on aircraft carriers, they must meet the standards of the navy, which are somewhat different from those of the air force. Taking into account the need to equip the US Navy with such machines, DARPA launched two projects of unmanned aircraft. The X-46 was entrusted to Boeing, and the X-47 to Northrop Grumman. Only one will go into production. Boeing, while admitting that it is working on a version of the unmanned aircraft for the Navy, did not disclose details. And Northrop Grumman, on the contrary, shows his X-47, called "Pegasus". This prototype should not be confused with the Pegasus rocket used to launch the X-43A.
On February 23, 2003, the X-47A prototype achieved tremendous success, flying for 12 minutes along a given route. This happened at the Naval Weapons Center in China Lake (California). Engineers tested low-speed handling and navigation capabilities, and then landing, which is especially important for the Navy. Using naval GPS equipment as a basis for navigation, the X-47A successfully landed on an imaginary deck of an aircraft carrier. “Unmanned aerial vehicles have never been used in the US Navy, and Pegasus was the first test of the pen,” said Gary Ervin, vice president of air combat at Northrop Grumman.
If you look inside the X-47A, which is almost 8.5m diamond-shaped, you can see that it is made up almost entirely of lightweight composite materials. The autonomous flight control system changes the control surfaces of the vehicle every second, which makes the tail assembly unnecessary. The aircraft is equipped with a Pratt & Whitney JT15D-5C engine with a force of 15,000 Newtons.
No runways
Although the US Air Force and Navy are developing the X series, the Army and Marine Corps will benefit most from it. Why - explains the design of the X-50 ... They are given numbers in order. And, in theory, the Dragonfly aircraft from Boeing was supposed to receive the number 49. But Boeing did not agree. They said that the Dragonfly will be the first aircraft to implement Canard systems (this is when horizontal control and stabilizing surfaces are located ahead of the carriers) and a “helicopter aircraft”.
The latter system is a perfect (50/50) balance between airplane and helicopter. Therefore, the name is X-50. So the abbreviation X-49 remained unclaimed. The X-50 will be able to take off and land anywhere, quickly transition from helicopter mode to airplane mode, and fly at speeds in excess of 675 km/h. “The propeller can be stopped mid-flight, which is why these speeds have become a reality,” Paik explains. The unmanned version will be able to land in very narrow places - for example, on ships. The X-50A prototype is currently being tested at Boeing's test sites in Mesa, Arizona, and is preparing for its first flight later this year.
Since the First World War, the development of military aviation has stimulated progress in civil aviation. For example, the popular passenger Boeing 707 was created as a tanker aircraft for the Air Force and was called the KC-135. Now there is talk of a passenger version of the X-50 that doesn't need a runway or a pilot. Maybe this is the future?
The Cold War that took place between the US and the USSR in 1946-1991 is long over. At least that's what many experts think. However, the arms race did not stop for a minute, and even today it is in the stage of active development. Despite the fact that today the main threats to the country are terrorist groups, relations between world powers are also tense. All this creates conditions for the development of military technologies, one of which is a hypersonic aircraft.
Need
Relations between the United States and Russia are greatly aggravated. And although at the official level the United States is called a partner country in Russia, many political and military experts argue that there is a tacit war between the countries not only on the political front, but also on the military in the form of an arms race. In addition, the United States is actively using NATO to encircle Russia with its missile defense systems.
This cannot but worry the leadership of Russia, which has long begun to develop unmanned aerial vehicles that exceed hypersonic speed. These drones can be equipped with a nuclear warhead, and they can easily deliver a bomb anywhere in the world, and quickly enough. A similar hypersonic aircraft has already been created - this is the Yu-71 liner, which is being tested today in strict secrecy.
Development of hypersonic weapons
For the first time, aircraft that could fly at the speed of sound began to be tested in the 50s of the 20th century. Then it was still connected with the so-called Cold War, when two developed powers (the USSR and the USA) sought to overtake each other in the arms race. The first project was the Spiral system, which was a compact orbital aircraft. It was supposed to compete with and even surpass the US X-20 Dyna Soar hypersonic aircraft. Also, the Soviet aircraft had to have the ability to reach speeds of up to 7000 km / h and at the same time not fall apart in the atmosphere during overloads.
And although Soviet scientists and designers tried to bring such an idea to life, they could not even get close to the cherished characteristics. The prototype did not even take off, but the Soviet government breathed a sigh of relief when the American plane also failed during the tests. The technologies of that time, including in the aviation industry, were infinitely far from the current ones, so the creation of an aircraft that could exceed the speed of sound several times was doomed to failure.
However, in 1991, an aircraft was tested that could reach speeds exceeding the speed of sound. It was the flying laboratory "Cold", created on the basis of the 5V28 rocket. The test was successful, and then the plane was able to reach a speed of 1900 km / h. Despite the progress, the development after 1998 was stopped due to the economic crisis.
Technologies of the 21st century
There is no accurate and official information about the development of hypersonic aircraft. However, if we collect materials from open sources, we can conclude that such developments were carried out in several directions at once:
- Creation of warheads for intercontinental ballistic missiles. Their mass exceeded the mass of standard missiles, however, due to the ability to maneuver in the atmosphere, it is impossible or at least extremely difficult to intercept them with missile defense systems.
- The development of the Zircon complex is another direction in the development of technology, which is based on the use of the Yakhont supersonic missile launcher.
- Creation of a complex whose missiles can exceed the speed of sound by 13 times.
If all these projects are united in one holding, then by joint efforts an air, ground or ship-based missile can be created. If the Prompt Global Strike project, created in the USA, is successful, then the Americans will have the opportunity to hit anywhere in the world within one hour. Russia will be able to defend itself only with technologies of its own development.
American and British experts are recording tests of supersonic missiles that can reach speeds of up to 11,200 km/h. Given such high speed it is almost impossible to shoot them down (not a single missile defense system in the world is capable of this). Moreover, they are even extremely difficult to track. There is very little information about the project, which sometimes appears under the name Yu-71.
What is known about the Russian Yu-71 hypersonic aircraft?
With the fact that the project is classified, there is very little information about it. It is known that this glider is part of the rocket supersonic program, and in theory it is able to fly to New York in 40 minutes. Of course, this information has no official confirmation and exists at the level of speculation and rumors. But given that Russian supersonic missiles can reach speeds of 11,200 km/h, such conclusions seem quite logical.
According to various sources, the Yu-71 hypersonic aircraft:
- Possesses high maneuverability.
- Can plan.
- Able to reach speeds of over 11,000 km / h.
- Can go into space during the flight.
Statements
At the moment, tests of the Russian Yu-71 hypersonic aircraft have not yet been completed. However, some experts argue that by 2025 Russia may receive this supersonic glider, and it will be possible to equip it with nuclear weapons. Such an aircraft will be put into service, and in theory it will be capable of delivering a pinpoint nuclear strike anywhere in the world within just one hour.
Russia's representative to NATO, Dmitry Rogozin, said that the once most developed and advanced industry of the USSR has lagged behind the arms race over the past decades. However, more recently, the army began to revive. Outdated Soviet technology is being replaced by new samples of Russian developments. In addition, the fifth-generation weapons, stuck in the 90s in the form of projects on paper, are taking on a visible shape. According to the politician, new samples of Russian weapons can surprise the world with unpredictability. It is likely that Rogozin is referring to the new Yu-71 hypersonic aircraft, which can carry a nuclear warhead.
It is believed that the development of this aircraft began in 2010, but in the United States they learned about it only in 2015. If information about it specifications is true, then the Pentagon will have to solve a difficult task, since the missile defense systems used in Europe and on its territory will not be able to counter such an aircraft. In addition, the United States and many other countries will simply be defenseless against such weapons.
Other functions
In addition to the possibility of inflicting nuclear strikes on the enemy, the glider, thanks to powerful modern electronic warfare equipment, will be able to carry out reconnaissance, as well as disable devices equipped with electronic equipment.
According to NATO reports, from approximately 2020 to 2025, up to 24 such aircraft may appear in the Russian army, which can quietly cross the border and destroy an entire city with just a few shots.
Development plans
Of course, there is no data on the adoption of the promising Yu-71 aircraft, but it is known that it has been developed since 2009. In this case, the device will be able not only to fly in a straight line, but also to maneuver.
It is maneuverability at hypersonic speeds that will become a feature of the aircraft. Doctor of military sciences Konstantin Sivkov claims that intercontinental missiles can reach supersonic speeds, but at the same time they act like conventional ballistic warheads. Consequently, their flight path is easily calculated, which makes it possible for the missile defense system to shoot them down. But guided aircraft pose a serious threat to the enemy, since their trajectory is unpredictable. Therefore, it is impossible to determine at what point the bomb will be thrown, and since the drop point cannot be determined, the trajectory of the fall of the warhead is not calculated either.
In Tula on September 19, 2012, at a meeting of the military-industrial commission, Dmitry Rogozin announced that a new holding should soon be created, whose task would be to develop hypersonic technologies. The enterprises that will be part of the holding were immediately named:
- "Tactical Missiles".
- "NPO Engineering". At the moment, the company is developing supersonic technologies, but at the moment the company is part of the Roscosmos structure.
- The next member of the holding should be the Almaz-Antey concern, which is currently developing technologies for the aerospace and anti-missile industries.
Rogozin believes that such a merger is necessary, however legal aspects do not allow it to take place. It is also noted that the creation of a holding does not imply a takeover by one company by another. This is precisely the merger and joint work of all enterprises, which will accelerate the development of hypersonic technologies.
Igor Korotchenko, chairman of the council under the RF Ministry of Defense, also supports the idea of creating a holding company that would develop hypersonic technologies. According to him, the new holding is really necessary, because it will allow directing all efforts to create a promising type of weapon. Both companies have great potential, but separately they will not be able to achieve the results that are possible with a combination of efforts. It is together that they will be able to contribute to the development of the defense complex of the Russian Federation and create the fastest aircraft in the world, the speed of which will exceed expectations.
Weapons as an instrument of political struggle
If by 2025 not only hypersonic missiles with nuclear warheads, but also Yu-71 gliders will be in service, this will seriously strengthen Russia's political positions during negotiations with the United States. And this is completely logical, because all countries in the course of negotiations act from a position of strength, dictating favorable conditions to the opposite side. Equal negotiations between the two countries are possible only if both sides have powerful weapons.
Vladimir Putin during his speech at the conference "Army-2015" said that the nuclear forces receive new intercontinental missiles in the amount of 40 units. These turned out to be precisely hypersonic missiles, and they can currently overcome existing missile defense systems. Viktor Murakhovsky, a member of the expert council of the military-industrial commission, confirms that every year ICBMs are being improved.
Russia is also testing and developing new cruise missiles capable of flying at hypersonic speeds. They can approach targets at ultra-low altitudes, making them virtually invisible to radar. Moreover, modern missile defense systems in service with NATO cannot hit such missiles due to their low flight altitude. In addition, in theory, they are capable of intercepting targets moving at speeds up to 800 meters per second, while the speed of the Yu-71 aircraft and cruise missiles is much higher. This renders NATO's missile defense systems almost useless.
Projects from other countries
It is known that China and the United States are also developing an analogue of the Russian hypersonic aircraft. The characteristics of enemy models are still unclear, but we can already assume that the Chinese development is able to compete with the Russian aircraft.
Known as the Wu-14, the Chinese aircraft was tested in 2012, and even then it was able to reach speeds of over 11,000 km / h. However, the weapons that this device is capable of carrying are not mentioned anywhere.
As for the American Falcon HTV-2 drone, it was tested several years ago, but it crashed in 10 minutes of flight. However, the X-43A hypersonic aircraft, which was handled by NASA engineers, was tested before it. During the tests, he showed a fantastic speed - 11,200 km / h, which exceeds the speed of sound by 9.6 times. The prototype was tested in 2001, but then during the tests it was destroyed due to the fact that it got out of control. But in 2004 the apparatus was successfully tested.
Similar tests by Russia, China and the United States call into question the effectiveness modern systems PRO. The introduction of hypersonic technologies in the military-industrial sector is already making a real revolution in the military world.
Conclusion
Of course, the military-technical development of Russia cannot but rejoice, and the presence of such an aircraft in the armament of the army is a big step in improving the country's defense capability, but it is foolish to believe that other world powers do not attempt to develop such technologies.
Even today, with free access to information via the Internet, we know very little about the promising developments of domestic weapons, and the description of the "Yu-71" is known only by rumors. Consequently, we cannot even come close to knowing what technologies are being developed right now in other countries, including China and the United States. The active development of technology in the 21st century allows you to quickly invent new types of fuel and apply previously unfamiliar technical and technological methods, so the development of aircraft, including military ones, is very fast.
It is worth noting that the development of technologies that allow aircraft to reach speeds that exceed 10 times the speed of sound will affect not only the military, but also the civilian sphere. In particular, such well-known airliner manufacturers as Airbus or Boeing have already announced the possibility of creating hypersonic aircraft for passenger air transportation. Of course, such projects are still only in the plans, but the likelihood of developing such aircraft today is quite high.
The first proposal for an aircraft capable of exceeding the speed of sound five or more times (the future X-15 program) appeared in 1951 in the bowels of the government's National Aerodynamics Administration (NACA), the predecessor of NASA, which was officially created on October 1, 1958. The NASA leadership, understanding in principle the importance of this problem, did not show much zeal in its implementation. It was both expensive and technically difficult, and no one knows how it could all end. However, individual NASA employees, on their own initiative, conducted research on the possibility of creating aircraft of this type. The program received a new impetus in 1953, when the same problem was puzzled in the Air Force and the US Navy. Naturally, both aviation and the navy considered this aircraft, first of all, as a combat vehicle. Scientific research stood in the background, but, we must pay tribute to the American military, they perfectly understood that without solving purely scientific problems, they would not receive a combat vehicle. However, by the next year, army circles realized that they alone could not raise this project either from a scientific or financial point of view. The result of this reflection was a memorandum of cooperation between the Air Force, Navy and NASA, signed on December 23, 1954. According to this memorandum, a tripartite working body was created, called the X-15 Committee, which coordinated all work on this program. NASA was entrusted with the functions of monitoring the implementation of the project as a whole. The Air Force took over the production of the aircraft and its acceptance testing at the manufacturer's plant. The aircraft was then handed over to NASA, which conducted a research program involving both its pilots and pilots from the Air Force and the Navy. As project participants later pointed out, the X-15 Committee had, in more, psychological and political than any practical significance. True, it helped a lot in obtaining budget money. When there was a reference to a tripartite committee, as a rule, the money was immediately allocated. It is from the moment of signing the memorandum that one can talk about the birth of the Kh-15 rocket aircraft. A competition was announced among American companies. A formal invitation to apply was sent to 12 aviation companies on December 30, 1954, and on February 4, 1955. four engine-building companies were invited to conclude a contract for the production of a rocket engine. In November 1955, a contract was signed with North American for the production of three X-15 (NA-240) aircraft, and with Reaction Motors Inc. (Reaction Motors Inc.) in September 1956. - for the production of the XLR-99 engine. 
The project, presented by North American, called for the construction of an aircraft 15 meters long with swept wings with a span of only 6.5 meters. The wings were assumed to be relatively thin and small in area. The weight of the aircraft was about 7 tons, and after refueling increased to 16.5 tons. It was supposed to install a liquid-propellant rocket engine with a thrust of 27 tons on the plane. Since the duration of the rocket engine was only 80-120 seconds, it was assumed that the aircraft would be delivered to a height of 15 kilometers using a B-52 bomber specially converted for this purpose, and then the carrier aircraft and the rocket aircraft would be separated, and further flight will take place using a rocket engine. Two Boeing B-52A bombers were modified to mount a rocket plane under the right wing, between the fuselage and the engine pair closest to it, designated NB-52A and NB-52B. Landing was carried out on a slide. 
The main tasks that were set before the X-15 program were the following: creation of a powerful reusable manned aircraft for high-speed high-altitude flights; study of aerodynamic processes during such flights; creation and verification of the operability of control systems for such aircraft; studies of the impact of flight conditions on the human body; creation of special suits for aircraft pilots. Using the X-15 aircraft, it was supposed to achieve a flight speed of about M = 6 and an altitude of 76,000 meters.
The construction and flight of the prototype was preceded not only by the usual aerodynamic and strength tests, but also by studies of aerodynamic heating (the studies were carried out on models made on a scale of 1:15, in the range of Mach numbers 0.6-7.0) and special pilot training. Future pilots of the X-15 aircraft had to perform 2000 "flights" on the simulator, pass tests on a centrifuge, in conditions of high and low ambient temperatures, low pressures and in a state of weightlessness (tests in weightlessness were carried out on a transport aircraft). 
The first X-15 aircraft was built in mid-October 1958 and delivered from the factory to Edwards Air Force Base in California. The transfer of the aircraft was accompanied by great fanfare and media attention. The X-15 program attracted a lot of public attention, especially after the Soviet Union won the race for the first satellite and the race for the first human spaceflight had not yet begun. The second copy of the X-15 aircraft was ready by April 1959, and the third by June 1961.
On March 10, 1959, the first flight of the X-15 was made on the suspension of the Boeing NВ-52А aircraft. The first test flight took place on June 8, 1959. The plane, which was piloted by North American test pilot Scott Crossfield, was separated from the B-52 carrier aircraft and began free flight. The engine did not turn on during this flight, but even so, the plane did not obey the pilot well and made several completely unexpected turns. Only the skill of the pilot allowed him to control the machine and, after 5 minutes, make a safe landing at the bottom of a dried-up salt lake located on the territory of Edwards Air Force Base. North American Corporation engineers quickly changed the aircraft's control system, which made flights safer. The next flight took place on September 17, 1959, and for the first time the rocket engine was turned on. True, the standard XLR-99 engine was not yet ready by that time and the flight was made using XLR-11 engines, which were previously used on X-1 aircraft. However, even the use of this engine made it possible to reach speeds of over 2000 km / h. It is from this moment that intensive test flights of the X-15 aircraft begin. 
The single chamber XLR-99 engine was tested on November 15, 1960.
The entire X-15 test program can be chronologically divided into three stages. The first lasted from 1959 to 1962. Already at the first stage, it was possible to achieve all the goals set by the organizers and participants of the project. A speed of Mach 6 was achieved, a height of 75,190 meters above the Earth's surface, and a large amount of scientific information on thermal processes and aerodynamics was obtained. In particular, the researchers found a striking correspondence between the aerodynamic processes obtained in simulations and in real flight conditions. From other visible and understandable results, for example, it was found that an increase in aircraft speed from Mach 3 to Mach 6 leads to an increase in the surface temperature of the aircraft by 8 times. Physiologists have found that the normal for X-15 pilots is a heart rate (pulse) of 145 to 180. Many other interesting data were obtained, but breakdowns sometimes spoiled the mood of manufacturers and testers. Fortunately, there were no serious damage and no delay in the test program. 
During the third flight of the second prototype (November 5, 1959), an explosion occurred in one of the engine chambers. During the forced landing of Scott Crossfield on the bottom of a dried-up salt lake, the plane crashed. The tail unit was damaged and the aircraft was out of action for 3 months. Flights (on the first prototype) were continued on January 23, 1960.
Similar malfunctions occurred in the future, but, using the real experience of S. Crossfield, other pilots practiced this emergency situation on the simulator. Around the same time, at the North American plant, where the third copy was assembled, an explosion occurred during ground fire tests of the engine. I had to rebuild the engine. The third copy was flown on December 20, 1961.
The weather also interfered with the implementation of the research program. It happened that over the Edwards airbase, from where the planes took off, there was fine weather, but at high altitude it was cloudy and the flights were postponed. Nevertheless, the experimenters slowly but surely moved forward.
About the 15th anniversary of the first flight of the X-32 aircraft, an experimental prototype of the "single strike fighter" (Joint Strike Fighter) of the Boeing company, which, in the competition, lost to another prototype, the X-35 of the Lockheed Martin company.
As a result of those long-standing events, the US Air Force, US Navy aviation and USMC aviation have the good fortune of acquiring F-35 aircraft of various modifications today.)
The hero of the story posing fully armed. Reality turned out to be different
In connection with the mentioned date, I want to write that the combat maneuverability of the X-32A was better than that of the F-35A, and if the brainchild of Boeing got to the series, the US Air Force probably would not have fallen into today's stupid situation when the F-16D Block 40 loaded with missiles and PTB "bends over" an empty F-35A ", and the head of the US Air Force Combat Command, General Herbert Carlyle, in response, has only to say "it was not designed for this" (in the sense not for maneuverable air combat).
In order to understand that the X-32A was aerodynamically superior to the X-35A, those who wish can study this old report, which of course contains a lot of letters, but there are also several graphs with tables.
The authors of the report 14 years ago conducted a VLM analysis of the aerodynamics of mathematical models of airframes of competing JSF prototypes (the results are reflected on pages 12-15) and concluded that the X-32A is superior to the X-35A. Due to the difficulties in calculating the exact values of wave resistance, the authors had doubts about the degree of this superiority, but they did not doubt that, based on the X-32A, it was superior to the X-35A.
However, the authors of the report correctly predicted Lockheed Martin's victory in the competition, based on the fact that the US Navy and the USMC were not interested in maneuverability in terms of energy reserves in close air combat, but in takeoff and landing characteristics. If the issue was resolved only between the Air Force and the Navy, then maybe the X-32 would have won the competition. However, the short/vertical takeoff/vertical landing fan circuit looked more reliable and promised more thrust. So I think the decisive vote that tipped the scales in favor of the X-35A was the voice of the USMC.
Assuming both demonstrators are successful in meeting performance goals—which they are expected to be—and there is no major difference in performance, the cheaper concept will be selected. But Boeing's demonstrator is dissimilar from production airplane!
Ps curves indicate generally but marginally better performance for X-32, but the curves are known to be inaccurate with wave drag
STOVL may become a key issue. Lift fan concept produces greater thrust, offers MUCH more bringback capability unless Boeing can DRASTICALLY cut weight-and weight was already a problem for the Boeing STOVL variant
Advantage: Lockheed-Martin
Air Force may want X-32, but Navy likely to opt for better performance of X-35C at lower regimes where Ps is most likely to be used-subsonic to transonic dogfights and maneuvering.
USMC almost assuredly will select better STOVL performance of X-35B over X-32.
Given marginal advantage of X-32A over X-35A, performance gains for Air Force will be insignificant, and X-35 will be selected.
HOWEVER, if the X-32 significantly outperforms the X-35, the services may attempt to choose different aircraft. Since the costs would be prohibitive, the services will have to settle for a single aircraft, or the program will be killed. Almost assuredly they will settle for a common aircraft.
By the way, I note that not only in close maneuverable air combat, but also as a "transport system" for delivery bonb, Boeing's JSF project was superior to Lockheed Martin's. Using the volume of a relatively thick trapezoidal wing, Boeing's developers have managed to turn their brainchild into a flying kerosene tank capable of holding up to 20,000 pounds of fuel, that is, over 9 tons of fuel. As a result, the estimated internal fuel-only ferry range for the Boeing strike fighter was 1,700 nautical miles (3,150 km), while the F-35A boasts an internal fuel-only ferry range of only 1,200 nautical miles (2,220 km). Accordingly, the calculated combat radius without PTB according to the Air Force profile was for the brainchild of Boeing 850 nautical miles(1574 km), while for the F-35A this radius 613 nautical miles(1135 km).
P.S. How did it even happen? Considering the failure of the F-35 acceleration characteristics on transonic, I suppose, although I cannot prove it, that Lockheed Martin designers, “squeezed” by the allocation of volume in the fuselage for the placement of the lift fan, could not arrange the engine, wing and weapons bays of their offspring in such a way as not to break the area rule. As a result, the aircraft developed by them has a sharp increase in wave resistance at transonic speeds and, as a result, disgusting acceleration characteristics in the range of Mach numbers M = 0.8 - M = 1.2.
The designers of Boeing had no problems with the fan due to its absence, and by moving the engine to the front of the aircraft, as well as using a wing with a large (55 degrees) sweep angle of the leading edge, they were able to assemble their offspring without violating the "rules of areas". Of course, they had to use a nose air intake and have some problems in connection with this, but these problems were successfully resolved.
What should we conclude from all this for the future? IT IS NOT POSSIBLE to structurally unify a conventional take-off / landing fighter and SKVP to a high degree. NOTHING GOOD WILL GET OUT OF THIS.
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